Changing Minority Landscape

I remember in the nineties when demographers and futurists predicted the day would soon come when -- because of the growth in minority populations -- whites would become the "new minority." Combining all the minority populations -- African-American, Latino, Asian, Middle Eastern and others -- would equal a number greater than that of European-Americans.
Although we're not quite there yet, that day is still approaching, and the pace of that growth is quickening due to the rapid influx of Mexicans into the U.S. in recent years.
Pundits in the nineties suggested that whites would lose some of their political influence because blacks, Latinos and other minorities would forge political alliances, becoming a unified minority population and outvote the whites on critical civil rights, social and economic issues. But the blending of minorities -- the social and political forging of black and brown -- has not been occurring as many had hoped it would. Nor are the new minorities of Middle Eastern or Asian descent creating significant alliances with blacks or Latinos.
In fact, rather than coming together, minority groups in America seem to be isolating themselves in their own communities, maintaining their own languages and cultural traits. The new Latinos arrivals, generally are not assimilating into American values and language. The government-led multicultural movement has facilitated this separateness by encouraging Spanish as a second U.S. language and the private sector has bolstered this with the rapid growth of Spanish and Arabic language radio and television programming. This isolationism is enabled further by our diversity ethos that celebrates separateness more than it does inclusion. These are generalizations of course, pointing to a trend. To be sure, many new arrivals, legal and illegal, are making sincere efforts to assimilate and become Americans at least in life-style.
Some tension is being felt between the black and Latino communities across the country, especially between newly-arrived Mexican immigrants and blacks. Mexicans are moving into previously all-black urban neighborhoods and the usual friction between black and Mexican youth and young men is occurring. In extreme cases, Mexican gangs are attacking and killing black gangs members and even killing blacks who are not involved in gangs as a way to intimidate. This may end up being just another episode in the long history of neighborhood youth gangs in America. But for now it is doing nothing to foster togetherness between black and brown people. Luckily, inter-ethnic gang activity has not emerged as a problem in Detroit as it has in Los Angeles, Florida and Virginia.
Many blacks are now sensing that illegal immigrants -- especially Mexicans -- are taking jobs away from blacks. We're not talking about low-paying seasonal work picking fruits and vegetables. The jobs being filled more and more by Latinos are in steady work with contract landscaping companies, building and road construction, home improvement, and nonunion trade jobs. The new workers are willing to work for less than American workers, and many employers are candid about their belief that the (mostly Mexican) immigrant workers work harder than Americans -- white or black. I am not sure how much of this occurs in Metro Detroit. But I still see few blacks working on construction crews in a city that's 90 percent black (see below).
Make no mistake, legal immigration is good for America. In Southeast Michigan alone, immigrants add 15-20 percent of our gross domestic product. The poor condition of our state and city economies dictates that legal immigrants from all countries with talent, education and skills -- and those will little skill but a willingness to work -- should be encouraged to come here and help us rebuild our communities.
But I'm not yet seeing any coming together of minority groups to forge a political monolith to challenge white people on social and political issues.
See related posts:

Dumping Parks Sounds Cold But Right Move

Detroit Mayor Kwame Kilpatrick and the city's Recreation Department have proposed that the city sell or in other ways get rid of 92 of the city's 310 parks to bring into scale the ratio of the city's population to parks. This is a tiny but significant step in the right direction to bring the city's total services package more in line with the city's dwindling population. Fifty years ago Detroit's population was nearly two million compared to today's 900,000. We no longer need 310 parks.
In order to survive and thrive in the future, the leaders of the city and the region must find ways to make Detroit physically smaller so that it will be a better fit for a smaller population. At its current rate of population loss, Detroit will be home to about 600,000 people by 2025, and without any changes in it geographic boundaries, it will still contain 120 square miles, the same size as when it held twice as many people.
That the closed or sold parks might wind up as simply more vacant space in a city that is already 30 percent open space -- a result of commercial and residential abandonment -- troubles Talk About Detroit. If we don't make the city physically smaller, parts of it will soon look like the middle of Kansas. Leaders of today and the future must find ways to shrink Detroit.
Related posts:

Liberal Narrative Drives Story about Blacks in Suburbs

For decades the experts have been saying that Metro Detroit is the most racially segregated urban area in the country. Maybe, but the statement oversimplifies our situation, and usually implies poor race relations and white suburbs that do not welcome blacks or other minorities as residents. It's part of the liberal narrative about white racism and black victimization. It also ignores critical historical facts about the area.
First, the city of Detroit's 900,000 population is 90 percent black -- no other major city above a half million population comes even close to a ratio of nine black persons for every one white or other minority person. Chicago, New York, Los Angeles, Philadelphia -- all are cities with white majority populations. The auto industry's thirst for unskilled labor in its early years, the Great Migration of Southern blacks to the big cities of the North, plus 30 years of white flight following the '67 Detroit riot shaped the racial demographics of today's Detroit.
When Coleman A. Young was elected the city's first black mayor in 1971, the city was was approximately 60 percent white. Young's election was made possible because enough white liberals joined blacks to elect him. Within 15 years blacks comprised the city's majority. As the city grew "blacker," blacks gained a sense of ownership of the city and with it a sense of control over their own destiny. Blacks simply felt more comfortable in their own city than in they did in the white suburbs. This comfort level blacks have living in their own city has had as much to do with Metro Detroit's racial separation as any other consideration of the area's racial demographics.
A story ran yesterday in the Detroit News with the headline "Many Metro Blacks Feel Isolated in Suburbs" that left me bewildered. Written by Cindy Rodriguez, the front page piece features two black families -- one upscale and professional, the other working class -- who left their neighborhoods in Detroit for better ones in the suburbs. The story was trying to make the case, as its headline implies, that things are rough for minorities who choose to leave Detroit to move to its suburbs, and that Metro Detroit persists as "the most segregated place in the United States." I'm not so sure the story makes its case on either count.
According to the story, the driving forces in the decision to move for both families is a better education and a safer environment for the children. While I don't doubt the veracity of the personal experiences told to us by either family, it seems that to select two families and hold them up as the empirical examples of black life in the suburbs is purely antedotal and, although it might make good newspaper copy, is hardly definitive of what its like for all blacks living in Detroit's suburbs. According to the story:
The question is do we want to repeat the experience of the city in suburbia or do we want to figure out how to be enduringly integrated?" asked Gary Orfield, professor of education, law, political science and urban planning at the University of California-Los Angeles and co-director of the Civil Rights Project at UCLA, formerly of Harvard University. He said many black and Latino parents move to inner-ring suburbs, looking for an integrated community, only to later find it was a community that was in sharp transition that wound up becoming majority minority.
Case in point, locally: Southfield, which went from being predominantly white and Jewish to majority black in the last 20 years. "Detroit Metro has been the most segregated place in the United States," Orfield said. "We're talking extremely stratified."
I don't know whether the statement "Detroit Metro has been the most segregated place in the United States..." can be substantiated. There are many ways to define segegration. But to me "most segregated" has always been a loaded phrase, connoting apartheid and white racism. Professor Orfield is an academic existing in a politically correct environment and his liberal narrative is apparent. I always looked at Metro Detroit as very racially separated with much of the separation voluntary on the part of African-Americans. A black person understandably can grow very comfortable living in all-black Detroit and lose any interest in pushing the racial envelope in the suburbs. We are now on our third generation of blacks (son, father, grandfather) who will have lived exclusively within the city limits of Detroit since the riot of 1967. Many of these folks have never given a thought to living anywhere else, and some still view the suburbs through that dated prism of the sixties and seventies when anything "across 8 Mile Road" was hostile territory. I fear for the moment we are at a detente. Whites aren't going to do anything to change where the majority of blacks and whites live in Metro Detroit. It's up to blacks, if they have the desire and the will, to strike out into that new suburban frontier and change the racial demographics of Metro Detroit.

A Feel-Good Look at Our City

I found this on YouTube -- a positive view of Detroit.

MGM Grand Detroit Opening Casino Hotel

I just lifted this off the wire.
Oct. 2, 2007, 11:08AM MGM By JEFF KAROUB AP Business Writer © 2007 The Associated Press
DETROIT — Casino officials and celebrity chefs showed off $800 million worth of Las Vegas glitz amid Motown grit Tuesday _ hours before MGM Grand Detroit was to open to the public with a flashy, fireworks-studded gala.
Billed as the first Vegas-style resort built in a major metropolitan area, MGM Grand includes 400 rooms and suites, a full-service resort spa and a 17-story hotel with electronic concierges in each room. It sits a block from the temporary casino it opened it 1999.
Celebrity chefs Wolfgang Puck and Michael Mina will operate three restaurants in the new facility.
The MGM Grand Detroit was to open to the public before midnight with fireworks. Jim Murren, president and chief operating officer of MGM Mirage Inc., said the facility is not only a casino and hotel, but an "entertainment destination."
Detroit's other two casinos are working to complete their permanent sites.
Greektown Casino is spending $475 million to expand its existing facility and a 20-story hotel opens next year. MotorCity Casino is spending $275 million on a 17-story hotel to open later this fall.
The casinos are spending $1.5 billion to build sleek new hotels that are adding 1,200 luxury rooms and thousands of square feet of convention space. The three permanent sites will feature more than 220 tables and about 8,000 slots in 250,000 square feet of gaming space.

Things a Bit Brighter for City, Study Says

Ford Field, home of the 3-1 Detroit Lions
Things are looking up in Detroit. That's what a recent study released today by Mayor Kwame Kilpatrick says. Prepared by Social Compact, a Wash. D.C. -based urban consultancy, the study says that the city's population is actually higher than estimated by the U.S. Census bureau, crime is not as bad as perceived, and household incomes are higher than previously estimated.

While some of the findings appear to be vague or open to challenge, it is refreshing to read positive news about the city with the emphasis on economic developments rather than crime, school closings and population decline. It is also heartening to read that, according to the Social Compact, average downtown household income is $59,300 and 83 percent of its residents have at least a college education. (Ahem! -- I happen to live downtown.)

A Perspective on Jena 6

I saw this piece by Tennessean columnist Carol Swain this morning while cruising around the blogosphere, and thought it offered a calm, down-the-middle perspective on the Jena 6 affair.

When teens aren't taught value of life, it can have deadly consequences

by Carol Swain

Like most people who have followed the saga of the Jena 6, I am dismayed by the series of events preceding and following last Thursday's civil rights protest over the disparate treatment of six black teens originallycharged with attempted murder for attacking a white teen.
These details can be found online with a simple Google search. My purpose in writing is to offer another perspective based on firsthand experience. Much sport has been made of the deadly sneaker that the district attorney introduced as a weapon. What is missed is the fact that sneakers and fists can become lethal weapons under the right circumstances.
Almost a year ago, my 41-year-old brother, Kevin Henderson, died from injuries he sustained on his job after he was attacked by a group of teenage boys. According to a neighbor who witnessed the attack, five teens knocked my brother to the ground, kicking and stomping him until the neighbor intervened. Kevin staggered home, collapsed into a coma and was declared brain-dead within hours of the attack.
It took many months for a measure of justice to occur. So far, two of the five boys have been charged with first-degree manslaughter. Like Mychal Bell, one of the boys has been held many months without bail. He awaits sentencing, and the family hopes he will go straight to prison. Most, if not all, come from single-parent households.
Perhaps the boys meant to kill him. Perhaps it was an accident. In any event, a life was lost because a gang of boys mortally wounded a man who left home for his job, not knowing that he would never return.
I offer this story of a senseless killing to provide another perspective on what might have been going on in the head of the Jena district attorney. Black crime is a serious problem that stereotypes all black youth. And it must be dealt with by a united black community that stands up and says enough is enough. Unfortunately, too many of our media-appointed leaders have failed to vigorously condemn the attack of the six against the one.
This is unfortunate. Who will teach our children to fight with pens and not fists? Who will teach them the value of life and the need for some to be peacemakers? It will certainly not be the community leaders who cut down the "white" tree, rather than share its shade. What was lost was a grand opportunity to teach our young people some badly needed lessons about bigotry, intolerance, self-respect and dignity.
I write the above as an African-American mother who has raised two black males to adulthood. I write as an American who believes that we can do better. We must heal the past, and we must all take responsibility for our actions.
Published Friday, 09/28/07 in the Tennessean.

Random Shots

While I haven't been blogging lately, I have been working on my photo collection of Detroit, sorting, deleting, organizing, and hopefully working toward my magnum opus of a photo presentation, or at least a series of slide shows about the city. Check out the two shows in the sidebar on the left: Detroit Jazz Fest and Random Shots: A Work in Progress.

Hope you enjoy, and hope to get back to blogging soon.

Successful Jazz Festival Proves Detroit Worthy

Another hugely successful Detroit International Jazz Festival is in the can, thanks to Mack Avenue Records and other major sponsors and thanks to the hundreds of thousands of music lovers who streamed into dowtown Detroit to enjoy the four- day event.

Labor Day Reflections --Part II

See Part I in Sept. 2 post, immediately below

Coleman Young

and the

Push-Pull of the Suburbs

Detroit hit the iceberg in the fifties when the J.L. Hudson Co., the city's premiere downtown department store purchased rural land at the city's northwest border of Eight Mile Road to create Northland Mall, the world's first and largest major retail mall. Later Hudson's built Eastland Mall on Eight Mile Road on the city's northeast edge. The malls spurred the development of affordable suburban housing north of Eight Mile Road in Oakland and Macomb Counties. Instantly, these malls began sucking retail business from Detroit's downtown as well as from the city's strip malls on its main drags like Livernois, Grand River, Gratiot and Michigan avenues. By the eighties Hudson's downtown store was operating at a loss and eventually, in 1992, Hudson's closed the once world- famous and elegant downtown store on Woodward Avenue. The building was empty for six years until it was imploded in 1998.
Expressway Construction Guts City
Another force was at work during the fifties that would gut Detroit. Still fresh from his experience in World War II, President Eisenhower saw the military importance of roads and said let's build a border-to-border freeway system for national defense and commerce. This led to the Federal Highway Act of 1956, the largest public works act in history and the single-most destroyer of inner cities. It also marked the end of a robust railroad system and the beginning of a booming trucking industry.
Soon, the John Lodge Expressway replaced James Couzens Road, then the Ford Expressway was built to slice east-west across the city, paralleling northeast-bound Gratiot Avenue. Both the Lodge and the Ford destroyed thousands of beautiful homes and vibrant neighborhoods and displaced thousands of black and white residents, as well as creating a new housing market for whites in blue collar suburbs like Warren. Later, the Walter P. Chrysler northbound section of I-75 would take out what was left of Black Bottom and Paradise Valley -- the original, historic neighborhoods of black Detroit.
The 1967 Riot Rebellion
The sixties brought the civil rights movement and in 1967 the infamous 12th Street riot. A smaller, similar riot occurred in 1968 on the city's east side. Detroit was still a white majority city but that would change. After the riots, whites fled Detroit like they were being chased by Hurricane Katrina.
The late sixties and early seventies were also the year when the black militancy movement swept the nation, and Detroit was one of the stages where that played out. This scared many whites and accelerated their flight from the city to its burgeoning working class suburbs. I've always thought that Detroit's last best political hope after the riots was Richard H. Austin, a prominent black accountant who aspired to public life and took a run at the mayor's office. It was 1969 and the city could have either stabilized with a racial balance of roughly 50 percent black-white, or continued hemorrhaging white people, as it ultimately did. As we know, the city ultimately shrunk in population size to about 900,000 in 2006.
Austin ran for mayor, lost in the primary and in 1971 was elected Michigan's first black Secretary of State. I think he could have had a healing effect and possibly stemmed the tide of white flight because he was a well-liked moderate Democrat. Many blacks at the time thought he was an Uncle Tom. The voters instead elected white Wayne County Sheriff Roman S. Gribbs as Mayor of Detroit. Gribbs turned out to be a caretaker mayor who squandered his single term rather than make any attempts to stem the tide of outmigration.
In 1973, blacks and white liberals elected black state senator Coleman A. Young as Mayor of Detroit. I liked Coleman and voted for him three times. He brought pride and hope to the black community, stood up to suburban hostilities, and was a charismatic public speaker. Sadly, his often incendiary rhetoric increased white fear and expedited white flight.
Die is Cast
But by then, the die was cast. Metro Detroit was experiencing what regional planners call the "push-pull effect." Whites were being pushed out of Detroit by its deteriorating public services, failing public schools, rising taxes and escalating crime. And they were being pulled to the suburbs by their new housing and infrastructure, safety, newer and better schools, and quality of life. Most of the city's white flight was racially-based. But not all of it.
The city's economy was changing, too. In the sixties, some 70 percent of all American cars were manufactured within Southeast Michigan. Today, it's less than five percent. Between 1970 and 1990, Detroit lost half of its manufacturing jobs, some 200,000, and thousands more since then. The good, skilled jobs had moved to the suburbs, leaving Detroiters without cars with a large disadvantage in getting those jobs.
Metro Population Stays Same While Housing Doubles
In 1970 some 4.8 million people lived in the seven counties of Southeast Michigan. Today, the same number -- 4.8 million -- live in Southeast Michigan. Yet the number of housing units has doubled during the same 37-year period! This means that the same number of people are living in twice the number of households. We've had zero population growth and 100 percent housing growth. All we did was develop virgin farmland, build more roads, freeways, sewers and strip malls, and suburbanize. While the region was busy with all this housing and infrastructure expansion, the city of Detroit's housing stock eroded to the point that today one-third of its 120-square mile land mass is vacant land and property. We have lost so much time, and so much of the city's housing stock and infrastructure are beyond reclaim.
Signs of Hope
Recently I see signs of hope. Redevelopment projects in the city are being done in a more thoughtful manner. I am truly impressed with downtown's revitalization and GM's work on the riverfront and th city's beautiful new RiverWalk. Mayor Kwame Kilpatrick's New Neighborhoods strategy holds promise. It may be too little too late, but Kwame's giving it a hell of a shot. Detroit Renaissance has just launched a plan to revitalize the region in the wake of all this recent devastation in the auto industry. The new group One D can make a difference.

Labor Day Reflections - Part I

How Did Detroit Get
To Where It's At?

The J.L Hudson Co.'s downtown store, circa 1955, courtesy of Wayne State University.
As the downward spiral of Detroit continues -- in spite of a successful revival of downtown and promising new plans for its neighborhoods -- the question often asked still is: How did we get here? Let's take a brief spin down history's lane, with me behind the wheel, of course.
The course to Detroit's current plight can be traced to the twenties when Henry Ford sent recruiters to the South to bring back busloads of black and white men to work in his factories. This was part of the Great Migration of blacks moving North seeking jobs and freedom from the Jim Crow South. In Detroit it planted the seed for what later resulted in -- compared to other Northern cities which also experienced the Great Migration -- a disproportionately high black population as a percentage of the city's entire population. All the large northern cities were recipients of the Great Migration but none ultimately were impacted by it more than Detroit.
You can see the migration's impact in the fact that Detroit's population has been a black majority since the eighties and today's remaining population of 900,000 is 90 percent black. A growing black population and a declining white population accelerated this transformation like no other major American city, except perhaps Washington D.C. Detroit was once the nation's fifth largest city with a population of 1.8 million; today it is 12th.
The recruitment of workers from the South by the auto industry and others is a watershed in Detroit's history. It is one of the main reasons that Detroit became a crucible for racial tension and a northern center of the civil rights movement. Without such a large black population, relatively speaking, the history of Detroit would have been profoundly different. I hasten to add that I am not saying that Metro Detroit's black population has been or was the cause of the city's problems in the last 45 years. The causes are many, complex and interrelated.
What Could Have Been?
I am saying that the economic and social development of Detroit and its environs would have occurred in a dramatically different way had the city received a proportionately smaller influx of blacks from the Great Migration. Although no one can every say with certainty, with a smaller beginning black population, the city's white population would have stabilized somewhere near 50 percent in the seventies. By example, the population of the city of Philadelphia in the fifties was 2.1 million. Today, Philadelphia's population is 1.2 million with a 65 percent white population. Philly lost nearly 900,000 residents, but maintained its white majority.
Detroit's total population would have settled in somewhere a tad above one million. Fewer corporations and manufacturing plants with their jobs and tax revenue would have fled. The suburban sprawl of the 70's and 80's would have not been so rapacious of both the city and its rural land use. During the last half of the 20th century, the suburbs were awash in economic growth while the city continued its decline. Imagine if only half of the growth that occurred in Oakland County over the past 40 years had taken place in the city.
Detroit's efforts to prevent a declining population and to keep whites from fleeing was hampered in the first half of the 20th century by the city's inability to annex municipalities and their tax bases and "keep" whites in the city through geographic expansion. Other large cities like Chicago, and later in the century Phoenix and Columbus OH simply kept expanding the city limits so that as white flight moved outward, the city kept those citizens as taxpayers to support schools and municipal services for the entire city. This also had the affect of maintaining a "racially balanced" city even though it would have racially segregated neighborhoods. Today other Midwest cities like Chicago, Cleveland, Pittsburgh and others still have white majority populations.
Detroit was unable to expand physically because it has been bordered by Oakland county on the north, Macomb County on the northeast, the small city-suburb of Dearborn on the west, and the Detroit River on the south, thus making it jurisdictionally landlocked and unable to expand the city limits and hang on to its middle class tax base. Also, during the first 40 years of the 20th century, Detroit was growing and nobody was thinking about out-migration from the city, or if they did, they saw it as another sign of prosperity. Besides, there were wars to be fought and won.
Labor Day Reflections Part II appears tomorrow on Talk About Detroit.

City of Trees

Friday Night Roaming

I did some roaming around Friday evening on Belle Isle at the site of the Detroit Indy Belle Isle Grand Prix and later downtown at the Detroit Jazz Festival. At the Prix I walked through the paddock area -- I guess that would be the "pits" in American racing -- where I took the pic at right. The jazz fest was very crowded, as you can see. The food court at the jazz fest is convenient, reminds you of the Taste Fest. But beware of the $8 beer!

For info on either event see the links in the side column below.

Friday night at the Jazz Festival looking south down Woodward toward Hart Plaza.

Who Really Cares About City?

Buses standing idle, diesel engines running, on St. Aubin
One of my pet peeves in our neighborhood is the buses that stand all day with engines running on St. Aubin between East Lafayette and Larned streets next to the Dequindre Cut (the old below-street-level railroad right-of-way). The Martin Luther King townhouse apartments, a low-to-moderate income community, are also across the street. The buses come and go all day, the drivers sit and wait until they're ready to be dispatched. Usually a supervisor stops by in an SUV to kibitz with the drivers and perhaps give them orders. Occasionally, a mechanic with his truck will stop by and make on-the-spot-repairs. Rarely, a disabled bus will sit until a tow truck can remove it.
The bus drivers keep their engines running, spewing pollution and a constant grumble from their diesel engines. Worst of all, this practice has created a long constant slur of oil leakage on the street that runs the entire length from East Lafayette to Larned. When no buses are parked there, you see this long black, wide nonstop oil leak.
This is another example of how Detroit gets treated by some private and public entities that do business in Detroit but whose people don't live here (Few SMART drivers, personnel and executives live in Detroit; some D-DOT folks probably do.) Neither bus authority cares about the quality of life or the aesthetics of this particular little piece of Detroit. They don't live here, so they can turn it into a bus yard. What do they care whether their exhaust emissions and noise drift all day accross the street where people live, or whether those of us who live nearby have to experience this every day? This would never happen in Grosse Pointe or Bloomfield Hills. I have lived in this city all of my life and grown weary of how some outsiders come into Detroit, make their money, and leave a mess. Many service providers and contractors send workers into the city who are not residents thus have little interest in its well being. Detroiters have been subjected to abuse so long that they have aquired a tolerance for it.
There are a thousand little stories like this in Detroit. You've just read one of them.

Detroit Near Last in Minorities Who Work in Highway Construction

I was listening to Mildred Gaddis this morning on 1200 AM radio and she and her guest were talking about the lack of minorities visible working on the John Lodge construction project in Detroit. Her guest referenced Smart Growth America and a study they are releasing today about this subject called "Missing in Action." I visited SGA's website briefly and saw that many of the issues that they address, such as sprawl, disinvestment and public transportation are the same that affect Detroit. The site has a decidedly left-wing slant, but we're apolitical here at Talk About Detroit and realize that good ideas (and bad ones, too) come from everywhere along the political spectrum. The "Missing in Action" report supposedly places Detroit second from last of 18 cities and their track records of hiring minorities and women in the highway and other construction industries Why am I not surprised? This exclusion of blacks and other minorities is particularly upsetting in a city like Detroit which is 90 percent black and has an unemployment rate hovering around 14 percent, and higher for black males. Check it out Smart Growth America and stay tuned. I will read the report and get back to you.

Where Are the Black Guys on Those Road Crews?

Latinos are overrepresented in construction, study says

Here's the Detroit News story regarding the "Missing in Action" report from Smart Growth America that is discussed in the post immediately above this one:

Detroit's Construction Workforce Comprised of Few Blacks

by Cindy Rodriguez

DETROIT -- Detroit's construction workforce is primarily white with just seven out of 100 workers black, a disparity that undermines the potential of African American men to earn decent salaries, according to a first-of-its-kind study released today that examines the race and ethnicity of workers in building trades.

The study, "Missing in Action," looked at 19 cities across the nation, focusing on the construction trade because those jobs offer decent wages and benefits and don't require a college degree. Those jobs will continue to be in demand in the coming years.

Of the cities examined, Detroit had the second worst disparity rate, after Virginia Beach, Va. While blacks comprise 20 percent of the workforce in Detroit, they accounted for 7 percent of the workers in construction. Whites, on the other hand, comprised 72 percent of the workforce and 86 percent of the construction workers. Latinos also were overrepresented: They account for 3 percent of the workforce and 6 percent of those in construction.

"Construction employment works through informal networks. It's through word of mouth and through connections," said Dr. Todd Swanstrom, professor of public policy at Saint Louis University and the primary author of the study. "What's happened with African Americans is they simply aren't plugged into networks."

Bob Filka, CEO of the Michigan Association of Homebuilders, said blacks need to be made more aware of opportunities in building trades, especially because there will be a rising need once the Michigan economy recovers.

"We are going to have a hard time in the industry when the economy comes back because a lot of our workers have left the state," he said.

Ponsella Hardaway, executive director of the non-profit agency Metropolitan Organizing Strategy Enabling strength, said public schools should train young black men and women for jobs in these trades and think of it as an investment.

"It's one of the reasons why we have a high crime rate. People do what they can to survive," Hardaway said. "There's a lot of hopelessness for young men and because of it they sometimes resort to other things."

City's Most Serious Problem is Lack of Two-Parent Households

All of Detroit's problems stem from one source -- the absence of two-parent households that create stable families who raise kids with focus and motivation to succeed. The issue is raised often enough, but it never seems to get a thorough discussion. It's always brushed aside, or the conversation changes quickly to since we can't solve that problem how do we help the children living in single-parent families.

Expand Dream Cruise to Include Detroit

For the past several years communities along the Woodward Dream Cruise route have been complaining that it has become too large and unwieldy to handle and does not generate enough income to pay for police and other services to support it. Now the talk is that organizers are looking for other communities to join in and help with the burden and generate some new income, presumably through new sponsors in those new communities. They are even looking toward the City of Detroit as a possible co-sponsor and I say the time is ripe. We should begin plans immediately for a new, expanded two-day Dream Cruise that adds a full day of cruising and events on the Sunday following the now one-day event on Saturday.
The cruisers, motorheads and other car lovers would be willing to cruise another day in a fresh venue, and several locations in Detroit would work perfectly. Already, several Dream Cruise events take place in Detroit including car shows at the State Fairgrounds on Woodward Avenue at 8 Mile Road, and downtown in Eastern Market. The Metro Cruisers -- a major Detroit car club -- the Detroit Parade Company and Roger Penske could plan and implement the day's events. Here's how we do it:
The Sunday after the present-day Saturday Woodward Dream Cruise is a perfect day. This gives Detroit officials and sponsors all-day Saturday to prepare dowtown while the office buildings are closed and traffic is light. The Detroit cruise route begins with Belle Isle, travels west on East Jefferson toward downtown to Woodward Avenue, then north on Woodward to Grand Boulevard.
The beauty of this cruise is that the event can still use the name Woodward Dream Cruise. And don't let the logistics of Belle Isle worry you -- several Grand Prix auto races including one this Labor Day weekend have been staged on Belle Isle and are proof that a major car event can be held successfully on the island. General Motors Headquarters at the Renaissance Center is a perfect stage for special events and car shows (and GM a natural sponsor) as is Eastern Market. Crowds along the Jefferson route can spill over to the new RiverWalk. On a Sunday there will be plenty of free street parking as well as available pay lots. We know people love to come downtown for these sort of spectacles and a downtown cruise on the Sunday following the original Woodward Dream Cruise is no exception.
Mark my words. This will happen.

All We Need is a Slice of Philly

I haven't been blogging lately because I spent several days last week at a family reunion in Philadelphia. I had a great visit and my only regret is that I couldn't have brought a slice of that city home to plant somewhere in Detroit. To be sure Philadelphia has problems similar to ours -- crime, poverty, and racial tensions. But in spite of those ills, the city has a vibrancy and a glow that excites and reminds you why people will tolerate considerable adversity to live in a big city.
I went to downtown Philly Saturday morning and was struck by the number of people on the streets at 11 a.m. People were scrambling everywhere, running errands, shopping, visiting museums and historical sites. I walked through a few neighborhoods in Central City and enjoyed the narrow, intimate streets and row housing. People were walking dogs, jogging, and stopping in the neighborhood hardware store and coffee shops. Bicycles and motor scooters were common, and parked everywhere.
I know that there are many contrasts between Detroit and Philadelphia that make them very different cities. Philadelphia is the cradle of American democracy and early colonial life and so much of that history is still evident. Unlike Detroit, it was a city that was built and grew before the automobile, so it still has miles of narrow brick streets. When Philly was already urbane and refined for the time, Detroit was still a frontier town, a military outpost. Detroit didn't become an urbanized boom town until the late 19th century and soon after the automobile was beginning to influence the design of streets, road and highways.
Once a city of 2.1 million residents, Philadelphia is now a city of 1.4 million, with still a slight trickle of population loss. Detroit has lost half its population in the past 50 years -- 1.8 million to roughly 900,000 people, and still losing population rapidlly. The key of course to population size isn't so much how many people live in your city, but what is the socioeconomic quality of that population. On that note, Philly's population is decidely more upscale with a lower unemployment rate. Its workforce is more professional and academic than Detroit's. The geographic size of the two cities is virtually the same -- both about 130 square miles. But Philadelphia has a half million more residents, thus less open space created by housing abandonment. Row houses in Philadelphia's gentrified neighborhoods sell in the $300,000+ range.
But perhaps the most significant distinction between the two cities is their racial demographic. With 53 percent of its 1.4 million residents being white, Philadelphia is still a majority white city. With a population of 900,000 which is 85 percent black, Detroit is virtually a black city. I make this point regretfully but necessarily because the reality in our society today is that a white population will bring more wealth and a stronger tax base to a city in addition to demanding better schools, public safety and general services for their tax dollar. I am not suggesting a "let's get whites back here" strategy for Detroit. I am simply making the point that Detroit's road to recovery is going to be filled with huge potholes if we can't find ways to make living in Detroit closer to what it's like living in the better areas of cities like Philadelphia.

Urban Farming Bigger in Detroit

The schoolyard of Catherine Ferguson Academy, left, looks more
like a barnyard, thanks to the efforts of science teacher Paul Weertz. The academy is a DPS school, not a charter, that educates students who are pregnant parenting teens
Some 400 people -- seven busloads -- went on the Detroit Agriculture Network's 2007 annual tour of urban gardens and farms in the city of Detroit last night. I did not take the tour because I didn't sign up in time, but was on hand for the sendoff and was impressed with the effort. The tour left from the Catherine Ferguson Academy on Selden Street on the city's near southwest side, half the group heading for west side sites, half for east side sites.
The east side group visited the Capuchin Soup Kitchen and Gleaners Community Food Bank where eight city lots have been converted into a small farm. Last year more than 7,000 pounds of organically fresh produce was harvested and distributed to local markets and low-income Detroit residents. They also stopped at a pocket park in Indian Village, and several community gardens.
The west side tour stopped at the Brightmoor Community Garden, Detroit Black Community Security Network Garden, Romanowski Park, American Indian Health and Family Services garden and the Birdtown Garden in the Cass Corridor. Here are more photos from yesterday at Catherine Ferguson Academy:
This effort is growing (no pun intended) in Detroit and must continue to do so as one element in an overall land use strategy. One third of Detroit is now open space, and we have to find useful and attractive ways to reclaim it. For more go to the Earth Works Garden website.

Dream Cruise in Detroit?

According to a Nolan Finley story in today's Detroit News regional bigwigs have been having serious talks about expanding the annual Woodward Dream Cruise to include other communities in the area including the city of Detroit. Seems that the event has grown into a monster that the current host communities can no longer handle without some additional help. Officials are also looking for ways to capture more income on the one-day event which is essentially a break-even proposition. This year's cruise is Aug. 18. For cruise info go to http://www.woodwarddreamcruise.com/.

Land Use One Key to City's Future

There is no magic solution that will cure all of Detroit's ills and return it to its more livable past. But we still have to look for a set of interlocking solutions that will revive the city and make it once again attractive to existing and new residents.
One of those solutions lies in the reclamation and re-use of its vast acres of open space created by the abandonment of neighborhoods. According to a recent article in Harper's magazine, one-third of Detroit's 120 square miles is now open space where housing or commercial establishments once stood.
Some efforts to make use of this space have been underway for several years such as urban farming , small parks, and new housing. While commendable and holding promise, these efforts thus far are spotty. New housing in the neighborhoods is essentially replacement housing that will be purchased by current upwardly mobile residents who already live in the city and who will be leaving older housing that will eventually be demolished. This is different than the new lofts and condos popping up downtown that attract young, high-income residents who come from the suburbs or are job transplants from another city.
It might be too late to redevelop all the vacant land available today. We might have to find a way to physically "shrink" the city to accommodate its future residents that in about 10 years will number between 750-800,000, if current census trends continue. This population decline does not have to be a bad thing if the city's demographics change to include more upper middle class and affluent residents. But it would also include a massive selling to or trading-for-services with Wayne County to rightsize the city to fit its new, smaller population. A police force and fire department that with time will likely get smaller will not be able to patrol today's 120-square-mile city that once held nearly two million people.
Today's Detroit Free Press, has a front page feature story talks about the cost of duplicated public services in the suburbs and pros and cons of merging them to save money and improve delivery. This is always a cantankerous issue with often bitter debates about local home rule and local autonomy. Given Detroit's social history, any talk of merging or selling public services is usually stonewalled. Perhaps the time has come to get real.

Last Word on the Riots

For weeks I've been waiting for the right moment to weigh in on this month's Big Story -- the 40th anniversary of the "riots" that took place in Detroit the week of July 23, 1967. Journalists, historians and academicians have been tapping feverishly at their keyboards to render their weighty opinions of what really happened and the affect it has had on our great city. I've been reading as much as I can -- the Detroit News has been running a special section called "Panic in Detroit." I've read Jack Lessenberry in Metro Times, Paul Lee in the Michigan Citizen, Jack Anderson in the Chronicle, Julia Vitullo-Martin in the Wall Street Journal, and many more. There is nothing I can add to this body of work, so I will just throw out a few observations:

The riot-rebellion did not kill the city. There is no question that the riot-rebellion was the single-most hurtful event in the devastation of Detroit, but the city's decline was already in motion. White flight began in the fifties. The suburbs and shopping malls were already growing rapidly. The expressways were already in place, criss-crossing through the city, sucking the dollars and life out of it, after destroying wide swaths of viable neighborhoods and dislocating thousands of mostly lower class whites and blacks. The riot-rebellion expedited a process that was already happening. It just poured gas on the fire.

We'll never know what Detroit would have been like had the riots never occurred. If they hadn't, perhaps today's Detroit would be about 65 percent black, rather than the 90 percent it is. It makes me mad to have to say it, but a better balance between black and white would have meant a stronger tax base, something we lost with the flight of the white (and now black) middle-class.

Without the riot-rebellion, possibly 30 percent of the commercial development that occurred along the Northwestern-Lodge corridor and in other parts of Oakland County in the past 40 years would have taken place downtown. Then, downtown never would have hit the skids that it did in the late seventies before slowly recovering to what it is today. Without '67, our neighborhoods would still have had serious problems, but the entire city would not look like today's "one huge ghetto" -- except for maybe five pockets of good neighborhoods that we have now. Without '67, the school system perhaps would have fared better, but I really don't know.

And reliable sources say maybe we would not have lost Motown Records had the riot-rebellion not happened. According to the Wall Street Journal story: "The riots had propelled one of the greatest black economic engines the country had ever known -- Motown Records, founded in 1959 -- to eventually depart for Los Angeles. After receiving a taunting phone call that Motown would burn to the ground by Halloween, founder Berry Gordy moved most operations to a secure office building close to downtown, away from the riots he had called 'a hurricane of rage.'"

None of us will every really know. That's all I have to say about the riots.

DDOT Seeking Public Input on 3 Rapid Transit Lines

The Detroit Department of Transportation will host four public meetings this week to ascertain public support for three possible rapid transit routes. The options, all of which include a three-mile stretch of Woodward between downtown and New Center, are:

Woodward to Eight Mile; Michigan Avenue to Dearborn, near Fairlane Mall and University of Michigan-Dearborn; and Gratiot to Eight Mile.

These three alignments were deemed worthy of further study for several reasons, including public support at an earlier round of public hearings, population, housing and employment density, major destinations, traffic volume, bus ridership, and concentration of car-less households. Modes being evaluated include bus rapid transit, light rail and upgraded traditional bus service.

The public meetings are being conducted under the auspices of the Detroit Transit Options for Growth Study (DTOGS) and are a step in the Federal Transit Authority-mandated process that must be followed in order to apply for federal funding.

DTOGS is expected to be complete by the end of the year, at which time the FTA will receive a recommended alignment and mode.

Each meeting will begin with an hour-long open house that will be followed by a presentation and public comments. The meeting schedule is:

Wednesday, July 25 from 11 a.m. to 2 p.m. at the Guardian Building

Wednesday, July 25 from 5 to 8 p.m. at Wayne State University's Welcome Center

Thursday, July 26 from 5 to 8 p.m. at Wayne County Community College's Cooper Community Center

Saturday, July 28 from 10 a.m. to 1 p.m. at Ford Community and Performing Arts Center in Dearborn

Urban Agricultural Growing in Detroit

What do we do with the open spaces of Detroit? Of its 120 square miles of land, nearly 40 square miles are now open spaces -- the byproduct of abandonment of the city. One use of this land is urban agricultural. There's a group that's been working at this since 1998 and today is known as Earth Works Garden . Today, some 300 agricultural projects exist within the city of Detroit. This is a national movement that is part environmental and part urban reclamation. Regardless of your thoughts on oil, its rising cost is a certainty and perhaps urban farming will be one part of Detroit's future.

Boblo Boat Comes Home

One of Detroit's storied Bob-Lo Boats, the S.S. Ste. Claire was towed from Cleveland to Detroit recently to be part of the festivities at the opening of the city's new Riverwalk. Owners are attempting to restore the boat to near originality. You can tour the boat for a donation of $5 at the foot of Rivard St., near Chene Park.