Author: Andy Sywak

  • The Entrenchment of Urban Poverty

    How high urban housing costs and income inequality have exacerbated urban poverty

    A few years ago, on a drive from New York to Washington, I turned off I-95 in Baltimore to see H.L. Mencken’s home. Abandoned row houses lined the street, some boarded up with plywood, others simply gutted. Signs offering fast cash for houses and a number to call for unwanted cars outnumbered pedestrians. It was a landscape of rot and neglect with few signs of renewal and investment.

    Writers have expended vast amounts of ink about the recent resurgence of cities, yet pockets of great poverty like West Baltimore have proven disturbingly resilient. Maryland has one of the nation’s lowest poverty rates, but is one of eight states where 70 percent of the poor are concentrated in one city. In most of the city’s schools, close to 50 percent of students qualify for federally assisted meals.

    Looking at data from the 2006 US Census American Community Survey, many urban cities have poverty rates that far exceed the national level of 13.3 percent. Bronx County tops the list at 29.1 percent. The city of St. Louis and Baltimore as well as Philadelphia, Wayne (Detroit), Kings County (Brooklyn) and Denver counties all have poverty rates hovering between 19 and 27 percent.

    The poverty in these communities testifies to a widening schism of income inequality distressingly common across America but most pronounced in the nation’s cities. Cost of living in cities is one key factor. The federal poverty threshold for a family of four in 2004 was only $19,157, but this number does not make an adjustment for the high rents that low-wage workers must pay to live in an urban environment.

    Deborah Reed of the Public Policy Institute of California found that the poverty rates in wealthy cities like San Francisco and Los Angeles were actually significantly higher than the official rate. In San Francisco, the poverty rate was 19 percent adjusted for housing costs compared to the official ten percent; Los Angeles had a 20 percent poverty rate with the factored adjustment compared to the 16 percent official number.

    Furthermore, numerous studies have documented the “high cost of being poor” in many urban areas. Low-income neighborhoods like Compton in Los Angeles (where one third of the residents are in poverty) or the Tenderloin in San Francisco suffer from a paucity of services that are plentiful in surrounding communities. Manhattan Beach has one bank for every 4,000 residents. Residents of Compton, on the other hand, can access barely one for every 25,000. Residents must make do with corner stores that sell inferior food goods at higher prices and check cashing outlets that often deduct three percent of the customer’s paycheck.

    What is all this leading to? The unsettling contrasts between rich and poor of John Edwards’ “Two Americas” narrative is all too real in many American cities. Walking down Minna Street in San Francisco this week, I saw a homeless man drying his socks in the sun, just twenty yards from restaurants with $30 entrees and nightclubs so discrete in their hipness they need only signify their sign with a small letter.

    And although often more startling in affluent, white-collar havens like San Francisco, this contrast exists in almost every city. In Baltimore the gap between high-earning skilled professionals living in gentrified neighborhoods with waterfront view and a procession of hard-pressed, violence-plagued communities nearby is equally striking.

    The celebratory accounts of gentrification of small parts of cities like Baltimore – or large parts of sections of San Francisco or Chicago – needs to be balanced with a far greater concern with creating upward mobility for those large populations left behind. These lower income populations need to be treated as potential assets that will require investments in skills training and childcare subsidies, all the while nurturing high wage blue collar industries and improving basic public infrastructure.

    In the past, poverty reduction never stuck around long enough to become a major issue in the presidential campaign, partly because voter turnout in these communities is low and, as we suggested earlier this week, there is little doubt which party will win urban voters.

    But there is some reason, perhaps, to feel more optimistic this year. Senator Obama’s community organizing background in Chicago’s South Side has led him to adopt a broad anti-poverty platform targeting greater federal resources for working parents and low-income children. The presumptive Democratic nominee also proposes tripling the popular Earned Income Tax Credit that supplements low-income workers and supports pegging the minimum wage to the cost of living. Interestingly, Obama has also voiced support for creating a White House Office of Urban Policy.

    Coming from a party skeptical about increasing poverty spending, McCain has supported tax credits being used to attract businesses to low-income neighborhoods and also favors increasing childcare subsidies for low-income families.

    Mencken once wrote that his house in Baltimore “is as much a part of me as my two hands. If I had to leave it I’d be as certainly crippled as if I lost a leg.” However, given its current condition, it is highly unlikely today he would linger in his old neighborhood for long. Hopefully, after November, there may be reason to reassess that assumption.

    Andy Sywak is the articles editor for Newgeography.com.

  • Homeless IT Worker in San Francisco

    Yesterday, an article appeared in the SF Chronicle by C.W. Nevius about an Internet salesman who lives in a tent in Golden Gate Park because housing costs are too high. He works by day at a cafe and pitches his tent at night getting up before dawn when the police do raids to evict illegal campers.

    With much of the new development in SF geared towards the flush Web 2.0 crowd, there are fewer and fewer places for the lower middle-class to live. The resident hotels in SF are not pleasant places to live or even visit (I went voter canvassing in a few three years ago).

    What is the housing solution for the Tom Sepas of the world? If we ever start seeing 21st Century Hoovervilles, they could be populated by people like him.

    A very sobering tale that shatters the popular vision of the everyman Internet worker as some high-flying urban hepcat.

  • Windy City Triumphalism at Odds with Souring Economy

    Mayor Daley said this week that the economy in Chicago is the worst that he’s seen since becoming mayor.

    You’d never guess this judging by the article about “demographic inversion” published in the New Republic by Alan Ehrenhalt . The author prints a lot of anecdotal evidence about on-going gentrification he witnesses in his hometown but unfortunately offers precious few statistics about job growth.

    The vacancy rate for industrial real estate in the Chicago area recently climbed to its highest level in 14 years. The governor also called violence in the city “out of control.”

  • When The City You Love Starts To Scare You

    Colin McEnroe’s piece in the Hartford Courant is a frightening tale about the indifference of the police to crime when it becomes so commonplace. A two hour wait for a call about a burglary. “I live in Gotham City, but there’s no Batman.”

  • Altars to Marble Kitchen Counters: Churches Converting to Condos

    In Boston, 65 parishes have been shuttered since 2004 and 30 have been sold – some to developers. And now, these former neighborhood institutions are becoming something truly unholy – high-priced condominiums. This article in the Boston Globe chronicles the trend. But hey, at least the priests are offering their blessings to these buildings’ new uses at the developer’s behest.

  • The South Rises Again! (In Automobile Manufacturing, that is)

    Volkswagen’s announcement last week that it will build a new assembly plant in Chattanooga, TN is the latest sign of triumph for the South’s growing auto industry. The new plant will sit within close proximity to one Toyota is building north of Tupelo, MS (where the popular Prius will be manufactured), and another that Kia broke ground for last year in West Point, GA on the Alabama border. This joins existing plants such as those operated by Nissan in Nashville and Smyrna, GA, BMW’s plant in Spartanburg, SC and three assembly plants in Alabama.
    With the average cost of building these facilities at over $1 billion, and the high-paying manufacturing jobs they represent, these plants promise to give the area a substantial industrial base for years to come. On top of all this, BMW even announced a $750 million expansion of its Spartanburg plant in March.

    What’s interesting about these decisions is how foreign auto manufacturers are all choosing to forego building new facilities in the Upper Midwest where the labor market has many idle, qualified workers. Instead they are heading to locales south of the Mason-Dixon line, where such skilled employees in the past have been comparatively scarce.

    The impact has been devastating for the upper Midwest. Michigan, for example, has lost an astounding 34 percent of its auto jobs in the last five years leading to a glut of available and experienced workers. According to the U.S. Dept. of Labor, Michigan still leads the country in auto employment with 181,000 jobs followed by Indiana. But the next three states are something of a surprise: Kentucky, Tennessee, and Alabama.

    Why is this happening? Some it may have to do with the fact that recently laid-off workers in Michigan bring habits developed working in unionized environments – something which foreign automakers do not want, even though unions are very powerful in Germany, for example. The United Auto Workers (UAW) has found it hard to organize foreign automakers in general.

    In contrast, unions are comparatively weak in the South. Though Alabama has seen a huge jump in the number of its auto workers in recent years, according to its state department of labor, only 7,100 are unionized.Nationwide, according to the Bureau of Labor Statistics, around 12 percent of workers belong to unions compared to just over 10 percent in Alabama. However, the “Yellowhammer State” looks positively union-saturated compared to its neighbors: less than 5 percent of workers in Georgia, Texas, South Carolina, Virginia and North Carolina belong to them.

    But it’s not only a question of unions. The South is attractive to auto makers due to its network of rail and highway lines that make transport to key markets easy and affordable. Furthermore, many southern cities — notably Houston, Charleston and Charlotte — have made big infrastructure investments in recent years.

    Another plus for the South has been the growing role of universities in creating a research hub for the auto industry. The Clemson University International Automotive Research Center is the nation’s only school to offer a Ph.D. in automotive engineering and has secured $200 million in commitments. Additionally, the South Carolina center has created partnerships beyond auto manufacturers with other universities in the area: Auburn, Mississippi State, Alabama, Alabama-Birmingham, Kentucky and Tennessee.

    Alabama has seen the biggest net gain in auto-related jobs, having added more than 30,000 in the last ten years. The state has three plants: a Mercedes-Benz U.S. International in Tuscaloosa, a Honda plant in Lincoln and one for Hyundai-Kia in Montgomery. Additionally, many suppliers have set up shop to service the new Kia plant under construction just over the border in Georgia. A survey by the Alabama Automotive Manufacturer Association found that there are nearly 49,000 auto jobs in the state with another 86,000 jobs that depend on the purchases of these employees resulting in a combined payroll in 2007 of $5.2 billion.

    The overall impact of some of these plants may not be felt for a few years since three of them are just in the process of being constructed. But, with new behemoth facilities manufacturing some of the most fuel-efficient vehicles on the road, it appears that an industrial anchor for the region’s future has been secured. It also confirms a growing shift in the industrial geography of heavy industry in this country from the traditional Midwestern heartland to regions south of the Mason-Dixon line.

    Over time these changes will provide tests for regions both North and South. In the North, regions will have to learn how to compete in higher value-added, specialized industries, as we can see in places like Wisconsin. For the southern areas, the need to maintain and develop sophisticated industrial infrastructure — particularly in term of skills — will remain a major challenge in the years ahead.

    Andy Sywak is the articles editor for newgeography.com.

  • Community and a Sense of Place in San Francisco

    On any given weeknight in San Francisco, some professional, political or social association throws a cocktail hour. From black-tie galas in the latest hip restaurant to arts fundraisers held at dingy watering holes, these mixers are a staple of young professional life where people go to network, flirt and unwind.

    A recent event was packed with young, clean-cut white and Asian office workers. Everybody was affable, ambitious, smartly dressed and beaming with apparent confidence. In conversation, I learned that almost nobody was from here; some had only been here a few months. We talked about our careers, the coming summer’s travels and, being a largely twenty-something crowd, the best places to get fall down drunk. It was not an unpleasant way to pass the evening.

    Yet, as I walked back to my car through the cool streets, an emptiness lingered: the déjà vu of too many jaunty conversations at other cocktail hours. They reminded me of the breezy talks had in youth hostels the world over; and like any youth hostel, it seemed obvious that if I were to go to the same place a year later it would be an entirely different group of people. The exuberance would remain the same, but the faces would not.

    Undoubtedly, San Francisco is one of the great American cities – and perhaps its most beautiful. The thick fog that charges into the city at all times of year and the colorful Victorian homes that line the streets like dominoes create a charm few other cities anywhere can match. Certainly, it is not the cleanest American city, but it feels among our most loved judging by the stream of visitors and the upkeep of its buildings.

    Of course, many cities are beautiful, but what makes the town truly unique is its sense of place. Take a snapshot of a street in Los Angeles and it could pass as Denver, Dallas or Orlando, but when I walk on Irving, Hayes, Mission or Grant streets, I know without doubt that I am in San Francisco and no other place. The large stone edifices and doormen of Nob Hill recall Manhattan, but the ring of the cable car and the sudden, unexpected views of the Bay remind me that I am nowhere but here.

    And yet, there lies the great paradox of “the City” as locals like to call it: it is a place at once very personal and impersonal. Its geography, architecture and quirky culture are truly unique, and yet much of the City’s population consists of a revolving door of restless youth who stay for a few years before leaving.

    The concentration of entertainment, great cuisine, culture, and educated people give the city a verve and zest that few can match, but this lifestyle does not translate as well to young families: the City has the lowest percentage of its population under the age of 18 of any U.S. city. The City’s famously high cost of living makes it difficult to buy a home within city limits for under $700,000. Lots of condominiums cost more than that. Faced with this unpleasant economic reality, it is no wonder that many people move on after a couple of years.

    It is very tempting to want to place a value judgment on all this, to say that a city with as restless a population and few families offers only fleeting moments of adult enjoyments to a rotating list of players; certainly the more sublime satisfactions of being firmly rooted in one community, owning property and raising a family are increasingly out of reach for many residents.

    Besides the cost of living , the uber-liberal climate may also eventually nudge many people and business from San Francisco. But perhaps it’s OK — in a nation of 300 million headed towards 400 million — for a city to thrive as a “one-industry town, strictly in the pleasure dome business,” to quote Tom Wolfe’s description of Manhattan a few years ago. Few towns exhibit the urban high-life as well as San Francisco while retaining a close proximity to mountains, beaches and pristine forests.

    The real question then becomes: how much meaningful community can one find in cities like this, where people move in and out with great frequency, where transience is a norm rather than an exception? What sort of lives do we lead when we move on every few years and when friendships that we’ve invested time into do the same?

    As Robert Putnam writes in his seminal work Bowling Alone, “Communities with higher rates of residential turnover are less well integrated… Mobility undermines civic engagement and community-based social capital.” Not suprisingly social capital indexes generally ranks cities like San Francisco rather poorly.

    Thinking back to the cocktail party, I wish I could put tags on the people I met that night and see where they would be in five years. I think if I walked into the same place then, I would be greeted by a fresh group of well-manicured and confident peers talking about the newest excitements to be experienced in this land of high cosmopolitania.

    But where would be the people I saw? My guess is not in San Francisco. In Redwood City or Benecia, perhaps, or in the Midwestern or East Coast towns they grew up in, watching their toddlers run through their backyard talking about the time in their youth when they did “the San Francisco thing.” And man, it was a blast.