Examining gentrification in the suburbs

While gentrification is often associated with neighborhoods in cities, scholar Willow Lung-Amam describes what gentrification can look like in Maryland suburbs:

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Just as there was nothing natural about the processes that prompted suburban decline, there was nothing natural about the vast funds poured into these communities to make redevelopment happen. County and state governments led the way through planning, policies, and public investments meant to entice private investment. As Silver Spring and Wheaton vividly revealed, their efforts were layered and robust: enterprise zones, urban and art districts, eminent domain, tax breaks, parcel assemblage, parking regulations, new transit investments and infrastructure. Public agencies created new market pressures that directed and enabled profitable private development. They served as the promotional arm of private corporations, advertising new suburban downtowns as safe for middle-class consumers and residents. They were critical actors in creating displacement pressures and were, as many activists argued, responsible for their redress.

But for the millions of dollars in tax breaks, incentives and assistance that developers were given, what was asked in return for those who lost their homes, businesses and sense of community? What was gained for those who had lived with broken sidewalks and run-down playgrounds for decades? Were they the beneficiaries of this progress – or was the development, as many suspected, for someone else?

As visions for new suburban downtowns emerged, long-standing communities could scarcely see themselves in the sketches of shiny new plazas and pedestrian streets. As in downtown Silver Spring, these images projected futures that allowed for the comfortable return of the white middle classes, catering to their tastes and preferences for what an authentic and safe urban experience looked and felt like. They did not honor marginalized groups’ deep histories, struggles or valued places. If suburban boosters dared to look back at all, their visions sugarcoated the past in ways that did not trouble their present plans.

Even diversity became a selling point. In Wheaton, multicultural festivals crowded the downtown plaza and colorful art displays featured faces from across the world. Yet many wondered whether its fragile diversity was simply a transition to a future in which they no longer existed.

This is gentrification — and it is suburban. While the language of retrofitting or renaissance may be much more genteel, their processes are no less brutal nor disruptive. They affect the lives and livelihoods of countless neighborhoods and threaten the sense of place that people of color and new immigrants have fought to establish and protect, sometimes with, but largely in the absence of, white neighbors and public support.

This sounds similar to what studies of urban gentrification find: the promises of new development and growth can have negative consequences for residents already there.

I wonder if resisting gentrification in the suburbs might be harder for two reasons:

  1. Growth is good in the United States. This is true across numerous American communities but might even be more baked into the idea of suburbia. Suburbs are meant to grow. To resist growth is to resist a higher status. (An exception might be that communities that are already well-off and exclusive can resist growth.)
  2. It can be hard at times to find local suburban narratives that highlight the difficulties some face in the suburbs or the ways that exclusion shaped suburban communities. The argument above appears to highlight that gentrification limits opportunities; this goes against local and broader narratives that suburbs are about opportunity and securing a portion of the American Dream.

I look forward to reading this book and considering further gentrification in suburbia.

Acting at multiple levels to provide alternatives to lawns in a Minnesota suburb

If residents and leaders want more options to grass lawns available, who needs to act? This story about working to provide spaces for “the endangered rusty patched bumblebee” in one Minneapolis suburb describes what happened:

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The city of Woodbury in recent years has made native landscaping and pollinator gardens more intentional in some of the city’s 500 stormwater basins. The homeowners associations that rule many of Woodbury’s residential developments, dictating everything from front door colors to permitted landscaping, have become more lenient. The just-built Westwind New Home Community has in its recorded covenant a stipulation that allows homeowners to use native plantings and shrubs.

The Legislature weighed in last year with a new law saying cities cannot ban pollinator gardens or native plantings in front yards, opening a path for those who want to create a bee-friendly spot. The conflict got widespread attention after the city of Falcon Heights sued a man who planted vegetables in his front yard…

When visitors ask her for advice, Boyle sends them to Metro Blooms, a Minneapolis nonprofit that helps communities create healthier landscapes. There’s some cost to a project like Boyle’s, but the larger barrier was the social stigma…

Hong has pitched an idea to developers to allow homeowners to choose their landscaping, much the same way they might choose the home’s paint color or countertops, and to give them the option of planting native grasses and pollinator gardens. If someone just bought a new house that came with sod and in-ground irrigation, “it’s asking a lot of the homeowner to rip that all out and do something different,” Hong said…

The counterargument is that most builders choose sod for new houses because of state and federal rules about stormwater and erosion control, said Nick Erickson, the senior director of housing policy for Housing First Minnesota, the state trade association for builders.

From the story, it sounds like at least these sets of actors have gotten involved: a municipal government, homeowner’s associations, the state legislature, non-profits, and some residents. On the other hand, developers and builders may privilege grass lawns because of state and federal guidelines. Additionally, the story hints at more informal interactions as residents talk offline and online about lawns and draw upon long-established patterns about lawns and yards.

All of this suggests to me that moving away from lawns is not an easy task. Americans, particularly in the suburbs, tend to like lawns and what they represent. To present viable alternatives takes work. Many homes already exist. What might motivate people to take out a lawn and replace it with something else? What incentives are available? In this particular situation, a danger to wildlife is motivating some people to act. Elsewhere, it might be drought or limited water supplies.

If people want to envision a United States with substantially fewer grass lawns in thirty years, this article hints that multiple actors will need to work. Each could have a part to play in incentivizing other options. And as noted above, having new homes that do not start with a lawn is a potentially powerful change that could take some time to pursue.

The Chicago suburbs soon to be home to the country’s biggest truck stop

I would not expect the biggest truck stop in the United States to be in the Chicago suburbs. But it will soon open:

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Outpost, an Austin, Texas-based company, is transforming 30 acres at 70 Airport Road into a location where 1,000 semi trucks can park in a safe, secure setting, said Trent Cameron, the company’s co-founder and CEO…

When it opens Oct. 1, the number of parking spaces will exceed the 900 available at the Iowa 80 Truckstop in Walcott, Iowa, which bills itself as the world’s largest truck stop, in part because of the restaurants, stores, truck dealership, movie theater, repair shop and other service businesses spread out over its 220 acres, according to its website.

As Cameron noted, there’s a need for more truck parking. A report done by the American Trucking Association found there is one parking space for every 11 trucks on the road and many drivers spend nearly an hour every day trying to find a place where they can stop, resulting in about 12% lost pay annually.

Beyond that, truck drivers waste a lot of fuel searching for parking and often are forced to park in unsafe and unauthorized locations, the association report said.

Suburbs are not often home to truck stops as these tend to be located further outside of big cities. Developers may see land as more profitable for other uses. Companies may want cheaper land and more of it. As noted later in the article, suburban residents often do not like lots of trucks on local streets and as neighbors.

However, local and long-term trucking is essential to everyday life. Suburbanites may not like trucks on their roads but they would not like it if their local grocery store or big box store did not have what they want. For people to receive their deliveries from Internet orders, the goods have to get to warehouses first and then have to make it to their addresses.

Additionally, Chicago is an important trucking and transportation hub, serving both the large metropolitan area and a lot of traffic passing through to other places. Many trucks make their way into and out of the region with many warehouses, retail facilities, and communities.

Will large suburban truck stops become more and more common? Will this push residents and communities to make certain choices about land and locations?

American minivan sales peaked in 2000

As the era of the McMansion and SUV emerged in the early 2000s, the minivan went into decline:

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Even so, minivan sales have been falling steadily since their peak in 2000, when about 1.3 million were sold in the United States. As of last year, that figure is down by about 80 percent.

What caused this decline? The same article suggests this:

However it evolves, the minivan will still be trammeled by its fundamental purpose. It is useful because it offers benefits for families, and it is uncool because family life is thought to be imprisoning. That logic cannot be overcome by mere design. In the end, the minivan dilemma has more to do with how Americans think than what we drive. Families, or at least vehicles expressly designed for them, turned out to be lamentable. We’d prefer to daydream about fording Yukon streams instead.

I am interested in some of the bigger connections that might be made around this same time (early 2000s). So family life in the suburbs – embodied by the minivan – became uncool? The 2000 Census was the first time 50% of Americans lived in suburbia. By this point, several generations of Americans had experienced or grew up in suburban settings. Is a choice of vehicles really pushing back against family life in the suburbs (even as plenty of Americans continue in these settings)?

Or another way to take the argument above is that individualism wins out over any symbols of family life. The iPhone and SUV somehow broadcast a consistent message of a cool or unique individual – regardless of how many people own the same model – while the minivan is saddled with family life. Did the long-term American yearning to be an individual doom the minivan (despite its peak in 2000)?

A third consideration: is this just a branding question? If so, other products have been revived so why not the minivan? Imagine a famous celebrity endorses the minivan and drives one around. Or a new brand emerges. Or problems arise with SUVs and the minivan is dependable. Or families become cool again. There may be limited interest in trying to revive the minivan but this could provide someone a marketing challenge.

City residents and suburban residents going back and forth between those places

Hints regarding new driving patterns in metropolitan areas could be found in a Chicago Tribune editorial about downtown traffic during Mexican Independence Day weekend:

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And they didn’t help you get from one neighborhood to another or back home from a night out to the suburbs…

Many businesses rely on suburbanites coming downtown for the weekend to eat or watch an artistic offering as the fall season kicks off.

Chicago is a big city so there are plenty of trips taking place solely within the city. Additionally, many big cities and people within are used to the idea that people from the suburbs travel into the city.

But these two short passages highlight a back and forth between both city and suburb. There are some traveling from city to suburbs, perhaps even for a night out (some suburbs are cool?). Others are traveling into the city to take advantage of particular opportunities offered in the city (or for work).

These newer patterns complicate efforts to address traffic. The predictable rush hours into the city in the morning and out of the city in the afternoon and evening have morphed into more traffic headed in all directions at more times. Traffic can be present around the clock, even without special events or celebrations.

Wildfires approaching homes in sprawling suburbia

Wildfires threaten communities and homes fairly regularly in the United States. How often are these wildfires in suburban communities? Here is a current example outside of Los Angeles:

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Driven by triple-digit heat, gusting winds and tinder-dry vegetation, the three fires burned at speeds firefighters have never witnessed, scorching over 110,000 acres (44,510 hectares) – an area twice the size of Seattle.

The Bridge Fire, California’s largest current wildfire, swept through communities in the San Gabriel Mountains less than 40 miles (65 km) northeast of central Los Angeles, where people priced out of the city have built homes…

Southeast of Los Angeles, the Airport Fire has destroyed homes in the Elsinore Mountains and injured at least 10 people…

“The Airport Fire remains a significant threat to Orange County and Riverside County communities,” emergency agencies said in a statement.

One way to think about this is that metropolitan areas keep spreading outward. This provides more space for fire to threaten and more interaction with space and land less developed.

A second way to address this is to consider how suburban development – housing, roads, land uses, etc. – can encourage or discourage wildfires starting and spreading. Do yards and the ways homes are built contribute to wildfires? Does the design of American suburbs as we know them help fires spread?

Could this also be addressed in terms of financial trade-offs? Some might move to further-flung suburbs or new subdivisions on the edges because housing prices are cheaper. But how much cheaper is it if there are increased threats of wildfires?

It is one thing for wildfires to be in places with few residents and another if they are regularly occurring in suburbs and close to population centers.

A more diverse suburbia and “liv[ing] together in difference”

This quote from the end of historian Becky Nicolaides’ new book The New Suburbia: How Diversity Remade Suburban Life in Los Angeles after 1945 is worth noting:

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The new suburbia emerged as a crucial site where people of different backgrounds, races, classes, and identities coexisted as neighbors, where people were trying to figure out how to live together in difference.

Building on decades of ideology, policy, and patterns in social relations, the American suburbs that grew quickly immediately after World War Two were often single-family home communities with white and middle-class and above residents. But as suburbs changed, particularly in more recent decades, they have become a different landscape. They are more diverse in terms of race and ethnicity and social class. They include numerous immigrants. They can contain different kinds of housing. Suburbanites live in a variety of communities distributed across a metropolitan landscape. Los Angeles is a good place to see these changes in action but this has happened in numerous metropolitan areas across the United States. All of this has led to a more complex suburbia.

Given the quote above, I also wonder if suburbs then can end up being places where Americans do “figure out how to live in difference.” Suburban history is full of examples of exclusion by race and social class. Do suburbanites on a whole today work together to address issues they all care about? Are the suburbs as a whole welcoming places? Can local tensions be resolved effectively? What places and/or groups can help bridge differences in suburbs? Or are suburbs a patchwork of exclusion and different kinds of development that holds together under the place category of suburbs?

Seeing a steam locomotive roll through suburbs created by such vehicles

At least a few suburbs in the Chicago area and outside cities throughout the United States owe their founding to early railroad lines that provided quick access to the bi city and other points beyond. So when a large steam locomotive passed along the same suburban tracks in 2024, at least a few people took note:

With a shiny yellow-and-gray streamlined passenger train in tow, the Union Pacific “Big Boy” No. 4014 steam locomotive rolled through the western suburbs Monday morning to the delight of railroad enthusiasts and casual observers alike.

Roughly two hundred years ago, steam locomotives opened up all kinds of possibilities. One opportunity involved the possibility of larger and further-flung suburbs: a resident outside could travel quickly in and out of the big city. It no longer took a day or more to use horses or a carriage. No more need to travel a long distance over poor roads. Large amounts of freight could be shipped overland from the interior to big cities.

The early railroad lines tended to connect important cities and locations to each other. Along these lines, residents gathered near stations. Lots were developed. Businesses moved there. Churches opened. Houses were built. Communities grew. Regular train service emerged.

Eventually, these railroad lines were dwarfed in importance by cars, trucks, roads, and highways. Many of the lines still exist but more people drive. Much suburban development since World War Two has happened between railroad lines as cars offered access to more land.

Amid the regular clatter of passenger and freight trains through suburbia, an occasional steam locomotive with a loud whistle and billowing smoke provides a reminder of an older era. Yet, that older era helped give rise to the automobile dominated suburbia of today.

Can you have “high-end, custom homes” that are within a few feet of the neighbors?

A new proposed subdivision in one Chicago suburb will have “custom, high-end homes.” But the image provided suggests these homes will be right next to their neighbors. Do these things go together?

https://www.dailyherald.com/20240903/news/custom-home-developer-asks-lombard-to-annex-site/

A description of “high-end” and “custom” plus looking at the rendering suggests these will be pricey homes. To have this square footage with a garage in a new single-family home build in an older suburb will cost buyers a good amount.

But the homes are so close to each other! Americans like single-family homes in the suburbs but they also like a little space. They like a lawn and an approximation of nature. They like some privacy and an ability to do what they want with their property.

The demand will be there for these homes, yards or not. Housing supply is limited. Some buyers want to pay for less yard space. The new spacious interior with features will outweigh other downsides. If plenty of Americans prefer private interior spaces, these homes will offer that. Like many in the suburbs, people can drive into their garage, close the door, and do their thing inside with little interaction with neighbors or the community.

I also imagine there are a good number of people in the United States who would look at the drawing above and not have any interest due to the lack of space around each house. These are denser suburban homes that do not appeal to everyone.

American communities with population loss and East St. Louis

I was recently doing some research involving East St. Louis, Illinois, specifically considering the 1917 race massacre as part of a longer history of racialized property in Illinois. While doing this work, I noticed the population of the community. Here are the numbers (from Wikipedia):

As an industrial suburb across the Mississippi River from St. Louis, the community grew from a very small community to over 82,000 residents in 1950. Then came population decreases, leading to a population of under 18,000 today.

In the United States, population growth is good. It signals success and status. East St. Louis had this for the first eighty years or so of its history. But population loss is then bad. It hints that there are problems, that the community is losing status. A number of American cities and communities have experienced this since the middle of the twentieth century, often in the Northeast and Midwest and connected to the loss of manufacturing jobs. Think Detroit or Cleveland or Baltimore.

For a suburb to lose this many people also cuts across a narrative of suburban success. The endlessly growing suburbs does not apply to all communities. In inner-ring suburbs, communities with growing numbers of Black residents, and suburbs facing other concerns, the population could drop over time. Suburbs elsewhere might be growing but not in all suburbs.

How many suburbs have similar stories to East St. Louis and how do these narratives get told alongside the typical stories of suburban growth?