So yeah, we get snow here in Saskatoon some days.
None of these really need a full blog post but for those that care and for those that don’t…
A New Project
I am starting a book that I hope to have done by the end of the year. I have a full Moleskine of things that I have left out of my The StarPhoenix columns, thoughts that I haven’t shared on The Saskatoon Afternoon Show with David Kirton (or talked about after we got off the air), or are just ideas that I have been working on and haven’t done anything with. Basically I am just trying to figure out Saskatoon and along with it, the ethos of Saskatchewan that makes us do things the way we do.
For many years Steven Johnson has been one of my favourite authors. Instead of writing books about what he knows, he writes about what he does not understand and in the process of learning about a subject, he brings you along for the ride. I hope to do the same thing. Look for it 2015.
Sports and Politics
I read a great bio of Michael Grange who said he wanted to write about foreign affairs but he was offered a sports job. I love writing about local and social issues but if Grantland calls, I am leaving it all behind (I’m kidding but the Grantland podcasts look like so much fun). To pass the time between now and when Bill Simmons discovers me, I am now talking sports with David Kirton and Justin Blackwell on Wednesdays at 5:15 on the CKOM Saskatoon Afternoon roundtable. David joked about it a few weeks ago that we should just talk sports and since then we have had quite a few roundtables with sports. The response has been cool but I was at McNally Robinson the other day and a stranger comes up to me and says out of the blue, “You know, I really hate what Pete Carroll did at USC too.” I looked at him and he said, “I attended Oregon” and shook my hand. I can now check, “Call out Pete Carroll for cheating” off my bucket list.
A Year in Saskatoon
I have been writing an OurYXE Neighbourhood Guide each week. Every Wednesday and Sunday, I sit down and research what is good, bad, and interesting about a neighbourhood. It’s been an incredible amount of fun exploring some of Saskatoon’s most loved (and unloved) neighbourhoods. I have been discovering a lot of history and out of the way places to check out in each of them. Part of the project is making sure we have some good photography for each neighbourhood which means I have been out a lot with a couple of cameras and my new 50mm f/1.8 lens. While the cold hasn’t been a lot of fun to shoot photos in, seeing parts of Saskatoon again for the first time has been excellent.
Along with the photos, I have been shooting a lot of video. I wasn’t sure what I was going to do with it but I had been thinking of a montage of a year in the life of Saskatoon. Something that showed the bitter cold of winter and the incredible warmth of fun we have in the summer. Saskatoon isn’t all good and it definitely isn’t all bad.
I wasn’t really sure what I wanted it to look like. Many of the videos I had seen had been time lapses and I have about 5000 time lapse photos taken, I was initially been thinking of doing something with time lapse. It’s fun and amazing but i miss the emotion of just video.
If it is as half as interesting as this video by Andy Clancy, I’ll be very happy.
Saskatoon has some great places to film but I want more than that, I want to see if I can find the kind of street life and community vibrancy in Saskatoon. If you have ideas for where me and my DSLR need to be, let me know. As I chase some city scenes, hopefully I will find some stories for the book, Saskatoon Afternoon’s roundtable, and my columns. Oh yeah, there will be some fun stuff for my blog as well.
Now if only it would warm up outside.
Here is a 1961 video of Chicago called “City of Necessity” that is worth watching.
I know most people don’t watch longer videos online, but despite the 22 minute length, this one is a must for the serious urbanist. Among other things, it fills in part of the historical gap that exists in a lot of people (often including myself) about how our cities actually evolved to where they are today. This film was produced by local religious institutions in order to showcase the benefits of city living, while calling for a more fair and inclusive urban sphere. It’s shot in Chicago but is really about cities generally.
OurYXE would like to take you for a tour of Saskatoon and are launching local neighbourhood guides that are full of history, interesting sights, and even things to avoid.
The first neighbourhood guide is Downtown Saskatoon.
You may know it by it’s formal name, the Central Business District or just simply as that place where they park on angles. However you know it, we’d like to dig deeper and show you some of it’s nooks and crannies. From there we will head west and explore Riversdale before heading to the old site of the Temperance Colony and visit Nutana. The goal is to create a guide and photograph each of Saskatoon’s neighbourhoods by the time 2015 rolls around. Wish us luck.
I would love to shut the door on 2013 and move on, but there are always loose threads as you move into a new year.
Some things just never get dealt with and can linger for years, such as replacing our maligned Traffic Bridge that’s been sitting idle since 2010, slowly falling apart. Actually, it has been falling apart for longer than that, but we ran out of cheap repair options in 2010 and had to close it. The bridge’s collapse was said to be imminent.
It didn’t collapse as predicted, and the decision was taken in 2012 to remove an eastern span, which would have been a far more useful tourist draw if Evel Knievel were still around. Eventually city council tried to pressure the provincial government into paying for both a replacement Traffic Bridge and the north commuter bridge.
The province looked at the cost of two bridges and its shrinking bank account, and declined. The result is that we enter 2014 in the same position as we were in back in 2010, dreaming of bridges that no one else cares about.
Even as a public we have stopped caring. The intense rage we had at being stuck in traffic for 10 minutes each day because both the Idylwyld Bridge and the Traffic Bridge were out of commission has passed. We quickly moved back to our default mode of not acknowledging failed projects, hoping they will just go away or resolve themselves.
Chances are that the Traffic Bridge issue will not resolve itself, and we will have to go it alone. The thought so far is that we replace the old bridge with a wider version of it. The status quo wins again.
If we were to look around, we would see that other options have been very successful elsewhere. We could build an iconic pedestrian bridge on the existing piers to connect downtown and River Landing to the east side of the Meewasin Trail system and, more importantly, to the Broadway Business District.
Pedestrian bridges aren’t unique. Minneapolis has them. Calgary has the Peace Bridge. Montreal has a great one connected to its flood-control gates. Even the town of Outlook has one.
The Peace Bridge was controversial when it was installed but has since become a landmark in Calgary. It draws people from all over, and joins together two of Calgary’s vibrant communities. You could realistically see the same thing happening here with the South Downtown and Broadway Avenue.
Critics of a pedestrian bridge point out that there are sidewalks on the bridges. However, if you have ever tried to walk or ride on our bridges, it is less than a pleasant experience. These walkways are rarely swept, they are full of gravel, and they place you right up against traffic. Other cities have bridge sidewalks as well, but people flock to their pedestrian bridges.
There is a reason for it.
People are drawn to a space that is scaled and built for them.
Research from other cities has shown there are business reasons for a pedestrian bridge. Pedestrians and cyclists spend more money when out and about, especially at stores that provide bike racks. Whether it is stopping into a shop or grabbing a coffee for the walk home, the money spent locally is good for all of us.
Creating a pedestrian bridge on the old Traffic Bridge piers also would give Saskatoon an amazing prairie plaza.
Anyone who has been down in River Landing or across the river when the fireworks festival takes place understands how exciting it is to have a place where thousands of us can gather. There are the fireworks, water taxis, concerts and the buzz of tens of thousands of people coming together. Linking those two areas would allow for more events, but more importantly, it would be an important link across the river for more than just motor vehicles.
Instead of settling for the status quo, Saskatoon must think outside the box. Hold a design competition for a pedestrian replacement for the Traffic Bridge and see what happens. Put a $15 million price tag on it. Local design group OPEN has already drawn up a pedestrian bridge idea that features separate access points for bikes and pedestrians, a public space, a community garden and a zip line.
I think we would be amazed at the ideas that would come forward.
We talk about wanting to be a world-class city. Worldclass cities are not that by population size alone. They are cities with great dreams for themselves, which are expressed by great public spaces. Building a great pedestrian bridge downtown would be a good way to start.
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- Roughly “17% of all cycling fatalities were involved in a hit-and-run crash in which one (or several) of their crash opponents fled the scene (2005-2011, FARS) – presumably the motorist(s). This is nearly four times the rate of hit-and-run involvement for all recorded traffic fatalities over the same period in the United States (4%).”
- “Investigating officers on the scene of fatal bicycle crashes in the United States found no contributory factor on the part of the motorist in 46% of cases.”
- “An overwhelming majority of fatal bicycle crashes occur in dry or clear atmospheric conditions – 94% in the USA and 87% in Europe.”
- “One quarter of (deceased) cyclists for which an alcohol test was performed returned blood alcohol values above 0.08 mg/ltr which constitutes a drink-driving offense in all 50 US states.”
- “In the United States, most fatal bicycle-vehicle collisions involved a passenger car or light truck (Sports Utility Vehicle) though 10% of fatal bicycle collisions involved a large truck.”
- “In the United States, 36% of all fatal bicycle crashes for the period 2005-2011 occurred in junctions with another 4% in driveways (commercial and private) most likely caused by entering or exiting motor vehicles.”
- “In the United States, the share of fatal bicycle crashes occurring in low-speed zones was lower than in Europe – possibly because low-speed traffic calmed zones are relatively less common in the United States.”
- “In the United States, 27% of deceased cyclists for which helmet use was recorded wore helmets in 2010 and 2011.”
- “Red light running by cyclists … is an often-cited contributory factor in fatal and serious injury bicycle crashes (at least in the United States).”
- “Motorists were charged with traffic violations in nearly one third of all fatal bicycle crashes and investigating officers identified a crash-contributing factor on the part of the motorist in over half of all fatal bicycle crashes.”
- “Data from the United States indicate that cyclists were imputed with an improper action in 68% of fatal bicycle crashes (though, as noted earlier, this may be biased as the cyclist was not able to give their version of events).”
Last week, the Premier of Ontario’s Transit Panel — comprising 13 citizens from across the region and the political spectrum — unanimously recommended a strategy to fund transit in the Greater Toronto and Hamilton Area. The report’s title, Making the Move: Choices and Consequences, highlights the urgency of investing in transit expansion today, failing which there will be severe consequences tomorrow.
Road congestion and transit crowding in the GTHA have already reached a tipping point. With 2.5 million people and one million more cars expected to come into the GTHA in the next 18 years, the existing severe state of congestion will become intolerable.
We have come up with a revenue plan that works. Our recommendations call for a fair and balanced contribution from all stakeholders, without asking too much of any one group. Because new transit infrastructure benefits all of society, costs should be shared — by business, drivers, and transit users. Since riders contribute through fares that rise regularly with inflation, the panel chose not to ask more of them. We have asked the government to redeploy the HST revenue it earns on gas and fuel taxes.
As for the tools, our report outlines two variations on a new funding model. The first combines a phased increase of gasoline and fuel taxes starting with 3 cents per litre in year one, a modest increase of 0.5 per cent to the general corporate income tax, and a redeployment of the GTHA portion of the HST charged on gasoline and fuel taxes. The second option is almost the same, but proposes less from gas and fuel, and more from HST.
Taken together, the combined increases would raise between $1.7 billion and $1.8 billion annually for transit in the GTHA. This revenue stream would then lever the additional borrowing to build three-quarters of the Next Wave sooner than expected. People would see the benefits from this investment, thereby generating support for The Big Move in its entirety. This revenue strategy also provides enough money to pay for local transportation improvements and to retire the debt over time.
We researched the possible options rigorously. We favour the gas and fuel taxes because they match usage, affect travel behaviour, are simple to administer, raise a lot of money, and haven’t been raised in more than 20 years. Even with the increase, the GTHA would be below Montreal or consistent with Vancouver.
The impact on households is very tolerable — about $80 per household in year one, just $260 per household after eight years. Compare that to the cost of the gasoline wasted due to stop-and-start commuting for 32 minutes on a daily round trip if we don’t remedy the situation. This amounts to $16 every week or $700 per year. The choice is obvious.
The most common and forceful message that emerged from all of our public meetings and consultations is that the public has very little trust in how transit decisions are made, how money is managed, and how projects are delivered. When it comes to funding transit, the public told us: “Dedicate it or forget it.”
We address these concerns head-on. Our recommendations, when enacted, will ensure that new revenue will be held in a segregated Fund to be spent solely on transit expansion in the GTHA. And they will guarantee accountability and transparency for how funds are spent and reported on.
We emphasize the importance of comprehensive, publicly available business case analysis prior to project approvals. We cannot afford to waste billions of dollars on projects that result in low ridership and huge operating subsidies.
We also cannot afford more congestion and more gridlock. We cannot afford continued losses in productivity and missed opportunities to create more jobs. We cannot afford more pollution and commuting stress. Above all, we cannot afford to wait.
An amazing long form essay by the Detroit Free Press. The answers may surprise you – and don’t blame Coleman Young.
Detroit is broke, but it didn’t have to be. An in-depth Free Press analysis of the city’s financial history back to the 1950s shows that its elected officials and others charged with managing its finances repeatedly failed — or refused — to make the tough economic and political decisions that might have saved the city from financial ruin.
Instead, amid a huge exodus of residents, plummeting tax revenues and skyrocketing home abandonment, Detroit’s leaders engaged in a billion-dollar borrowing binge, created new taxes and failed to cut expenses when they needed to. Simultaneously, they gifted workers and retirees with generous bonuses. And under pressure from unions and, sometimes, arbitrators, they failed to cut health care benefits — saddling the city with staggering costs that today threaten the safety and quality of life of people who live here.
The numbers, most from records deeply buried in the public library, lay waste to misconceptions about the roots of Detroit’s economic crisis. For critics who want to blame Mayor Coleman Young for starting this mess, think again. The mayor’s sometimes fiery rhetoric may have contributed to metro Detroit’s racial divide, but he was an astute money manager who recognized, early on, the challenges the city faced and began slashing staff and spending to address them.
And Wall Street types who applauded Mayor Kwame Kilpatrick’s financial acumen following his 2005 deal to restructure city pension debt should consider this: The numbers prove that his plan devastated the city’s finances and was a key factor that drove Detroit to file for Chapter 9 bankruptcy in July.
The State of Michigan also bears some blame. Lansing politicians reduced Detroit’s state-shared revenue by 48% from 1998 to 2012, withholding $172 million from the city, according to state records.
Decades of mismanagement added to Detroit’s fiscal woes. The city notoriously bungled multiple federal aid programs and overpaid outrageously to incentivize projects such as the Chrysler Jefferson North plant. Bureaucracy bogged down even the simplest deals and contracts. In a city that needed urgency, major city functions often seemed rudderless.
When all the numbers are crunched, one fact is crystal clear: Yes, a disaster was looming for Detroit. But there were ample opportunities when decisive action by city leaders might have fended off bankruptcy.
If Mayors Jerome Cavanagh and Roman Gribbs had cut the workforce in the 1960s and early 1970s as the population and property values dropped. If Mayor Dennis Archer hadn’t added more than 1,100 employees in the 1990s when the city was flush but still losing population. If Kilpatrick had shown more fiscal discipline and not launched a borrowing spree to cover operating expenses that continued into Mayor Dave Bing’s tenure. Over five decades, there were many ‘if only’ moments.
“Detroit got into a trap of doing a lot of borrowing for cash flow purposes and then trying to figure out how to push costs (out) as much as possible,” said Bettie Buss, a former city budget staffer who spent years analyzing city finances for the nonpartisan Citizens Research Council of Michigan. “That was the whole culture — how do we get what we want and not pay for it until tomorrow and tomorrow and tomorrow?”
Ultimately, Detroit ended up with $18 billion to $20 billion in debt and unfunded pension and health care liabilities. Gov. Rick Snyder appointed bankruptcy attorney Kevyn Orr as the city’s emergency manager, and Orr filed for Chapter 9 on July 18.
It’s an amazing story and one that many cities could repeat if they can’t make hard financial decisions (Saskatoon loves our debt too). Nice job by the Detroit Free Press to bring all of this together. Including this great quote.
“It just makes me ill. Almost cry,” said former Mayor Gribbs, now 87, who served from 1970 to 1974. “You can’t continually borrow money and use it for operating expenses and expect never to have the trouble of paying it back. That’s where you end up going bankrupt.”
This is playing this week at The Roxy with a special (free) screening Saturday night put on by Great Places.
I have linked to the Winnipeg centric photography of Bryan Scott before. I have said for years that him and Sam Javanrouh are two of my favourite street photographers in the world. Scott has a new book out called Stuck in the Middle and it is about what makes Winnipeg, well Winnipeg.
For the sake of an exercise, pretend you’re a god. You can go anywhere you want, by any mode of transportation you desire. What you’re most likely to desire is to travel as far away as possible from the coastlines of the continents, where the vast majority of humanity resides. This is a logical desire, as all gods consider homo sapiens a nuisance, if not a pest species.
In geographic terms, they call such a place a pole of inaccessibility — the farthest location you can travel from any coast. In Eurasia, discriminating deities will wind up in the Gurbantºnggºt Desert, an arid patch of western China’s Xinjiang province, a few kilometres from the Kazakh border. In South America, misanthropic multi-dimensional beings may escape to the savannahs of the Mato Grosso plateau to enjoy the quiet company of Brazilian cattle. In Africa, the ultimate escape will place you among the pigeons and parrots of the Bengangai Game Reserve, near the tri-border confluence of South Sudan, the Central African Republic and the Democratic Republic of the Congo.
In North America, however, the farthest place from anywhere is already occupied — by Winnipeg, home to more than 700,000 people and zero gods. More than any other city on the continent, Winnipeg is stuck in the middle.
Head east from Winnipeg in a car, and it’s a 2,700-kilometre drive to the Gulf of St. Lawrence, which flows into the Atlantic Ocean in the general vicinity of Rivière-du-Loup. This coastal Quebec town is the birthplace of Alexandre-Antonin Taché, the first Archbishop of St. Boniface, a Cassandra figure who tried and failed to prevent the 1870 Métis unrest that established Manitoba and paved the way for Winnipeg to be a provincial capital.
Drive west from Winnipeg, and it’s 2,300 kilometres to the Pacific coast city of Vancouver, a railway terminus whose early growth originally mirrored that of the Manitoba capital, once Canada’s biggest railway hub. But after the 1914 completion of the Panama Canal, the Port of Vancouver became a more profitable shipping route, and Gastown assumed Winnipeg’s role as Western Canada’s most important city.
Drive south from Winnipeg, and it is 2,750 kilometres to Corpus Christi, a Texas city on the Gulf of Mexico. Visit the suburb of Flour Bluff, and you may find yourself at the corner of Winnipeg Drive and Manitoba Drive, where a series of nondescript bungalows pays homage to hopelessly bored Prairie-dwellers who actually did get in their cars and drive until they could not go any farther.
You cannot travel by car directly from Winnipeg to the Arctic Ocean. But it’s only a 1,700-kilometre train ride to Churchill, Manitoba’s seaport on Hudson Bay. The Scottish settlers who helped found the Red River Settlement that would eventually spawn Winnipeg had to travel through the vast emptiness of Hudson Bay, whose shores are patrolled by polar bears. Open up a Lonely Planet guide to Canada, and you will find as many pages devoted to Churchill as there are to Winnipeg. In the eyes of international tourists, the permafrozen tundra is more attractive than a city that simply has the reputation of being among the coldest in the world.
If you insist on technicality, the North American pole of inaccessibility actually is embedded in the South Dakota badlands. But Winnipeg has more than just geographic reasons to claim the continent’s extreme centre.
As a city of 700,000, Winnipeg is too small to be cosmopolitan but too large to be folksy. Big-city complaints about violent crime compete with small-town gripes about the absence of privacy and if you’re single, a terribly shallow gene pool. Major amenities such as NHL hockey are balanced off by a minor-league transportation network saddled with only a rudimentary rump of a rapid-transit system.
Far from the moderating influence of the seas, Winnipeg is subject to a highly variable, mid-continental climate, where winters are frigid, summers are steamy and both spring and fall can involve either extreme. The annual mean temperature of 2.6 C belies the 86-degree spread between the city’s hottest and coldest recorded temperatures.
Winnipeg also falls smack in the middle when it comes to economic growth, chugging along at a modest pace during the entire postwar period while almost everywhere else underwent rapid expansions and precipitous declines. Winnipeg’s eggs are divided among many economic baskets — transportation, manufacturing, insurance, food processing — as if the gods designed a living embodiment of a balanced stock portfolio.
But none of this speaks to the real manner in which Winnipeg is stuck in the middle: It is a city that inspires a profound sense of ambivalence among its residents.
This has nothing to do with apathy, as there’s no such thing as a Winnipegger without a strong opinion about the city. They either despise it or adore it, depending on the nanosecond and whether or not the bus came on time, the street happened to get plowed or the Blue Bombers won the previous night. While ambivalence of this sort is present in any city, only in Winnipeg does it serve as the defining character of the populace.
In many ways, Winnipeg is a fascinating place. It was born of an act of violent resistance, a unique occurrence in this country. It was the fastest-growing city in North America for a time. It was the site of one of the largest workers’ revolts in the Western World. It was threatened with destruction by floodwaters twice in half a century. It is the second-smallest city on the continent to boast a major-league professional sports team. It boasts a selection of architectural wonders that ranges from surviving railway-boom warehouses to 20th-century modernist buildings to a handful of hyper-modernist structures.
Yet Winnipeg is also the very vision of homogeneity and inefficiency. It’s a low-density city that can barely afford to maintain its sprawling, aging infrastructure. It is not overly walkable or pedestrian-friendly. It makes artistic decisions based on politics and political decisions that appear to be inspired by Dadaism more than any political philosophy. It has a disturbing tendency to allow property owners to neglect and eventually demolish heritage structures.
Winnipeg tends to infuriate Winnipeggers, who sometimes question why they live in the city. But when they consider the alternative, they dare not dream of living anywhere else. Even Winnipeggers who do depart for Toronto, Calgary or Vancouver never assimilate or fully lose their regional identity. They remain stuck on their birthplace, in the middle of the flat, snowy, bug-ridden, flood-prone and isolated prairie, where everyone seems to know everyone despite the impossibility of the arithmetic involved.
To add another onion layer to this already-tired analogy, Winnipeg is also stuck in the middle of two possible destinies. One involves maturation into a medium-sized city that learns to live within its means by choosing to reinvigorate its inner core, increase the density of its older neighbourhoods and build new residential areas that make financial and environmental sense.
The other is a slide back to mediocrity by conducting postwar development business as usual: the endless construction of new single-family homes, sprawling out into a distance where the roads and sewers and water pipes will never be as good as the day they are laid, because no future government will be able to maintain them.
Winnipeg is a city on the precipice of a momentous decision, one that really amounts to the cumulative result of a series of smaller decisions. For now, it stands between two futures and potentially many more. Pray to whatever deity you like to ensure the right choices get made.
This looks to be an amazing Christmas gift for any urbanist (or Winnipeg resident) on your list.
Does Seattle know how to grow?
You’d think so, with all those construction cranes back and so many mega-projects underway. We’re about to get expanded light rail, a new waterfront, a massive downtown tunnel, a super-sized 520 bridge, and a Mercer Mess that has been tidied up after 50 years of complaining. Growth would seem to be the least of our problems.
But there are some who think these endeavors are not enough. We could do more, do it bigger, do it better and, they believe, we had better get to it because we’re facing big economic challenges. Boeing, for example, has become a constant worry. The company is doing a slow retreat from Puget Sound, and keeping key parts of Boeing’s work here is getting increasingly expensive for taxpayers. Some $9 billion in new tax breaks have been offered to keep 777X work here. Even so, without a major transportation package and with major union concessions just voted down, Boeing is looking for a better deal elsewhere.
Another foundation of our economy is showing signs of change, and age. Microsoft has reached maturity and experienced enough marketplace failures (Vista, Zune, Surface) that a major management shift is underway. We’ve grown accustomed to Redmond being a perennial powerhouse and millionaire-generator in the Gates-Ballmer era, but will that roll continue?
Seattle sees itself as a special incubator of the next big commercial success — and the new Bezos family-funded “Center for Innovation” at the Museum of History and Industry that opened this fall is a shrine to this self-image. We’ve scored with Starbucks, Nordstrom, Costco and Amazon, for example. But in the tech sector there’s some thought that we haven’t reached our silicon potential, that we’re over-due for a new major success a la Google or Facebook.
Sure, we’re a pretty good place for start-ups, but Seattle tech booster Chris DeVore recently wrotethat while Seattle is pretty good at launching companies, “It’s been a long time since a new Seattle-based company produced a huge windfall.” He means a company, like Microsoft or Amazon, that lifted employees and investors by generating lots of wealth. “If I had to put my finger on the one thing we could do to improve our weak ‘startup rate,’ it would be to produce more explosive wins in Seattle…” he wrote. That would benefit start-ups and companies all up and down the food chain and generate money to invest in new ventures. Apparently, the tech sector needs a new blockbuster.
Another voice encouraging Seattle and Washington to take it to the next level is Microsoft executive vice president and general counsel Brad Smith. In October, he addressed the Greater Seattle Chamber of Commerce’s annual Leadership Conference, an appropriate place for business leaders to inspire the team with a growth-oriented Gipper speech. I also had a chance to talk with him afterwards. In his speech, he said “[I]f there is a moment in time when we can come together and focus on raising our ambition, I think that moment is now.” With the state recovering economically, with greater global competition ahead (China, Brazil, South Carolina…), and with so much potential here, we need to get going, and set our sights higher.
To that end, his Gipper — or maybe "Skipper" — speech cited a nautical example. It was inspirational achievement of the University of Washington rowing crew who beat the odds to win a gold medal in 1936. These were local boys who had to raise their own money during the Depression to go to Germany, who had to race under rules that favored Hitler’s rowing team, and who took on the task of making America proud at the Nazi’s infamous Olympic Games. “It’s a reminder of what nine young men from humble background could achieve when they reached beyond themselves and worked as a team,” he said.
In his presentation (and in our Metro North America report), Bruce Katz outlined a three-part playbook for how sub-national leaders are acting to further trade, investment, and economic growth in our three countries:
Set a vision. City and metropolitan leaders are setting bold visions for the future of their economies that can focus public, private, and civic sector actors on shared goals for growth. Mayor Smith outlined his city’s new mantra: Educate, Innovate, Facilitate, Elevate. His economic development agenda is focused around strengthening Mesa’s assets in healthcare, education, aerospace, and tourism (HEAT), and working together with partners in the Maricopa Association of Governments and the Greater Phoenix Economic Council to create and execute a metropolitan business plan . Taking greater advantage of the region’s already strong ties with cities and states in Mexico is an important part of those visions.
Invest in what matters. The factors that drive city and regional growth are innovation, human capital, and infrastructure. The quality of those assets, regardless of the sector in which they are applied, account for long-run economic success. Windsor, Ontario Mayor Eddie Francis described how the downturn in the auto industry in the late 2000s threatened tens of thousands of workers in his city, a major North American auto hub just across the border from Detroit. Recognizing this, the city and region invested in helping auto suppliers transition into the aerospace industry, taking advantage of workers with widely applicable manufacturing skills and excess plant capacity to diversify the economy towards a sector with growing opportunities. Working with the University of Windsor to develop a new aerospace engineering program, the region has succeeded in attracting thousands of new aircraft maintenance, repair, and operations (MRO) jobs. Even the university’s automotive research programAUTO21 has become a key partner in bolstering the region’s emerging aerospace cluster.
Network globally. The capstone of the GCI-Mexico forum was the signing of a new agreement by mayors Miguel Ángel Mancera of Mexico City and Rahm Emanuel of Chicago to partner together on strategies to grow the economies of both cities. While “sister cities” agreements have existed for some time—and Chicago alone has 28 of them, focused mainly on cultural exchange—the new agreement aims to take the cities’ already-strong relationship in an explicitly economic direction, exploring joint opportunities for foreign direct investment, export promotion, and increased tourism. As Mayor Emanuel described during a discussion with Mayor Mancera moderated by JPMorgan Chase Executive Vice President Peter Scher, Chicago is acting boldly because the city cannot be held hostage to the functioning (or dysfunction) of its state and national governments. And Mayor Mancera noted that even given the progress being achieved today at the national level in Mexico, mayors are ultimately co-responsible for generating local and regional growth and prosperity.
Chattanooga, Tennessee has the distinction of being the first city in the United States to have its very own typeface: “Chatype.” Designed by Chattanoogans Jeremy Dooley and Robbie de Villiers with support from fellow designers D.J. Trischler and Jonathan Mansfield, the Kickstarter-funded typeface was released on Oct. 31. “Every city needs a brand, to highlight its own distinctive offerings,” Dooley says. “Typefaces are ideal for such a large and diverse organization such as a city.”
Dooley, who runs Insigne Design and sells his various fonts online through MyFonts, told me that the initial idea was to approach the city government for funding. But after some meetings his group decided that attaining public money would be difficult, run counter to the spirit of the project, and would require a lot of time to get people on board.
“With Kickstarter, we bypassed the politics and bureaucracy and instead formed a grassroots effort through crowdfunding,” he says. “It was only after our success and after multiple city organizations enthusiastically embraced the face that the city decided to name Chatype as its official typeface.”
Although the project began under a prior administration, the current mayor, Andy Berke, has embraced the broader design strategy of type as a civic unifier. Nonprofits and foundations dedicated to enlivening the city have also said they’ll use the font.
One of the influences for this project was Metro Letters: A Typeface for the Twin Cities initiative by the University of Minnesota Design Institute, an experiment to understand the relationship between typography and urban identity. Inspired by this well-publicized 2003 project, Dooley, who started up his office in Chattanooga in 2007, sought out de Villiers, who had moved into town around the same time, as collaborators: “Being new to the area, we didn’t know what we could or couldn’t do, so we took a shot at this new font concept.”
If Saskatoon had a font, it would be Comic Sans, you know because it’s hated by designers and included with Windows and therefore free.