Past issues of the Indyreader

Summer—Fall 2008

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THIS ISSUE: 

What has been a commonplace of ecology is now often said of the “global economy” too: everything in the world market is connected with everything else. The rapid decline in house prices in Baltimore can drive up the price of eggs in China. China strikes oil, and the price at the pump decreases; global warming follows, causing a hurricane, and (to reverse the proverb) a butterfly stops flapping somewhere over the Chesapeake Bay. On the one hand, the mass media, the mouthpiece of the singular Economy, describe the economy as something mechanical: it has “cycles,” it “grows,” it “shrinks,” and change in one part puts “pressure” on another. On the other hand, they present it to us as possessing intentions and emotions: it “calculates” and “predicts”; it is “happy” or “sad.” In any case, the picture drawn is one of a system that governs itself, regardless of circumstance or what any one of us might want from life.

It is curious, however, that as a system, the Economy never seems to be in balance, and, when portrayed as a consciousness, it seems to be bipolar and never content. These states of crisis contrast with what we have learned about most ecological systems. Rather, it appears to grow (“good”) or shrink (“bad”), when it does not seem to be undergoing some massive internal or (as is increasingly clear) externalized catastrophe. Indeed, one of the troublesome terms and concepts in discussion of the Economy as an all-inclusive system is that of “externality”—the unfortunate butterfly mentioned above, for example. At the same time, such rhetorical shorthand as “the market thinks …” reduces discussion of both human intentions and the appearance of commodities in the market to one of superficial differences, as distinct from one of different motives and practices.

The recent “food crisis” (and the related “fuel crisis”) illustrates well the ridiculousness of talking about the Economy with ecological turns of the phrase. Yes, there are, roughly speaking, “mechanical” effects, although not unconnected with human intervention. Global warming, for example, is driving the growing number of extreme environmental events, including the devastating floods in the Mississippi Valley last June. These floods destroyed millions of acres of wheat, corn, and soybeans—a few, hybridized species that are grown extensively as single crops, or “mono-crops.” Last June there was no margin of time left to replant these summer crops, nor were there alternatives not so susceptible to flooding.

So is mono-cropping in this way necessary? To begin to answer this question, we should consider how what is commonly thought of as “agriculture” these days has little or nothing to do with cultivation as it has been understood for millennia—nurturing innate tendencies of living things under certain conditions—let alone with crop gene and species diversification to buffer against disaster, or further cultivating sustainable human relationships with self-sustaining environmental systems. Instead, mono-cropping represents an effort to bring agriculture in line with the demands of industrial production, particularly capitalist: each plant is regarded as a little machine whose efficient output of consumable material must constantly be improved, and whose individual products (beans, kernels, etc.) must be identical to each other for all intents and purposes, so that monetary value and patent rights can be attached to them.

Furthermore, the extensive planting of such crops aims at increasing marginal surplus—translating into capital and profit—rather than being satisfied with the normal abundance of traditional sustainable agriculture. And, just as in the housing–credit crisis this year (see Indypendent Reader 7, Winter 2008), the profits are privatized, while the negative impact of risk is made a problem for society in general. It matters not that such “staple” crops are being diverted for processing into “green” fuels, packaging, and bio-fabrics; commodity diversification through further industrial processes does not change the fact of unsustainable industrialized agriculture.

As such the Global Economy is unsustainable and unjust. Yet “sustainability” has become a buzzword among politicians and businesspersons, and “environmental justice” is not far behind in overuse. In the present Indypendent Reader, our contributors have tried to keep these terms meaningful by illustrating local efforts toward solving economic and ecological problems, and providing a framework for thinking about them. Farooq examines Baltimore City’s new Office of Sustainability and interviews Dave O’Leary of the Sierra Club on the same. Petr interviews two representatives of Baltimore land trust projects. Hufnagel considers the question of whether “green industries” are really as economically and ecologically sound as their name suggests. Jones and Imhof explore Baltimore’s neighborhood food gardens. Finally, Hoeschele offers some perspective on long-term strategies for preventing “environmental justice” from being co-opted by the powers that be. As always, we hope this issue inspires you, perhaps literally, to try to build a new society on the vacant lots of the old.

—Michael Lane, for the editorial group

Spring/Summer 2008

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THIS ISSUE: 

Considering the steadily rising prices of gas and the alarming warnings of several politicians and scientists alike about an imminent global catastrophe that is all-but-certain without major reductions in fossil fuel consumption and carbon emissions (but mostly, the gas prices), it is absolutely bewildering that public transportation is not a major issue on the national stage this election season. While the major candidates vie for the sparkling “most electable” tiara of their respective parties, the issues are continually dwindled and trivialized. Transportation is perhaps the most important of these issues that is routinely omitted from any discourse – both among the major party candidates (with a few notable exceptions we won’t list here) and in the media.

At a local level, at least, transportation gets a little bit more press. Especially in cities, where there is a denser and more socio-economically diverse population and more congestion, public transportation becomes a central issue. Baltimore is no exception, and with its history of segregation, sprawl, and post-industrial decay, our city faces often overwhelming transportation challenges.

In this issue we address several of these challenges and, to the best of our ability, attempt to provide possible solutions and steps that we as citizens can take to effect real change in our city. Babatunde Salaam, a student of Baltimore City College and a member of the Kids on the Hill program, gives us a perspective (a few of them, actually) on being a young person riding the MTA buses. Curtis Price echoes these perspectives by analyzing buses as transformative social spaces where cultures collide: “rolling theaters,” as he aptly describes them. With the situation on the buses in better light, we offer an example of a Bus Riders Union in Los Angeles, positing it as a model that Baltimoreans might well want to adopt. In a departure from the perspectives on public transit, Sean Stewart then gives us an account of what it’s like to be a Baltimore City bike rider.

Turning from existing modes of transportation to proposed ones, Danyell Diggs provides an overview of the Baltimore’s proposed Red Line project while Gerald Neily looks critically at the plan and offers insightful suggestions on how to improve its effectiveness. In addition, Art Cohen addresses the rising needs of the growing transit-dependent population in Baltimore by appealing to the Baltimore City Comprehensive Master Plan, urging that City and state leaders support the plan with greater energy, cooperation, and funding.

We hope that these views on transportation inform you and inspire you to get involved, either by using more public transport, joining groups to advocate for better services, attending meetings where proposals such as the Red Line are discussed, or even simply riding your bike more often instead of driving. For any of these actions – or any others that you might imagine – educating yourself is the first step, and we hope that the perspectives offered in this issue help you on your way to doing just that.

—Eric Imhof for the editors

cover art: Alex Fine

Winter 2008 Issue 7

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THIS ISSUE: 

The past six months have been troubling for anyone following the issues of housing and homelessness in Baltimore. In September, The Sun reported that the majority of the Housing Authority of Baltimore City’s $59 million affordable housing fund is being used to demolish housing units at 15 sites across the city—with no plans to replace them. For example, the Housing Authority is using $4 million from the fund to demolish the 257-unit Somerset Courts in East Baltimore; $7 million to demolish the 900-unit O’Donnell Heights project in Southeast Baltimore; and $13.5 million for demolition and acquisition at the Uplands site in Southwest Baltimore.

If it seems questionable for the Housing Authority to be demolishing housing units at a time when 20,000 households are on a city waiting list for public housing and at least 3,000 Baltimoreans are experiencing homelessness every night, it becomes truly scandalous when we recall why the affordable housing fund was created in the first place. In 2005, when then-Mayor Martin O’Malley and then-City Council President Sheila Dixon were trying to gain support for the controversial $305 million publicly financed Hilton Baltimore Convention Center Hotel (one of the costliest public works projects in the city’s history!) several council members, including Kenneth N. Harris Sr. and Helen L. Holton, were persuaded to vote for the hotel only after being assured of the creation of an affordable housing fund, which was intended to purchase blighted properties and turn them over to developers to build low-income housing.

Since the Sun article appeared, Holton said she would arrange a hearing on how the fund is being spent, and Representative Elijah E. Cummings sent a letter to Housing Commissioner Paul Graziano calling for a moratorium on demolitions. But the demolitions continue, as we recently saw in January when the Housing Authority kicked off a “blight elimination” effort on Tivoly Avenue in Northeast Baltimore, where it plans to use $3.8 million from the fund to take down 40 houses. Still, no one has been held accountable for the blatant misuse of the affordable housing fund (and no one seems to have told Mr. Graziano that it’s inappropriate to pose for photo ops on excavators in front of half-demolished houses).

Meanwhile, as the publicly financed construction of the 20-story, 756-room Hilton Baltimore nears completion (featuring “upscale Hilton amenities, a 25,000 square foot grand ballroom and direct covered access to the Convention Center via pedestrian sky bridge”), Baltimore’s homeless population—faced with rising housing costs and a deficit in shelter beds—is literally left out in the cold.

This issue of the Indypendent Reader tries to make some sense of this madness by interviewing Jeff Singer, a long-time homeless advocate and president of Health Care for the Homeless; and Annie Chambers, who has fought for housing and welfare rights in Baltimore for decades. We hear the voices of several members of Baltimore’s homeless community; and compare Mayor Dixon’s 10-Year Plan to End Homelessness with the Abell Foundation’s recent report, “The Dismantling of Baltimore’s Public Housing.” We examine the disturbing and under-reported trend of violence against the homeless; look at the precarious housing situation faced by foster youth and women being released from jail; and consider the impact of the sub-prime mortgage crisis on Baltimore’s homeowners. Hopefully, this issue will provide readers with an analysis of the structural causes of homelessness, reflect the voices and direct experiences of people forced to live on the streets and suggest some tangible ways in which we can work together to end homelessness and reduce poverty in Baltimore.

—Scott Berzofsky for the editors