The Politics of Mobility and Business Elites in Atlanta, Georgia

Henderson, Jason

doi:10.2747/0272-3638.25.3.193

Cited by 30 publications

(26 citation statements)

References 17 publications

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“…By 1995, the average commuting distance in Atlanta reached thirty-four miles per day (Henderson 2004) and made in-town living more attractive to empty nesters from the upper-middle-class suburbs. By 1995, the average commuting distance in Atlanta reached thirty-four miles per day (Henderson 2004) and made in-town living more attractive to empty nesters from the upper-middle-class suburbs.…”

Section: Evidence Of Lgbt Dispersal From the Censusmentioning

confidence: 99%

The Demise of Queer Space? Resurgent Gentrification and the Assimilation of LGBT Neighborhoods

Doan

Higgins

2011

Journal of Planning Education and Research

158

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In the past forty years, gay and lesbian populations have established a visible presence in many cities, but recent gentrification has put pressure on LGBT (lesbian, gay, bisexual, and transgendered) neighborhoods. This article uses a case study of the Atlanta metropolitan area to examine the effects of resurgent gentrification on LGBT neighborhoods. The study finds that rising housing values have dispersed the LGBT population, and former LGBT neighborhoods have become less tolerant of LGBT people and the businesses that anchor the LGBT community. The article considers ways that planning practice might seek to preserve LGBT-friendly neighborhoods and the people and institutions that depend on them.

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Section: Evidence Of Lgbt Dispersal From the Censusmentioning

confidence: 99%

The Demise of Queer Space? Resurgent Gentrification and the Assimilation of LGBT Neighborhoods

Doan

Higgins

2011

Journal of Planning Education and Research

158

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“…Another substantial body of work finds that transportation has been used to segregate and isolate at a regional scale, and that the localized construction, displacement, and environmental burdens of transportation infrastructure are often disproportionately borne by minority communities (e.g. Bayor, 1988;Bullard, 2004;Henderson, 2004;Hodge, 1990;Mohl, 1993;Pucher, 1982;White, 1982).…”

Section: Race Space and Struggles Formentioning

confidence: 99%

Race, Space, and Struggles for Mobility: Transportation Impacts on African Americans in Oakland and the East Bay

2013

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A long history of overt discrimination left an enduring racialized imprint upon the geography of the East Bay. While the benefits of a metropolitan decentralization of jobs, housing, and public investment fell to Whites, discrimination in employment and housing trapped African Americans in urban neighborhoods burdened by infrastructure encroachment and divestment. By circa 1970, overt discrimination succumbed to new, racially neutral, legal, and administrative forms, including regional planning processes. Using an environmental racism framework, we show that these new forms reproduced the existing racialized geography by means of new inequalities in representation and transportation service provision. These new regional transportation policies, like those challenged by a 2005 civil rights lawsuit, favored the mobility needs of more affluent suburbanites over those of African American East Bay bus riders. These policies, layered onto an existing racialized geography, reinforced existing inequalities by failing to address racial barriers to opportunity in the built environment. [

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“…The lack of bus or rapid rail connectivity with the rest of the metro area was a prevalent theme that ran through the CUMC focus groups. This is an important consideration, given that a disproportionately large number of both professional and service jobs are in the metro area's northern, “favored quarter,” which expands from an in‐town community just north of downtown Atlanta (Midtown) to the northern suburbs (Henderson ). Henderson (, 199) describes this part of the metro area as “the region to Atlanta's north which incorporates a high degree of executive housing, a demographics of mostly White, affluent families, and a favored location for corporate headquarters, branch offices, and upscale malls.” Nearly 75 percent of the high job growth in Atlanta during the 1990s was in this part of the metro area, an area with limited or no public transportation access (Brookings Institute ).…”

Section: The Built Environment Mass Transit Use and Neighborhood Wamentioning

confidence: 99%

“…After the white exodus from Atlanta, Cascade and other in-town neighborhoods were left to contend with long commutes as businesses increasingly located outside of the city, making motorized transport a necessity for metro-area navigation (Henderson 2004;Keating 2001). With the expansion of Atlanta's suburban sphere, by the end of the 1960s traffic congestion had grown increasingly worse (Keating 2001 Fulton and DeKalb county voters approved a one cent sales tax to fund the project.…”

Section: Introductionmentioning

confidence: 99%

“Where the Sidewalk Ends”: Sustainable Mobility in Atlanta's Cascade Community

Gaither

Himmelfarb

Hitchner³

et al. 2016

City & Society

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Roughly one third of U.S. greenhouse gas emissions are travel‐related, and much of these are from routine, short trips that can be controlled by individual consumers. Because of this, sustainability advocates encourage greater use of alternative transportation modes such as mass transit and non‐motorized transport to help limit carbon dioxide emissions. However, the efficacy of such prescriptions is contingent upon the social and physical context of a given place, that is, how these recommendations are received or put into practice by the intended audiences. This case study of Atlanta, Georgia's mostly African American Cascade community examines the influence of the broader social context of consumption as social practice and the built environment as factors influencing decisions about sustainable mobility (i.e., mass transit use and neighborhood walking), both inside and outside of Cascade. Not surprisingly, lower income residents routinely use mass transit, while middle‐ and upper‐income earners are reluctant users of Atlanta's mass transit system (MARTA). Lack of use by those with higher incomes is due mainly to the availability of personal automobiles and inefficiencies in system design attributable to a history of racial politics that restricts MARTA to just two of metropolitan Atlanta's twenty‐eight counties. Neighborhood walkability is encumbered by the lack of sidewalk space for higher income individuals and fear of crime for those with lower incomes. The social practice of status signaling via automobile purchasing may also inhibit African Americans’ use of mass transit. [Climate Change; African American Communities; Atlanta, GA]

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The Politics of Mobility and Business Elites in Atlanta, Georgia

Cited by 30 publications

References 17 publications

The Demise of Queer Space? Resurgent Gentrification and the Assimilation of LGBT Neighborhoods

The Demise of Queer Space? Resurgent Gentrification and the Assimilation of LGBT Neighborhoods

Race, Space, and Struggles for Mobility: Transportation Impacts on African Americans in Oakland and the East Bay

“Where the Sidewalk Ends”: Sustainable Mobility in Atlanta's Cascade Community

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