The following post is drawn from my lecture notes that accompany my presentation on the struggles of Detroit, my birth city. You also can see a PDF version of that PowerPoint. (Note, it may take 20-30 seconds to download.)

My Detroit storytelling project began after I published an essay in a political blog that highlighted the struggles of Detroit, following my visit to the city in April 2015. My piece examined Detroit’s sad decay and my perspective on what I saw throughout my birth city by simply driving through it.

In fact I never intended to tell this story. But it soon became inescapable. It was a story that found me.

While attempting to explore areas near the River Rouge plant, I stumbled on the Delray neighborhood and was dumbstruck by the scale of destruction and decay.

My second recent trip in September 2015 included visits to where I briefly lived as a baby and where my biological family lived. I discovered that the home of my biological grandparents had been gutted and leveled in a neighborhood being razed, with many burned out shells that once were middle-class homes.

By 2015, Detroit had already become the poster child of a new documentary photography genre called “ruin porn.” As an outsider, people do have a right question if my work fit this pattern. But who gets to judge?

Photographer/blogger James Griffioen says there are two ways to do it: responsibly and exploitatively: “The few photographers and reporters I met weren’t interested at all in telling the story of Detroit, but instead gravitated to the most obvious (and over-photographed) ‘ruins,’ and then used them to illustrate stories about problems that had nothing to do with the city (which has looked like this for decades). … These photographers were showing up with $40,000 cameras to take pictures of houses worth less than their hotel bills.”

In late 2015 and early 2016, I was unable to find a likely partner to host a lecture and slide show of my work on Detroit. I reached out to every major university in the Portland area and the Multnomah County Library—twice on its part. None bit at my pitch for a free slide show and discussion. Here is the presentation I did share with my coworkers, which took a long view of Detroit’s rise and fall. (Note the PDF file is large and may take 20-30 seconds to full download.)

In my pitch to the library, I wrote: “Detroit, once the nation’s fourth largest city and global center to automobile manufacturing, is now a global icon of deindustrialization and urban decay. Population has fallen from 1.85 million in 1960 to 680,000 today. The city has experienced the country’s largest ever municipal bankruptcy. More than eight in 10 residents is African American, following decades of white flight that saw no equal anywhere in the American industrial heartland. With 80,000 abandoned buildings and homes.”

The fierce urgency of the topic was painfully evident to me in late 2015, as one GOP candidate was using issues of decay and the loss of manufacturing jobs as his battering ram to win the White House. As the world saw, those messages changed history in the old manufacturing states of Michigan, Ohio, Wisconsin, and Pennsylvania. The man who changed history, Donald J. Trump, is now president of the Untied States. Democrats as a party and most liberals failed and still fail to grasp these changes if they live outside of the area.

For those outside of the so-called Rust Belt, including mostly liberal-leaning Portland where I live, Detroit is far away. Detroit’s issues, told through images and data, highlight deep problems in this now African-American city. The role of race and systemic racism are impossible to avoid. That includes how Detroit grew and declined. But it now includes how Detroiters themselves are managing a reality today. And yes, blame is to be found among those who have been in power in the past two decades.

Why Detroit’s Real Decay Matters in the Trump Era

For those who have not been paying attention, Detroit’s evolution into a shell of its greatness is the stage on which billionaire and now president Trump ascended to power.

His phrases could perfectly fit on any highway billboard entering Detroit: “Make America great again” and “We’re going to bring back manufacturing and American jobs.”

By now most Americans have heard those lines, repeatedly, from the most famous person on the planet.

His economic message, made during his successful campaign in Detroit, in the most blunt terms, is a vast critique of the country’s decline. This can be seen spectacularly in the fall of Detroit from a great city to a city that imploded. It is hardly a surprise that Trump successfully attacked the company that made Detroit famous, the Ford Motor Co., during a much publicized feud during the election. Trump won that battle hands down.

No one but perhaps the Ford Motor Co. and its supporters will argue Trump successfully pressured the company to shut down plans to build a new manufacturing facility in Mexico before he even took office and invest its resources back in the United States.

The election battle over American manufacturing is the inevitable outcome of America’s decline as a country with a manufacturing economic base. In 1959 a third of the American workforce was involved in manufacturing; in 2009 that figure was 12 percent. In the same time span, conversely, the percentage of service sector jobs increased by a similar amount. Many people who used to work in manufacturing are now employed as service workers out in the suburbs.

The Economic Policy Institute today notes that the automotive sector still accounts for one in every 22 jobs in the United States. Detroit was particularly dependent on the love affair. In 1950, Detroit’s population hits 1.85 million, making it America’s fourth-largest city, with 296,000 manufacturing jobs.

Who Is to Blame?

Today, a typical U.S. made car may now have parts made in Canada, Mexico, and overseas, all linked with just-in-time delivery systems. Foreign manufacturers like Toyota and Volkswagen are now firmly rooted throughout America, particularly in tax-friendly states. Since the 1950s, the Big Three have lost market share to their global competitors for the U.S. market. During recent negotiations now between GM and the UAW, GM threatened to outsource even more parts production to Mexican factories—plans now apparently on hold with Trump in the White House.

A painful visual reminder of the decline of automotive manufacturing is the old Packard Co. factory. Packard began operations in 1903 and closed in 1958, leaving behind it’s once state of the art factory. It remains a shell, now occasionally used for film sets of post-industrial-collapse and dystopian films. Factories no longer have horizontal building design like the closed Packard Plant.

The Ford Motor Co. left its original site in Detroit, and Henry Ford located his world-famous River Rouge complex (built on land he purchased for just $10,000) in Dearborn just outside of Detroit. Ford has not built a car or truck in Detroit since 1910.

Today GM’s main assembly plant in Detroit is actually in Hamtramck, a city within the borders of Detroit. Chrysler’s HQ is in Auburn Hills, a suburb. GM is still located in downtown Detroit, though its brand Cadillac just moved to New York.

It is no coincidence that Henry Ford, the man who helped to put Detroit on the map with mass production, high working-class wages, and assembly line production, also left Detroit in 1910 and relocated to Dearborn. Some argue his model for  middle-class and car-owning, working-class Americans spurred the movement of residents from cities to the suburbs, including in the Detroit area.

Ford’s model called for the centralization, rationalization, and integration of all operations under one roof—fabricate the steal, create the parts, assemble the vehicles, sell to the marketplace. River Rouge was the manifestation of that vision. The original model shifted after the 1940s. Auto companies compartmentalized their operations and moved from the city. They shifted instead to horizontal building configurations. One-story buildings were and still are cheaper to build and maintain.

Who Brought About Decay?

In 2011, UAW workers got $58/hour from Ford, $55 from GM, and $52 from Chrysler. After the bailout, a two-tier pay system was implemented for new employees (recently contested in labor negotiations with Fiat Chrysler in Fall 2015). GM alone had $100 billion in pension obligations when it filed for Chapter 11 bankruptcy protection in 2009, not all for union workers/UAW members.

Ford, GM, and Chrysler all relied on SUVs to boost their profitability, and those models spectacularly collapsed during the great recession, leading to bailouts by U.S. taxpayers of Chrysler (now Fiat/Chrysler) and GM. In December 2008, President Bush gave a provisional $17.4 billion bailout to GM and Chrysler. From May through July 2009 Chrysler and GM declared bankruptcy, and the President Obama administration provided financing and guided the automakers through expedited bankruptcy proceedings. A fundamental shift in management-labor relations occurred thereafter.

On Race and Riots:

Detroit has actually had three historic race related riots: 1863 (race related, tied to military draft, 2 dead), 1943 (34 killed, 25 were black), 1967 (43 dead, more than 2,000 buildings burned). That latter was the death knell for many whites determined to leave the city for the suburbs. The last riot followed historic demographic changes. From 1940 to 1970, 4 million blacks moved from the South to urban areas in the North, including Detroit.

Scenes from the 1967 riots that forever changed the city and marked a turning point for white flight. My grandmother and grandfather (biological) moved out of west Detroit to the neighboring suburb of Livonia in 1968, a year after the riot.

As of 2014, Detroit was 83 percent African American, 7 percent white, and about 6 percent Hispanic/Latino of all major ethnic groups.

What About Leadership?

Mayor Coleman Young, the city’s first African American Mayor, has a controversial legacy from 1974 to 1994. The Wall Street Journal squarely blames him for the city’s decline that accelerated in the 1980s and 1990s. He is viewed by some, including the Detroit Free Press, for stoking racial flames. The Detroit Free Press however claims he was among the most frugal mayors and avoided debt, unlike his successors. My birth mother remembers him most for his inaction on Devil’s Night in 1989 and not stopping the first outbreak of widespread arson.

Former Mayor Kwame Kilpatrick is best known for his sexting scandal with an aide but also widespread corruption. The Detroit Free Press blames him for pushing it into unprecedented debt: “The greatest damage Kilpatrick did to the city’s long-term stability was with Wall Street’s help when he borrowed $1.44 billion in a flashy high-finance deal to restructure pension fund debt. That deal, which could cost $2.8 billion over the next 22 years, now represents nearly one-fifth of the city’s debt.”

In November 2012, GOP Gov. Rick Snyder signed legislation allowing for a state appointed financial manager or Chapter 9 bankruptcy for the Motor City. In February 2013, the state described Detroit status as “operational dysfunction” and in need of intervention.

In February 2013, Snyder appointed Kevyn Orr as emergency manager. Orr promptly called the city insolvent. Detroit debts totaled $18.5 billion, with twice as many pensioners as workers by this point. In July 2013, Orr filed for Chapter 9 bankruptcy protection, the first time ever by a municipality. After court hearings, the state signed bills in June 2014 to move Detroit out of insolvency.

Billionaire Dan Gilbert, CEO of Quicken Loans and now Detroit real-estate mogul, also is partially blamed by the Detroit Free Press for exacerbating urban blight and the huge foreclosure crisis. Gilbert’s Quicken Loans was central to decay. Since 2000, Wayne County has held one of the world’s largest real estate auctions offering 20,000 properties a year acquired through foreclosure—5 percent of Detroit’s housing stock. The venerable New York Times in 2014 described the city’s plight as post-apocalyptic.

A City Gone Wild

The evidence of arson is omnipresent throughout Detroit. I saw hundreds of torched homes and buildings without really trying to find them. I also saw large numbers of abandoned and in some cases scrapped and pillaged schools, left abandoned because of consolidation, loss of students, and gross mismanagement by Detroit Public Schools (DPS). There were 1,500 suspected arson fires between January and July 2015, according to the Motor City Muckracker blog news site.

A glaring example of that decay can be seen in how the Detroit Public Schools literally left its supplies to rot, much perfectly good (textbooks, supplies, sporting equipment), after a fire. The book repository building was then bought by billionaire Ambassador Bridge owner Matty Maroun, who sealed it tight after famous photos surfaced in the 2008 and 2009. Photos of the repository by photographers Yves Marchand and Romain Meffre have now become world famous and synonymous with the city . The images can be found in their seminal work, The Ruins of Detroit.

Today, many Detroiters are fiercely opposed to downsizing Detroit. In reality, some areas no longer have vital services delivered—water, lighting, public safety, fire protection. They have gone wild.

I remember one moment that captured this reality best during my last trip in late September 2015. I was driving in the center of the city. I needed to find a restroom. There were no facilities anywhere in sight. So I pulled my car over. There was an abandoned lot, with bushes shoulder-high. It looked like raccoons or coyotes could call it home. Not a soul was in sight. I relieved myself. I felt more like I was in an empty woods than a city that used to be the envy of the world.