The Four Population Trajectories in Milwaukee County

The recent overall trends in Milwaukee county’s population are well known, but these headline figures obscure enormous variation between individual neighborhoods and suburbs.

Since 2000, the city’s population has declined a bit while the suburbs have, collectively, grown slightly. But within the city, neighborhood trajectories dramatically diverge, and population growth is really only limited to a specific set of pro-growth suburbs.

The graphic below categorizes census tracts into one of four demographic trajectories. “Building boom” neighborhoods (shown in dark blue) are building new housing and consequently increasing the number of households. In the city, this has mainly occurred in Greater Downtown (stretching from the north end of Bay View through the Lower East Side) as well as a cluster of subdivision-style housing developments on the far northwest side. All told, these areas have added 18,000 more residents since 2000, a 23% growth rate.

Glendale, Franklin, Oak Creek, Greenfield, and parts of St. Francis, Cudahy, and Wauwatosa have also grown thanks to new construction over the last 20 years. In total, the suburbs have added 23,000 residents in building boom tracts, a growth rate of 19%.

map and table showing the locations and statistics associated with the 4 population trajectories in Milwaukee county census tracts

Most people in either the city or the suburbs don’t live in a tract that’s building more units. Instead, they live in a neighborhood with few empty lots, where the number of occupied housing units has remained steady, but with a slowly declining typical household size. This combination inevitably leads to gradual population loss. These “stable decline” neighborhoods are shown in orange.

In Milwaukee, they cover much of Bay View, the west side, and the northwest side. In total these neighborhoods saw a population decline of 14,000, or 6%. The suburbs of Brown Deer, River Hills, Bayside, Fox Point, West Allis, Hales Corners, and Greendale all followed this trajectory as well. The suburban population in stable decline neighborhoods fell by 3,000, or 2%.

The flip side of “stable decline” neighborhoods are the more unusual phenomenon of population growth thanks to increasing household size. Shown in light blue, these neighborhoods are mainly found on the south side of Milwaukee, with a few additional clusters on the north side. Generally, this reflects the presence of immigrant families with typically larger household sizes. Despite not adding more housing units, these neighborhoods increased their population by 9,000, or 8%, since 2000.

In the suburbs, this growth pattern is mostly limited to Whitefish Bay, which managed to slightly increase its average household size over the past 20 years, no doubt aided by the popularity of its school district.

Adding these three kinds of neighborhoods—building boom, stable decline, and family-size driven growth—yields a population growth of about 13,000 in the City of Milwaukee over the past two decades. But Milwaukee didn’t grow over that period. It shrank. The reason is the remaining category, “Depopulation,” shown in red.

These are tracts which experienced a dwindling number of households along with high and/or growing vacancies. In some places more than 1-in-5 housing units are vacant. All told, the population in these tracts fell by 32,000 (21%) since 2000. The population is declining because many households choose to leave when they can, and few people replace them. It’s easy to understand why. These are also the neighborhoods with the highest racial segregation, asthma-related emergency room visits, incidents of childhood lead poisoning, mass incarceration rates, absentee landlords, building code violations, etc.

Encouraging population growth in Milwaukee will require different strategies for each neighborhood type.

The current strategy of dense infill development in Milwaukee’s downtown is paying dividends. Wherever construction has boomed, demand is high and vacancy rates are low.

That style of growth is ill-suited to the “stable decline” neighborhoods where there are few empty lots appropriate for large-scale redevelopment. Finding ways to restore the historic population density in these neighborhoods will require creativity and regulatory reform. Zoning density standards need to be reformed—for instance, by removing the lot area per dwelling unit minimum requirement.

The city should allow the construction of accessory dwelling units by right. These are already common in Milwaukee (we call them “carriage houses”), but they are illegal to build today. Allowing people to replace their garages with small dwellings or to install “in-law” suites in their attics or basements is a key way to help popular neighborhoods like Bay View and Washington Heights maintain the population density essential to their historic, walkable commercial districts.

Immigration, and correspondingly high family sizes, have been a valuable source of growth in some neighborhoods. Milwaukee should do whatever it can to encourage and support immigrants, who have always been a key pillar of the city. But the level of immigration we receive is largely a function of national policies outside our control, and, in any case, neighborhoods with large families today are still trending towards a status of stable decline as household sizes predictably shrink.

Even if Milwaukee accomplishes all these things—developing new apartment buildings, densifying in-demand residential neighborhoods, and encouraging immigration—we will still probably shrink. The main driver of population loss in the city is depopulation in neighborhoods where decades of disinvestment has caused low quality of life. Solving this will take much more than real estate development; although, building quality affordable housing will certainly play a role.

Milwaukee has the potential to grow a lot. Within the city we have relatively affordable housing, compared to much of the country. We have adequate natural resources and basic infrastructure to support many more residents. And much of the city is already growing. Whether due to new construction or immigration, about 40% of the city’s residents already live in a neighborhood that grew over the last 20 years.

Currently, that success is limited to specific neighborhoods. Creating broad-based population growth will require building more towers where land is available, adding density in built-out neighborhoods that already have high demand, welcoming more immigrants, and—most critically—making the depopulating neighborhoods on the near north side attractive places for existing residents to stay.

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New MMAC Leader Says, “We’re Going to Fight for the Whole Community”

What does Dale Kooyenga like about Milwaukee?

The question came from a member of the audience at a program at Marquette Law School’s Eckstein Hall on Tuesday (April 25, 2023). The questioner said she assumed that Kooyenga didn’t like Milwaukee because he was formerly a Republican member of the Wisconsin legislature who lives in the Milwaukee suburb of Brookfield. The way Republicans in the legislature have butted heads with Milwaukee leaders, generally Democrats, is a long-standing dynamic of Wisconsin politics.

But Kooyenga answered empathically that he shouldn’t be counted as part of that, not when looking at his past record and especially not when looking at his new role as senior vice president of the Milwaukee Metropolitan Association of Commerce. Kooyenga is expected to succeed the long-time president of the MMAC, Tim Sheehy.

For one thing, Kooyenga said, his state Senate district in recent years included some parts of the city of Milwaukee, and he was proud to represent the full district. For another thing, Kooyenga said, ask former Milwaukee Mayor Tom Barrett if Kooyenga was someone who Milwaukee leaders could talk to.

But, more broadly, Kooyenga had to pause before answering what he  likes about Milwaukee because, as he put it, “it’s a long list.” Recreational opportunities, spectator sports, the ease of doing things, the life his family is able to live, the diverse people of the metropolitan area, and, simply, the friendly character of Milwaukee and Milwaukeeans. Kooyenga said he grew up in Chicago and came to the Milwaukee area initially to go to college. He assumed he’d move back to Chicago as soon as he could. But he quickly decided Milwaukee was a great place to live — and he hasn’t left.

Furthermore, he said, don’t peg him in his new role by his partisanship in the past. “We’re going to fight for the whole community. . . . That’s important to me,” he said. “The MMAC will do what’s in Milwaukee’s best interest.”

Kooyenga said that for years, the MMAC has based its programs on four goals for the Milwaukee area: livability, growth, talent, and equity. He said the organization will continue to pursue those goals.

He praised Milwaukee Mayor Cavalier Johnson and Milwaukee County Executive David Crowley for the effort they are putting into building relationships with state leaders in Madison, including Republican legislative leaders. Their work will pay “huge dividends,” he said. And allowing local sales taxes to support government in Milwaukee – an idea that Johnson, Crowley, the MMAC, and others are supporting — “has to happen.”   

Kooyenga’s spoke at the first session of a new program of the Law School’s Lubar Center for Public Policy Research and Civic Education. Called “Get to Know,” the programs will be hosted by Derek Mosley, the new director of the Lubar Center, and are intended to provide a somewhat informal chance to meet interesting people involved in Milwaukee and the rest of Wisconsin.

The conversation with Kooyenga, Mosley, and members of the audience may be viewed by clicking below.

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Tesla Wins First Trial Involving “Autopilot,” but More Serious Cases Loom

On April 21, Tesla was handed a victory in the first-ever trial involving Autopilot. The case provides an early glimpse into how efforts to hold Tesla liable for Autopilot crashes might fare with juries, and the press has called the trial a “bellwether” for others that are currently pending. Nevertheless, a close look at the facts indicates that plaintiffs might have more success in the future.

The plaintiff, Justine Hsu, was driving her Tesla in stop and go traffic on a surface street with a concrete median in Arcadia, California. She activated Autopilot, a suite of features that includes “traffic aware cruise control,” a system that automatically adjusts speed based on traffic conditions and that is, according to her complaint, popular among Tesla owners in heavy traffic. The car was driving about 20-30 miles per hour when it suddenly swerved off the road and into the median. At this point the car’s airbag deployed, shattering Hsu’s jaw and knocking out several of her teeth. (The airbag manufacturer was also a defendant in the case, and was also found not liable by the jury).

In a few ways, Hsu’s case represents a classic fact pattern involving Autopilot. On one hand, the system clearly did not function as it was designed to do. Autonomous vehicles should not suddenly swerve off the road, and yet in several cases Autopilot has done just that. One such case was the crash that killed Walter Huang, who was using Autopilot on his commute to work when his car veered off the highway and into a concrete barrier at more than 70 miles per hour. On a basic level, Hsu’s case was an effort to hold Tesla liable for this malfunction, and also for the misleading way Autopilot is marketed.

On the other hand, Hsu was using Autopilot in a setting where it was not supposed to be used.

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