Jonathan Garland’s fascination with architecture started early: He spent much of his childhood designing Lego houses and gazing at Boston buildings on rides with his father away from their largely minority neighborhood. 

But when Garland looked around at his architectural college, he didn’t see many who looked like him. There were few black faces among students, and fewer teaching skills or giving lectures. 

“If you do something simple like Google ‘architects’ and you go to the images tab, you’re primarily going to see white males,” said Garland, 35, who’s worked at Boston and New York architectural firms. “That’s the image, that’s the brand, that’s the look of an architect.”

And that’s not uncommon in other lucrative fields, 50 years after the Reverend Martin Luther King, a leader in the fight for equal employment opportunities, was assassinated.

An Associated Press analysis of government data has found that black workers are chronically underrepresented compared with whites in high-salary jobs in technology, business, life sciences and engineering, among other areas. Instead, many black workers find jobs in low-wage, less prestigious fields where they’re overrepresented, such as food service or preparation, building maintenance and office work, the AP analysis found.

‘Other America’

In one of his final speeches, King described the “Other America,” where unemployment and underemployment created a “fatigue of despair” for African-Americans. Despite economic progress for blacks in areas such as incomes and graduation rates, some experts say many African-Americans remain part of this “Other America,” with little hope of attaining top professional jobs, thanks to systemic yet subtle racism.

The AP analysis found that a white worker had a far better chance than a black one of holding a job in the 11 categories with the highest median annual salaries, as listed by the Bureau of Labor Statistics. The ratio of white-to-black workers is about 10-to-1 in management, 8-to-1 in computers and mathematics, 12-to-1 in law and 7-to-1 in education — compared with a ratio of 5.5 white workers for every black one in all jobs nationally. The top five high-salary fields have a median income range of $65,000 to $100,000, compared with $36,000 for all occupations nationwide.

In Boston, a hub for technology and innovation and home to prestigious universities, white workers outnumber black ones by about 27-to-1 in computer- and mathematics-related professions, compared with the overall ratio of 9.5-to-1 for workers in the city. Overall, Boston’s ratio of white-to-black workers is wider than that of the nation in six of the top 10 high-income fields.

Boston, where King had deep ties, earning his doctorate and meeting his wife, has a history of racial discord. Eight years after King’s assassination, at the height of turbulent school desegregation, a Pulitzer Prize-winning photograph from an anti-busing rally at City Hall showed a white man attacking a black bystander with an American flag.

The young victim was Theodore Landsmark. He’s now 71, a lawyer, an architect and director of Northeastern University’s Dukakis Center for Urban and Regional Policy.

Why progress lags

He said “structural discrimination” is the overarching cause of disproportionate race representation in high-salary fields. Landsmark and others say gains are elusive for myriad reasons: Substandard schools in low-income neighborhoods. White-dominated office cliques. Boardrooms that prefer familiarity to diversity. Discriminatory hiring practices. Companies that claim a lack of qualified candidates but have no programs to train minority talent.

Some also say investors are more likely to support white startups. When Rica Elysee, a lifelong Boston resident who grew up in predominantly black neighborhoods, brought her idea of an online platform linking beauty professionals with customers for in-home appointments to investors, she was shunned, she said.

“They said I didn’t belong in the program, that they couldn’t identify with it because they weren’t black,” said Elysee, 32, who initially marketed BeautyLynk to black women like herself. “I remember crying pretty harshly. They couldn’t relate to what I was doing.”

Some even advised her to move out of Boston, which had a booming innovation economy but was “not encouraging minorities in the tech space,” she said. Three years later, Elysee said BeautyLynk is slowly growing but still needs capital.

Most American metro areas are like Boston, with AP’s analysis showing that racial disparities in employment are indifferent to geography and politics. California’s Silicon Valley struggles to achieve diversity in computer fields. In Seattle, home to Amazon, whites outnumber blacks nearly 28-to-1 in computer- and math-related fields. Financial powerhouse New York has a 3-to-1 ratio of white-to-black workers in all occupations, but nearly 6-to-1 in business and finance. Hollywood shows inequality in entertainment, with almost nine whites for every black worker.

In Atlanta, King’s hometown, the proportional representation of black-to-white workers is close to even in many fields. Many reasons are cited. Atlanta has historically black colleges and universities such as King’s alma mater, Morehouse; the first black mayor, Maynard Jackson, pressed for policies helping black professionals after his 1973 election; and events like the 1996 Olympics opened doors for entrepreneurs of all races.

Nationally, it’s much different

Atlanta is an exception. For nearly all of the past half-century, black unemployment nationally has hovered at about twice that of whites.

President Donald Trump touted on Twitter that December’s 6.8 percent unemployment rate for blacks was the lowest in 45 years — a number critics say ignores a greater reality. For example, in an economy that increasingly demands advanced degrees, Department of Education data show that black representation among graduates in science, tech, engineering and mathematics peaked at 9.9 percent in 2010 and has been slowly declining.

In Boston, Democratic Mayor Marty Walsh said in a recent speech that the city is addressing the issue and is committed to placing 20,000 low-income residents in “good-paying jobs” by 2022.

Landsmark said stronger role models may be a solution. As Boston Architectural College’s president, he mentored Garland. They discussed race issues in the professional world — as when Garland, trying to land jobs in his neighborhood, realized many people who looked like him were unfamiliar with the very concept of architecture. He once had to explain to a homeowner who wanted his roof reframed: “I’m not a builder, I’m an architect.”

Today, Garland speaks at high schools and works at the DREAM Collaborative, which focuses on projects in low-income neighborhoods.

“I know the barriers exist in other folks’ minds, and I have to disprove that,” he said. “I keep myself focused on the issues.”
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As the world’s population heads toward 10 billion by midcentury, experts are wrestling with how to feed the world without wrecking the planet. It’s not easy to find foods with lower environmental impact that still taste as good as the ones they are intended to replace. But chefs and environmentalists are both cheering one new menu item: the mushroom-blended burger. VOA’s Steve Baragona has more.
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Traditional handicrafts from Pakistan are exported to many countries around the world. One item that appears to be gaining in popularity are the country’s hand-made bamboo curtains. VOA’s Saman Khan has more in this report from Lahore, Pakistan, narrated by Sarah Zaman.
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A financially distraught yellow cab driver from Romania recently hanged himself in his New York garage, marking the fourth suicide among city taxi drivers in as many months. In the tragedy’s aftermath, members of New York’s taxicab drivers union are renewing their calls for a cap on the number of app-based for-hire vehicles, such as Uber and Lyft, which they say are driving workers of a once-thriving industry into the ground. VOA’s Ramon Taylor reports.
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The Trump administration is expected to announce that it will roll back automobile gas mileage and pollution standards that were a pillar in the Obama administration’s plans to combat climate change. 

It’s not clear whether the announcement will include a specific number, but current regulations from the Environmental Protection Agency require the fleet of new vehicles to get 36 miles per gallon in real-world driving by 2025. That’s about 10 mpg over the existing standard. 

Environmental groups, who predict increased greenhouse gas emissions and more gasoline consumption if the standards are relaxed, say the announcement could come Tuesday at a Virginia car dealership. EPA spokeswoman Liz Bowman said in an email Friday that the standards are still being reviewed.

Legal showdown

Any change is likely to set up a lengthy legal showdown with California, which currently has the power to set its own pollution and gas mileage standards and doesn’t want them to change. About a dozen other states follow California’s rules, and together they account for more than one-third of the vehicles sold in the US. Currently the federal and California standards are the same. 

Automakers have lobbied to revisit the requirements, saying they’ll have trouble reaching them because people are buying bigger vehicles due to low gas prices. They say the standards will cost the industry billions of dollars and raise vehicle prices due to the cost of developing technology needed to raise mileage. 

When the standards were first proposed, the government predicted that two-thirds of new vehicles sold would be cars, with the rest trucks and SUVs, said Gloria Bergquist, spokeswoman for the Alliance of Automobile Manufacturers. Now the reverse is true, she said.

Still, environmental groups say the standards save money at the pump, and the technology is available for the industry to comply. 

Health risk

They also say burning more gasoline will put people’s health at risk. 

“The American public overwhelmingly supports strong vehicle standards because they cut the cost of driving, reduce air pollution, and combat climate change,” said Luke Tonachel, director of the Natural Resources Defense Council’s Clean Vehicles and Fuels Project. 

The EPA and the National Highway Traffic Safety Administration are involved in setting the standards, which would cover the years 2022 through 2025. 

Some conservative groups are pressing EPA Administrator Scott Pruitt to revoke a waiver that allows California to set its own rules. They say California shouldn’t be allowed to set policy for the rest of the nation. Pruitt has publicly questioned the veracity of evidence complied by climate scientists, including those in his own agency, that global warming is overwhelmingly caused by man-made carbon emissions from burning fossil fuels.

If the waiver is revoked, California Attorney General Xavier Becerra says the state will resist. “What we’re doing to protect California’s environment isn’t just good for our communities — it’s good for the country,” he said in a statement. “We’re not looking to pick a fight with the Trump administration, but when they threaten our values, we’re ready.” 

Huge dilemma

Getting rid of the waiver or having two gas mileage and pollution requirements presents a huge dilemma for automakers: while they would like to avoid fines for failing to meet the standards, they also want the expense of building two versions of cars and trucks, one for the California-led states and another for the rest of the country.

Mark Reuss, a General Motors’ product development chief, said in a recent interview that he would rather have a single nationwide standard, even if it stays the same. He called two standards “just waste,” because they would require different vehicle equipment and costly additional engineering. “I want one good one,” he said. “I could focus all my engineers on one.”

Automakers agreed to the standards in 2012, but lobbied for and received a midterm review in 2018 to account for changes in market conditions. In the waning days of the Obama presidency, the EPA did the review and proclaimed that the standards have enough flexibility and the technology is available to meet them.

Changes would be years away

Janet McCabe, who was acting assistant EPA administrator under Obama when the review was done, said Friday it will take a couple years for the EPA to propose new rules, gather public comment and finalize any changes. Any rollback would likely bring legal challenges, forcing Pruitt’s EPA to defend the science behind the changes. 

“This would all take a long time,” said McCabe, now a senior fellow at the Environmental Law and Policy Center.

In the meantime, automakers have to proceed with plans for new cars and trucks under the current gas mileage requirements because it takes years to develop vehicles.
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A wider Sino-U.S. trade dispute would help export-reliant Vietnam compete against Chinese companies but put the country at risk of any global fallout, analysts say.

The numerous exporters in Vietnam that ship manufactured goods to the United States would save money compared with Chinese peers if not subject to American tariffs, said Dustin Daugherty, senior associate with business consultancy Dezan Shira & Associates in Ho Chi Minh City.

The U.S. government said this month it would develop a list of tariffs on up to $60 billion in Chinese imports. China has threatened to impose its own in response.

“Let’s say (the United States) went the more traditional route, tensions kept escalating and more tariffs are slapped on Chinese products,” Daugherty said. “In that case Vietnam’s export sector definitely benefits. We’re already seeing the U.S. being very warm to Vietnam and U.S. businesses keen on doing business with Vietnam.”

But Chinese firms hit by tariffs might flood Vietnam with raw materials for local manufacturing, while overall world market volatility caused by a Sino-U.S. trade dispute could hamper the country’s trade, said Carl Thayer, emeritus professor at the University of New South Wales in Australia.

​A tariff-free Vietnam scenario

Vietnamese exporters would save money compared to their Chinese peers if the U.S. government placed tariffs on Chinese firms alone without touching their cross-border supply chains, Daugherty said.

The government of U.S. President Donald Trump calls China unfair in its trade practices, the Office of the U.S. Trade Representative says on its website. China enjoys a $375 billion trade surplus with the United States.

Vietnam counts the United States as its top single-country export destination and it shipped $46.484 billion worth of goods to that market last year.

Vietnamese officials have carved out an investment environment since the 1980s that hinges on low costs for manufacturers. American-invested factories such as a Ford Motor plant and an Intel chip factory are among those active in Vietnam today.

Foreign investment contributed to exports worth $155.24 billion in 2017, financial services firm SSI Research in Hanoi says. Vietnam’s economy grew about 7 percent in the first quarter this year, it says.

Attractive investment

Vietnam would be a more attractive investment compared with China under higher U.S. tariffs, analysts say.

Some new investors might be formerly China-based firms hoping to flee the tariffs, said Song Seng Wun, an economist in the private banking unit of CIMB in Singapore.

China itself might offer Vietnam, along with other countries, preferential trade policies or infrastructure help to shore up trade ties, some believe. Stronger trade relations outside the United States would help China offset any tariff damage, Daugherty said.

This week China’s commerce minister pledged to relax trade rules affecting India.

​Specter of a broader trade war

U.S. import tariffs that hit China’s extensive cross-border supply chain would hurt Vietnam as a place that finishes Chinese goods for final export, Thayer said. It’s unclear whether Washington would tax Chinese firms alone or their wider supply networks.

Chinese firms already co-invest with Vietnamese partners, Song said, and supply chains for goods such as consumer electronics can net multiple countries, not just China.

More co-investment might follow if Vietnam can offer shelter from tariffs. But Sino-Vietnamese political tension over a maritime dispute risks giving Vietnamese firms a bad name at home if they work too extensively with Chinese partners.

“I would say there will be all kinds of repercussions and implications just because of the very integrated supply chain in the world these days,” Song said. “Take an Apple phone as an example. Parts from here and there are assembled in China.”

Steel, aluminum tariffs

U.S. steel and aluminum tariffs that took effect last week cover much of the world including China and Vietnam. Vietnam exported 380,000 tons of steel, worth $303 million, to the United States in 2017, domestic news website VnExpress International says.

Chinese firms hit by the range of tariffs being mulled now in Washington might boost sales to Vietnam, Thayer said. Chinese sellers of raw materials for Vietnamese exports could dump goods into Vietnam to keep up their own balance sheets as U.S. tariffs hurt them, he added.

Chinese sellers often have an economy of scale that lets them sell for less in Vietnam than local vendors do. Vietnam counts China as its top trading partner.

An escalation of Sino-U.S. trade tensions could also chill global markets or trade as a whole, some analysts fear. That fallout could slow global growth, he said.

“Disruption to trade shouldn’t affect Vietnam overall, but it’s the way the entire globe is reacting to this that I think could affect Vietnam,” he said. “Vietnam is overall heavily committed to global integration with a number of partners, so disruption along that way would have an effect.”
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