Category: housing

  • California’s Green Bantustans

    One of the core barriers to economic prosperity in California is the price of housing. But it doesn’t have to be this way. Policies designed to stifle the ability to develop land are based on flawed premises. These policies prevail because they are backed by environmentalists, and, most importantly, because they have played into the agenda of crony capitalists, Wall Street financiers, and public sector unions. But while the elites have benefit, ordinary working families have been condemned to pay extreme prices in mortgages, property taxes, or rents, to live in confined, unhealthy, ultra high-density neighborhoods. It is reminiscent of apartheid South Africa, but instead of racial superiority as the supposed moral justification, environmentalism is the religion of the day. The result is identical.

    Earlier this month an economist writing for the American Enterprise Institute, Mark J. Perry, published a chart proving that over the past four years, more new homes were built in one city, Houston Texas, than in the entire state of California. We republished Perry’s article earlier this week, “California vs. Texas in one chart.” The population of greater Houston is 6.3 million people. The population of California is 38.4 million people. California, with six times as many people as Houston, built fewer homes.

    And when there’s a shortage, prices rise. The median home price in Houston is $184,000. The median price of a home in Los Angeles is $530,000, nearly three times as much as a home in Houston. The median price of a home in San Francisco is $843,000, nearly five times as much as home in Houston. What is the reason for this? There may be a shortage of homes, but there is no shortage of land in California, a state of 163,000 square miles containing vast expanses of open space. What happened?

    You can argue that San Francisco and Los Angeles are hemmed in by ocean and mountains, respectively, but that really doesn’t answer the question. In most cases, these cities can expand along endless freeway corridors to the north, south, and east, if not west, and new urban centers can arise along these corridors to attract jobs. But they don’t, and the reason for this are the so-called “smart growth” policies. In an interesting report entitled “America’s Emerging Housing Crisis,” Joel Kotkin calls this policy “urban containment.” And along with urban containment, comes downsizing. From another critic of smart growth/urban containment, economist Thomas Sowell, here’s a description of what downsizing means in the San Francisco Bay Area suburb Palo Alto:

    “The house is for sale at $1,498,000. It is a 1,010 square foot bungalow with two bedrooms, one bath and a garage. Although the announcement does not mention it, this bungalow is located near a commuter railroad line, with trains passing regularly throughout the day. The second house has 1,200 square feet and was listed for $1.3 million. Intense competition for the house drove the sale price to $1.7 million. The third, with 1,292 square feet (120 square meters) and built in 1895 is on the market for $2.3 million.”

    And as Sowell points out, there are vast rolling foothills immediately west of Palo Alto that are completely empty – the beneficiaries of urban containment.

    The reason for all of this ostensibly is to preserve open space. This is a worthy goal when kept in perspective. But in California, NO open space is considered immediately acceptable for development. There are hundreds of square miles of rolling foothills on the east slopes of the Mt. Hamilton range that are virtually empty. With reasonable freeway improvements, residents there could commute to points throughout the Silicon Valley in 30-60 minutes. But entrepreneurs have spent millions of dollars and decades of efforts to develop this land, and there is always a reason their projects are held up.

    The misanthropic cruelty of these polices can be illustrated by the following two photographs. The first one is from Soweto, a notorious shantytown that was once one of the most chilling warehouses for human beings in the world, during the era of apartheid in South Africa. The second one is from a suburb in North Sacramento. The scale is identical. Needless to say, the quality of the homes in Sacramento is better, but isn’t it telling that the environmentally enlightened planners in this California city didn’t think a homeowner needed any more dirt to call their own than the Afrikaners deigned to allocate to the oppressed blacks of South Africa?

    The Racist Bantustan

    201402_Soweto-500px


    Soweto, South Africa  –  40′ x 80′ lots, single family dwellings

    When you view these two studies in urban containment, consider what a person who wants to install a toilet, or add a window, or remodel their kitchen may have to go through, today in South Africa, vs. today in Sacramento. Rest assured the ability to improve one’s circumstances in Soweto would be a lot easier than in Sacramento. In Sacramento, just acquiring the permits would probably cost more time and money than doing the entire job in Soweto. And the price of these lovely, environmentally correct, smart-growth havens in Sacramento? According to Zillow, they are currently selling for right around $250,000, more than five times the median household income in that city.

    The Environmentalist Bantustan

    201402_Sacramento-500px


    Sacramento, California  –  40′ x 80′ lots, single family dwellings

    When you increase supply you lower prices, and homes are no exception. The idea that there isn’t enough land in California to develop abundant and competitively priced housing is preposterous. According to the American Farmland Trust, of California’s 163,000 square miles, there are 25,000 square miles of grazing land and 42,000 square miles of agricultural land; of that, 14,000 square miles are prime agricultural land. Think about this. You could put 10 million new residents into homes, four per household, on half-acre lots, and you would only consume 1,953 square miles. If you built those homes on the best prime agricultural land California’s got, you would only use up 14% of it. If you scattered those homes among all of California’s farmland and grazing land – which is far more likely – you would only use up 3% of it. Three percent loss of agricultural land, to allow ten million people to live on half-acre lots!

    And what of these lots in North Sacramento? What of these homes that cost a quarter-million each, five times the median household income? They sit thirteen per acre. Not even enough room in the yard for a trampoline.

    There is a reason to belabor these points, this simple algebra. Because the notion that we have to engage in urban containment is a cruel, entirely unfounded, self-serving lie. You may examine this question of development in any context you wish, and the lie remains intact. If there is an energy shortage, then develop California’s shale reserves. If fracking shale is unacceptable, then drill for natural gas in the Santa Barbara channel. If all fossil fuel is unacceptable, then build nuclear power stations in the geologically stable areas in California’s interior. If there is a water shortage, than build high dams. If high dams are forbidden, then develop aquifer storage to collect runoff. Or desalinate seawater off the Southern California coast. Or recycle sewage. Or let rice farmers sell their allotments. There are answers to every question.

    Environmentalists generate an avalanche of studies, however, that in effect demonize all development, everywhere. The values of environmentalism are important, but if it weren’t for the trillions to be made by trial lawyers, academic careerists, government bureaucrats and their union patrons, crony green capitalist oligarchs, and government pension fund managers and their partners in the hedge funds whose portfolio asset appreciation depends on artificially elevated prices, environmentalism would be reined in. If it weren’t for opportunists following this trillion dollar opportunity, environmentalist values would be kept in their proper perspective.

    The Californians who are hurt by urban containment are not the wealthy elites who find it comforting to believe and lucrative to propagate the enabling big lie. The victims are the underprivileged, the immigrants, the minority communities, retirees who collect Social Security, low wage earners and the disappearing middle class. Anyone who aspires to improve their circumstances can move to Houston and buy a home with relative ease, but in California, they have to struggle for shelter, endlessly, needlessly – contained and allegedly environmentally correct.

    Ed Ring is the executive director of the California Policy Center.

  • From Anecdotes to Data: Core & Suburban Growth Trends 2010-2013

    According to the Wall Street Journal, there are "Signs of a Suburban Comeback." This is a turnaround from the typical media coverage of US population estimates in recent years, which have more often than not heralded a "return to the cities" generally more rooted in anecdote than data.

    There were always at least two problems with the "return to the city" thesis. First of all, most people who live in the suburbs came from areas outside metropolitan areas and they couldn’t return to where they had never lived (see Cities and Suburbs: The Unexpected Truth). More importantly, in every year for which there is data, the net inward migration to suburbs has been far greater than to the core counties, which have nearly always had net outward migration (see Special Report: 2013 Metropolitan Area Population Estimates. Under these conditions, there could not have been net migration from the suburbs to the core municipalities.

    Historical Core Municipalities: The Differences

    I have classified historical core municipalities based on their extent of automobile oriented suburbanization (Figure 1). The break point is World War II, after which the great automobile suburbanization occurred in the United States. There had been automobile oriented suburbanization before 1940. During the 1920s, annual rates of suburban growth exceeded five percent in the 14 metropolitan areas with more than 500,000 population. The decade of the Great Depression (1930 to 1940) saw annual growth rates drop three quarters (Note). By the end of World War II, transit had seen its motorized urban travel market share restored to 35 percent, equal to early 1920s levels, a figure that has since fallen to under two percent. 

    Historical Core Municipalities: Improving Trends

    Even so, in recent years, the core municipalities have done better than in the past. The nightmare that occurred between 1970 and 1990 seems to be over in many places. This has made it feasible for an increase in core living by many Millennials and singles. However, even this has been exaggerated by anecdotal research that dominates the media. More than 80 percent of Millennials live outside the core municipalities, where they are less visible to the anecdote-driven media.

    On a percentage basis, the historical core municipalities of the 52 major metropolitan areas (more than 1,000,000 population) managed to grow 3.4 percent between 2010 and 2013, more than the suburban rate of 3.1 percent. This is probably the first time this has occurred in any three year period since the end of World War II.

    But the core municipalities now contain such a small share of major metropolitan area population that the suburbs have continued to add population at about three times the numbers of the core municipalities (Figure 2). Indeed, if the respective 2010-2013 annual growth rates were to prevail for the next century,  the core municipalities would house only 28.0 percent of the major metropolitan area population in 2113 (up from 26.4 percent in 2013).

    Despite the publicity to the contrary, only six core municipalities added more population than suburbs in the same metropolitan areas between 2010 and 2013. These were New York, San Antonio, Columbus, San Jose, Austin, and New Orleans, all except New York with substantial suburbanization within their city limits. The core municipalities did better in percentage gains, with 19 gaining faster than the suburbs, compared to 33 suburban areas growing faster than the core municipalities.

    Core Municipality Growth

    Most of the 2010 to 2013 core growth occurred in municipalities with a larger suburban component. The core municipalities that have little suburban development ("Pre-War & Non-Suburban") had 43 percent of the core population in 2010. Yet they attracted only 27 percent of the growth (Figure 3). The two other categories, which include large areas of functional suburbanization (low density and strong automobile orientation) attracted 73 percent of the core population (Figure 3). These include suburbanized pre-War core municipalities, such as Los Angeles, Seattle, and Atlanta. They also include cores that are nearly all suburban, with nearly all of their population growth having occurred during the great automobile suburbanization (such as Austin, Sacramento, Phoenix, and San Jose).

    Core Municipalities: Top Gainers

    New York led the core municipalities by adding 230,000 new residents between 2010 and 2013. This was 56 percent of the population growth among the "Pre-War & Non-Suburban” core municipalities. The core municipality accounted for 60 percent of the population growth in the metropolitan area. However, domestic migrants continued to move away from New York City. Core municipality losses were 215,000 from 2010 to 2013, while the suburbs, with more than 55 percent of the population, lost less than a third as many (70,000).

    Houston gained 96,000 new residents between 2010 and 2013, followed by Austin (95,000), Los Angeles (92,000), and San Antonio (82,000).  Houston, Los Angeles, and San Antonio each have large suburban areas within their city limits, while the core municipality of Austin is virtually all automobile-oriented. The sixth through 10th positions were taken by Phoenix, Dallas, San Jose, Denver, and San Diego, all with substantial suburbanization.

    The largest core municipality population gains were in Austin (12.0 percent), still recovering New Orleans (10.1 percent), Denver (8.3 percent), Washington (7.4 percent), and Orlando (6.1 percent). Seattle, Raleigh, Atlanta, San Antonio and San Jose rounded out the top ten. Among the 10 fastest growing core municipalities, all but Washington have large automobile-oriented suburban components.

    There was also bad news. Detroit continued its population slide, now down to 689,000 from its 1950 peak of 1,850,000. This 62.76 percent loss, however, is not the worst among major US core municipalities. St. Louis still holds that title, having fallen from 857,000 in 1950 to 318,000 in 2013, a loss of 62.84 percent. However, one more year of losses at the 2010-2013 rates will transfer this dubious title to Detroit.

    Suburban Areas: Top Gainers

    The largest suburban gains were in Dallas-Fort Worth (325,000), Houston (296,000), Washington (269,000), Miami (245,000) and Los Angeles (211,000). Atlanta, which had virtually set the world standard for suburbanization before the Great Financial Crisis, managed to re-emerge with the sixth fastest largest suburban increase (208,000).

    Measured on a percentage basis, Texas dominated the suburban gains. The suburbs of Houston added 7.8 percent to their population between 2010 and 2013. Austin added 7.7 percent, San Antonio added 6.6 percent, and Dallas-Fort Worth 6.2 percent. The only non-Texas entry in the top five was Raleigh, which, like Austin, posted a 7.7 percent increase.

    The metropolitan area and historical core municipality data is summarized in the Table.

    Table: Metropolitan Area & Historical Core Municipality Population: 2010-2013
    Metropolitan Area Historical Core Municipality
    Rank Metropolitan Area 2010 2013 % Change 2010 2013 % Change
    1 New York, NY-NJ-PA 19.566 19.950 2.0% 8.175 8.406 2.8%
    2 Los Angeles, CA 12.829 13.131 2.4% 3.793 3.884 2.4%
    3 Chicago, IL-IN-WI 9.461 9.537 0.8% 2.696 2.719 0.9%
    4 Dallas-Fort Worth, TX 6.426 6.811 6.0% 1.198 1.258 5.0%
    5 Houston, TX 5.920 6.313 6.6% 2.099 2.196 4.6%
    6 Philadelphia, PA-NJ-DE-MD 5.965 6.035 1.2% 1.526 1.553 1.8%
    7 Washington, DC-VA-MD-WV 5.636 5.950 5.6% 0.602 0.646 7.4%
    8 Miami, FL 5.565 5.828 4.7% 0.399 0.418 4.6%
    9 Atlanta, GA 5.287 5.523 4.5% 0.420 0.448 6.6%
    10 Boston, MA-NH 4.552 4.684 2.9% 0.618 0.646 4.6%
    11 San Francisco-Oakland, CA 4.335 4.516 4.2% 1.196 1.244 4.0%
    12 Phoenix, AZ 4.193 4.399 4.9% 1.446 1.513 4.7%
    13 Riverside-San Bernardino, CA 4.225 4.381 3.7% 0.210 0.214 1.8%
    14 Detroit,  MI 4.296 4.295 0.0% 0.714 0.689 -3.5%
    15 Seattle, WA 3.440 3.610 5.0% 0.609 0.652 7.2%
    16 Minneapolis-St. Paul, MN-WI 3.349 3.459 3.3% 0.668 0.695 4.1%
    17 San Diego, CA 3.095 3.211 3.7% 1.307 1.356 3.7%
    18 Tampa-St. Petersburg, FL 2.783 2.871 3.1% 0.336 0.353 5.1%
    19 St. Louis,, MO-IL 2.788 2.801 0.5% 0.319 0.318 -0.3%
    20 Baltimore, MD 2.711 2.771 2.2% 0.621 0.622 0.2%
    21 Denver, CO 2.543 2.697 6.1% 0.600 0.649 8.2%
    22 Pittsburgh, PA 2.356 2.361 0.2% 0.306 0.306 0.0%
    23 Charlotte, NC-SC 2.217 2.335 5.3% 0.787 0.823 4.5%
    24 Portland, OR-WA 2.226 2.315 4.0% 0.584 0.609 4.4%
    25 San Antonio, TX 2.143 2.278 6.3% 1.327 1.409 6.1%
    26 Orlando, FL 2.134 2.268 6.3% 0.238 0.255 7.2%
    27 Sacramento, CA 2.149 2.216 3.1% 0.466 0.480 2.8%
    28 Cincinnati, OH-KY-IN 2.115 2.137 1.1% 0.297 0.298 0.2%
    29 Cleveland, OH 2.077 2.065 -0.6% 0.397 0.390 -1.7%
    30 Kansas City, MO-KS 2.009 2.054 2.2% 0.460 0.467 1.6%
    31 Las Vegas, NV 1.951 2.028 3.9% 0.584 0.603 3.4%
    32 Columbus, OH 1.902 1.967 3.4% 0.787 0.823 4.5%
    33 Indianapolis. IN 1.888 1.954 3.5% 0.820 0.843 2.8%
    34 San Jose, CA 1.837 1.920 4.5% 0.946 0.999 5.6%
    35 Austin, TX 1.716 1.883 9.7% 0.790 0.885 12.0%
    36 Nashville, TN 1.671 1.758 5.2% 0.601 0.634 5.5%
    37 Virginia Beach-Norfolk, VA-NC 1.677 1.707 1.8% 0.243 0.246 1.4%
    38 Providence, RI-MA 1.601 1.604 0.2% 0.178 0.178 0.0%
    39 Milwaukee,WI 1.556 1.570 0.9% 0.595 0.599 0.7%
    40 Jacksonville, FL 1.346 1.395 3.6% 0.822 0.843 2.5%
    41 Memphis, TN-MS-AR 1.325 1.342 1.3% 0.647 0.653 1.0%
    42 Oklahoma City, OK 1.253 1.320 5.3% 0.580 0.611 5.3%
    43 Louisville, KY-IN 1.236 1.262 2.1% 0.597 0.610 2.1%
    44 Richmond, VA 1.208 1.246 3.1% 0.204 0.214 4.8%
    45 New Orleans. LA 1.190 1.241 4.3% 0.344 0.379 10.1%
    46 Hartford, CT 1.212 1.215 0.2% 0.125 0.125 0.2%
    47 Raleigh, NC 1.130 1.215 7.4% 0.404 0.432 6.9%
    48 Salt Lake City, UT 1.088 1.140 4.8% 0.186 0.191 2.5%
    49 Birmingham, AL 1.128 1.140 1.1% 0.212 0.212 -0.1%
    50 Buffalo, NY 1.136 1.134 -0.1% 0.261 0.259 -0.9%
    51 Rochester, NY 1.080 1.083 0.3% 0.211 0.210 -0.1%
    52 Grand Rapids, MI 0.989 1.017 2.8% 0.188 0.192 2.3%
    Total 169.512 174.942 3.2% 44.739 46.258 3.4%
    In Millions: Data from US Census Bureau

     

    Normalcy Knocks?

    Ken Johnson, the frequently quoted University of New Hampshire demographer told the Wall Street Journal, "The slowing growth in these urban cores and the increasing gains in the suburbs may be the first indication of a return to more traditional patterns of city-suburban growth." These patterns are of long standing. Nearly all urban population growth since World War II has been suburban, whether within or outside the core municipalities. It should not be surprising that suburban growth dropped during the second greatest economic decline in a century and has been slow to recover during the Great Recession and the Great Malaise that has followed. The one-quarter suburban growth rate drop was more modest than during the Great Depression, but still substantial. Should genuine prosperity return, it will likely be accompanied by a renewal of more robust suburban growth.

    Note: Core municipality growth also dropped in the 1930s, as the high rate of migration from rural to urban areas in the 1920s was interrupted due to the economic reversal.

    Wendell Cox is principal of Demographia, an international public policy and demographics firm. He is co-author of the “Demographia International Housing Affordability Survey” and author of “Demographia World Urban Areas” and “War on the Dream: How Anti-Sprawl Policy Threatens the Quality of Life.” He was appointed to three terms on the Los Angeles County Transportation Commission, where he served with the leading city and county leadership as the only non-elected member. He was appointed to the Amtrak Reform Council to fill the unexpired term of Governor Christine Todd Whitman and has served as a visiting professor at the Conservatoire National des Arts et Metiers, a national university in Paris.

  • Thinking About Housing in the Northwest

    With one of the most successful economies in the nation, the real estate news in the Pacific Northwest is positive and gives hope for a housing sector recovery, albeit at different rates in different markets. CNNMoney reports that from the third quarter in 2012 to the third quarter in 2013, the median home price in the Seattle-Bellevue and Everett area increased by 13.7%. The forecast for changes from the third quarter in 2013 to the third quarter in 2014 is another 5.2%. Tacoma’s (Pierce County) housing prices did not grow as quickly, with an increase of 9.3% from 2012 to 2013, but it is expected to witness a sharper increase in 2014, with a healthy 8.6% change from the third quarter of 2013 to 2014. 

    As rosy as the real estate picture is, we should also remember that in the second quarter of 2013, as housing values began to climb in both markets, median family incomes were already too low compared to median home prices. In Seattle, the ratio of median home prices to median family income was 4.7, and in Tacoma it was 3.6. That made Tacoma a relatively affordable city. However, an expected increase of 8.6% in home values, without a corresponding increase in median family incomes will not do much for its affordability.

    Without a major change in its employment structure that might lead to higher incomes for current and future residents of Tacoma, the differential in home prices could make Tacoma a residential destination for Seattle employees finding this city comparatively more affordable. Living half an hour from work, but paying significantly less for housing, is a great incentive, especially for young, single or double income, and childless families. For them, a two-bedroom condo with a view of Commencement Bay may do the job. For Tacoma residents whose median family income is about $20,000 less than their Seattle counterparts, rising home values may prove to be a challenge that cannot be easily overcome without a higher number of well-paying jobs that keep pace with rising home values.

    Regional patterns of housing affordability

    It is no longer news to anyone that most unaffordable cities rely on their less costly neighbors to house their working populations. The city of Los Angeles relies on the vast sprawl of its own suburbs and the Inland Empire. San Francisco does the same by having people commute from the larger urban region, all the way from the San Joaquin Valley.

    The relationship between Seattle and other cities in King and Pierce Counties already follows the same script. Morning commutes into Seattle and afternoon rush hour traffic heading out of Seattle do not require statistics. The numbers are felt by anyone driving during those hours. However, two maps will help paint a vivid picture of the regional urban dynamics created by the unholy triangle of housing market price differentials, economic development patterns, and the resulting spatial mismatch between home and work places. 

    Maps for median housing values and commuting patterns in King and Pierce Counties clearly show that a good number of people who work in unaffordable regions of King County (including Seattle) rely on more affordable housing elsewhere. As the map of commuting patterns illustrates, for Pierce County, this starts right at the county border, where housing prices are lower (compared to median household incomes). This has already turned certain portions of Pierce County into bedroom communities, feeding economic growth elsewhere. In other words, job-rich areas are resolving their housing problems by pushing their employed populations to other areas, where home prices are more affordable. However, will the growth of housing demand in areas outside employment centers translate to increased housing values in previously affordable regions and push long-time residents out of the housing market?

    To answer this question, we need to engage in a more detailed level of analysis.


    Micro-geographies of affordability

    In order to get a better sense of housing affordability patterns, we can rely on a simple indicator called median multiples (the ratio of median housing value to median household income). While this measure has its critics, it is easily understandable. The basic premise is that when median housing value exceeds median household income more than three fold, an area becomes unaffordable.

    A few years ago, Wendell Cox used this method to identify the least affordable cities in the nation. He used the following table to classify various cities in the U.S.:

    Demographia
    Housing Affordability Ratings

    Rating

    Median Multiple

    Severely Unaffordable

    5.1 & Over

    Seriously Unaffordable

    4.1 to 5.0

    Moderately Unaffordable

    3.1 to 4.0

    Affordable

    3.0 or Less

    Median Multiple: Median House Price divided by Median Household Income

     

    The map of median multiples for King and Pierce Counties reveals a pattern of housing affordability that indicates a looming problem as the housing market recovers. As of Census 2012, almost all Seattle and Bellevue areas were unaffordable, with median multiples exceeding 5. Comparatively speaking, Tacoma has had more affordable housing areas (with more census tracts with median multiples ranging from 3 to 4).  Between Tacoma and Seattle, areas such as Federal Way have more affordable housing for the income levels found there. Tacoma’s North East community, adjacent to Federal Way, has higher housing values matching residents’ income levels. Given the commuting patterns, this region is clearly home to many who work elsewhere, earn better incomes, and spend a smaller portion of it on their homes.


    In some areas, where median multiples exceed 5, current residents may have purchased their houses when prices were lower. In other words, at one point in time, the median multiple had a lower value. Under such conditions, residents have accumulated substantial equities, allowing them to sell in a more expensive market. However, the next group of occupants will need substantially higher incomes to afford these houses. With the potential arrival of a sellers’ market, any transition in the composition of homeowners will also coincide with a shift to higher socioeconomic status.  

    Given the overall housing affordability patterns, it is clear that with the looming hike in home prices, the last of the semi-affordable housing pockets in the region extending from Seattle to Tacoma could vanish quickly. Clearly, the well-paid employees in King County could choose to live in Pierce County, enjoy the views, but struggle with traffic up and down I-5. They could even benefit from a publicly funded transportation system. But this won’t resolve the growing traffic and the emerging spatial mismatch between housing and employment. At this point the entire urban region from Seattle to Tacoma should focus on job-housing balance, where the quantity and cost of housing are comparable to employment volume and average salaries paid. To be truly ‘green,’ decision makers need to think regionally. Passing housing or employment problems to neighboring cities is not the best approach to sustainability.

    As for Tacoma, like any other urban region on the fringes of a major metropolitan area, the city has a few options moving forward. First, it could act as a satellite city and build more houses for people who work in the larger urban region. Second, it could imagine itself as a major urban center with little interest in being a “second city.” In that case, it needs to focus on economic development, bringing more well-paying jobs that are suitable for its current and future residents, and build houses that are affordable for the types of incomes generated in the area. This strategy requires coordination between housing and economic development that reduces the spatial mismatch between housing and employment and improves the job-housing balance. This will help both housing and transportation conditions. That will also keep Tacoma affordable and make it unpretentiously ‘green.’

    The National Association of Home Builders ranks Tacoma 103rd for housing affordability on a list of 224 cities. Spokane ranks 62 and Seattle 202 on the same list. Tacoma should aspire to appear on the list of the top 50 most affordable cities by 2020, and be recognized for the quality of life and employment opportunities it offers to current and future residents.

    Ali Modarres is the Director of Urban Studies at University of Washington Tacoma.  He is a geographer and landscape architect, specializing in urban planning and policy. He has written extensively about social geography, transportation planning, and urban development issues in American cities.

  • Thomas Sowell Explains the Economics of Urban Containment (Smart Growth)

    Economist Thomas Sowell, who has taught at Cornell University and UCLA and has worked at the Urban Institute and the Hoover Institution at Stanford University summarizes the economics of the housing market in a recent article:

    "Anyone who has taken Economics 1 knows that preventing the supply from rising to meet the demand means that prices are going to rise. Housing is no exception."

    Sowell’s cites the high prices houses for sale in the San Francisco Bay area suburb of Palo Alto. Three catch his eye:

    About the first house, he says: “The house is for sale at $1,498,000. It is a 1,010 square foot (94 square meters, added by author) bungalow with two bedrooms, one bath and a garage. Although the announcement does not mention it, this bungalow is located near a commuter railroad line, with trains passing regularly throughout the day."

    The second house has 1,200 square feet (111 square meters) and was listed for $1.3 million. Intense competition for the house drove the sale price to $1.7 million.

    The third, with 1,292 square feet (120 square meters) and built in 1895 is on the market for $2.3 million.

    Sowell continues: "There are people who claim that astronomical housing prices in places like Palo Alto and San Francisco are due to a scarcity of land. But there is enough vacant land ("open space") on the other side of the 280 Freeway that goes past Palo Alto to build another Palo Alto or two — except for laws and policies that make that impossible. As in San Francisco and other parts of the country where housing prices skyrocketed after building homes was prohibited or severely restricted, this began in Palo Alto in the 1970s."

    As in Palo Alto, outrageous price increases began in the San Francisco Bay Area in the 1970s, and were the predictable outcome of urban containment policies (smart growth policies) that rationed land for development.

    House prices are three times as high relative to incomes in the Bay Area than they were before urban containment regulation began in the early 1970s. Among New World (US, Canada, Australia and New Zealand) major metropolitan areas, only Vancouver has higher house prices relative to incomes.

  • Special Report: America’s Emerging Housing Crisis

    This is the executive summary from a new report, America’s Emerging Housing Crisis, published by National Community Renaissance, and authored by Joel Kotkin and Wendell Cox. Download the report and the supplement report below.

    From the earliest settlement of the country, Americans have looked at their homes and apartments as critical elements of their own aspirations for a better life. In good times, when construction is strong, the opportunities for better, more spacious and congenial housing—whether for buyers or renters—tends to increase. But in harsher conditions, when there has been less new construction, people have been forced to accept overcrowded, overpriced and less desirable accommodations.

    Today, more than any time, arguably, since the Great Depression, the prospects for improved housing outcomes are dimming for both the American middle and working classes. Not only is ownership dropping to twenty-year lows, there is a growing gap between the amount of new housing being built and the growth of demand.

    Our still-youthful demographics are catching up with us. After a recession generated drought, household formation is again on the rise, notes a recent study by the Harvard Joint Center for Housing Studies. In some markets, there isn’t an adequate supply of affordable housing for the working and middle classes. Overall, according to the research firm Zelman and Associates, the country is building barely one-third the number needed to meet the growth in households. Overall inventories of homes for sale are at the lowest level in eight years.

    The groups most likely to be hurt by the shortfall in housing include young families, the poor and renters. These groups include a disproportionate share of minorities, who are more likely to have lower incomes than the population in general. This situation is particularly dire in those parts of the country, such as California, that have imposed strong restrictions on home construction. California’s elaborate regulatory framework and high fees imposed on both single- and multi-family `housing have made much of the state prohibitively expensive. Not surprisingly, the state leads the nation in people who` spend above 30 percent, as well as above 50 percent, of their income on rent.

    Sadly, the nascent recovery in housing could make this situation even more dire. California housing prices are already climbing far faster than the national average, despite little in the way of income growth. This situation could also affect the market for residential housing in other parts of the country, where supply and demand are increasingly out of whack.

    Ultimately, we need to develop a sense of urgency about the growing problem of providing adequate shelter. As a people we have done this many times — with the Homestead Act, and again, after the Second World War, with the creation of affordable “start-up” middle- and working class housing in places like Levittown (Long Island), Lakewood (Los Angeles), the Woodlands (Houston) and smaller subdivisions, as well as large scale cooperative apartment development in places like New York. Government policy should look at opportunities to create housing attractive to young families, which includes some intelligent planning around open space, parks and schools. It is important to ensure that a sufficient supply of affordable housing is allowed throughout metropolitan areas, for all income groups.

    Nothing speaks to the nature of the American future more than housing. If we fail to adequately house the current and future generations, we will be shortchanging our people, and creating the basis for growing impoverishment and poor social outcomes across the country.

    Joel Kotkin is executive editor of NewGeography.com and Distinguished Presidential Fellow in Urban Futures at Chapman University, and a member of the editorial board of the Orange County Register. He is author of The City: A Global History and The Next Hundred Million: America in 2050. His most recent study, The Rise of Postfamilialism, has been widely discussed and distributed internationally. He lives in Los Angeles, CA.

    Wendell Cox is principal of Demographia, an international public policy and demographics firm. He is co-author of the “Demographia International Housing Affordability Survey” and author of “Demographia World Urban Areas” and “War on the Dream: How Anti-Sprawl Policy Threatens the Quality of Life.” He was appointed to three terms on the Los Angeles County Transportation Commission, where he served with the leading city and county leadership as the only non-elected member. He was appointed to the Amtrak Reform Council to fill the unexpired term of Governor Christine Todd Whitman and has served as a visiting professor at the Conservatoire National des Arts et Metiers, a national university in Paris.

  • Should Middle Class Abandon the American Dream?

    Over the past few years, particularly since the bursting of the housing bubble, there have been increasing calls for middle-class Americans to “scale down” from their beloved private homes and seek a more constrained existence. Among these voices recently was Michael Milken, for whom I have worked and have enormous respect. He suggested Americans would be better off not buying homes and living smaller, for the sake of their own economic situations, families and the environment.

    To some extent, the Great Recession has done much to make downsizing a reality, just as Milken and others propose. Homeownership in America, which peaked in 2002 at nearly 70 percent, dropped, according to the U.S. Census Bureau, to 65 percent in 2013, the lowest level in 15 years. Some of this may be seen as correcting the excesses of the housing bubble, but the trajectory suggests – and many analysts agree – that ownership may continue to fall in years ahead.

    The question now is, do we want Americans to abandon homeownership, leave the less-crowded periphery for congested areas, adopting the chock-a-block lifestyle much as many of their grandparents did? This poses an easier proposition for the ultrarich, who already live far larger than the average American and whose biggest real estate worry more likely involves which pied a terre or country house they want to purchase next.

    This is very different than the reality of the average middle-class family, whose concerns are more prosaic, such as finding room for home offices, deciding how few bathrooms a family can accommodate without armed conflict and if it is even feasible to afford the close-in communities their betters want them to inhabit.

    Unable to play the stock game on the scale of gain like those who invest in private equity, hedge funds or venture capital, for the middle classes the home remains the one place where they can gain equity and, perhaps more importantly, some sense of autonomy. For many, it is the only large investment they can afford, since at least it provides a place to live and offsets the rent that they would have to pay otherwise.

    The recovery has been sweet for the rich, in large part because they have the extra money to invest in stocks. They have 24 percent of their wealth in homes, compared with 40 percent for middle-income families.

    And, since the rich can afford to send their kids to elite schools, where degrees increasingly are the last ones to produce much value at the high end of the job market, to such people, the investment in education urged by Milken may seem like a good bet. Investing more in conventional education, however, is no panacea for many middle-class and working-class families, whose kids are often saddled with debt and attend the second-tier schools whose returns on income are far less attractive, say, than those who can send their kids to Harvard.

    This is not to say that many larger homes seem foolhardy investments. But there are many legitimate reasons why people may need larger spaces. Among the most prominent is the growing tendency for people to work at home – most metro areas have far more telecommuters than transit commuters – as well as the increasing numbers of multigenerational households, which, after falling for decades, have risen from 12 percent of total households to 16 percent since 1980.

    The phenomena of some among the rich calling for the middle class to scale back represents one of the least-attractive aspects of the current gentry liberal ascendency. In one remarkable piece, Dave Zahniser, writing for the LA Weekly, went to the homes of L.A.’s “smart growth” advocates, most of whom want ever more density and multifamily apartments as opposed to houses. And where did they live? Almost all in large houses, often in gated communities, far from any bus line. Zahnhiser’s headline captured the hypocrisy: “Do what we say, not what we do.”

    Cloaked in sensible rhetoric, the current drive to discourage middle-class homeownership really represents a kind of class warfare, albeit unacknowledged, waged by wealthy people upon the middle class, who, the wealthy suggest, should live smaller even as they indulge ever-expanding luxury. Talk about adding insult to injury: Middle-income groups have fared far worse during the recovery than the rich or, in relative terms, the poor.

    Some advocacy for middle-class downsizing is brazenly self-interested. The Wall Streetadvocates of a “rentership” society see a great opportunity for profit as Americans are deprived of their aspirations by the weak economy. As the dream of some autonomy fades, more families are forced to become renters in apartments or houses that such hedge funds as Blackstone have collected from distressed former owners.

    In the process, a huge portion of the population is being transformed from property owners to renting serfs; money that might have gone to building a family nest egg ends up paying the mortgages for the investor class. In this neofeudalist landscape, landlords replace owner-occupants, perhaps for as long as the next generation.

    “There is the possibility that Wall Street and the banks and the affluent 1 percent stand to gain the most from this,” said Jack McCabe, a real estate consultant based in Deerfield Beach, Fla. “Meanwhile, lower-income Americans will lose their opportunity for the American Dream of building wealth through owning a home.”

    Other wealthy folks – notably some in Hollywood and Silicon Valley – also support a California planning regime that makes difficult the purchasing and construction of family-size homes, largely as a means to reducing the dreaded human “carbon footprint.” Yet they, too, are often unconsciously hypocritical, as many of them live in palatial houses, and often fly on private jets, one of the quickest ways to boost one’s carbon emissions. Google’s top executives, among the most reliable allies of the middle-class-destroying green and urban-planner lobby, famously have a fleet of planes based at San Jose Airport.

    Others, like the environment magazine Grist, embrace a more idealistic vision of a new generation that rarely owns and doesn’t embrace conventional ambitions. They see the current millennial generation, facing limited economic prospects and high housing prices, as “a hero generation,” rejecting the material trap of suburban living and work that engulfed their parents.

    This story originally appeared at The Orange County Register.

    Joel Kotkin is executive editor of NewGeography.com and Distinguished Presidential Fellow in Urban Futures at Chapman University, and a member of the editorial board of the Orange County Register. He is author of The City: A Global History and The Next Hundred Million: America in 2050. His most recent study, The Rise of Postfamilialism, has been widely discussed and distributed internationally. He lives in Los Angeles, CA.

  • Insights into Planning for the Future From Long Island

    Recently, Long Island-based Foggiest Idea launched an all-new feature called The Foggiest Five, which asks influential Long Islanders five questions regarding the future of the region. The first participant was Andrew Freleng, who serves as Suffolk County’s Chief Planner. Freleng’s experience and dedication to the field made for the perfect first featured guest.

    The Foggiest Idea was started in 2010 as a dedicated effort to make land use and development issues approachable and understandable to the general public. Since its creation, the site has been used by journalists, policymakers and residents in order to research and understand the issues that shape their community. The Foggiest Five serves to present different viewpoints and perspectives on development issues, while at the same time adhering to strict urban planning principles often forgotten in the name of simplifying the issues for quick consumption.

    The feedback to the feature has been positive, with the first round of answers by Suffolk County’s Chief Planner Andrew Freleng generating much discussion on the Nassau and Suffolk’s future. Freleng’s segment can be read here.

    What makes Freleng’s commentary so compelling is that despite his entrenchment in the milieu of Long Island’s development scene, his instinct for and adherence to following sound planning principles is not only intact, but heightened. The questions presented were simple:
    1. What is your favorite part of living on Long Island?
    2. What is our greatest regional challenge?
    3. What is an easy first step to solving this challenge?
    4. What has been the biggest change that you’ve seen on Long Island during the course of your career?
    5. What do you think Long Island will be like in 20 years?

    The answers reflected greater undertones that showed an underlying frustration with the way land use planning is conducted on Long Island, and a sense of optimism that we can always improve.

    What was most compelling about Freleng’s answers was that he touched upon many aspects of regional development now often ignored. Those engaged with the issues forget that development issues are complex, and cannot solely be captured by buzzwords or agendas.

    In recent years, the conversation regarding the future of America’s definitive suburb has been dominated by involved stakeholders, "advocates" and politicians. All of these groups have something to gain when it comes to the successful promotion of hard, aggressive solutions that push for infrastructure improvements and increasing density yield. To have developers dictating the terms and conditions of the regional debate on housing is akin to having Oil Barons from Texas singularly dictating energy policy – it just doesn’t make sense. On Long Island, it truly is a case of the foxes watching the hen house when it comes to urban development.

    Long Island, like so many other regions nationwide, is a victim of its own success. The rapid expansion of both Nassau and Suffolk overwhelmed the municipalities preference for home-rule community building, allowing development to run rampant on any vacant lot from Elmont to Riverhead with very limited regulation until it was proven necessary by groundwater studies. These federally funded studies, conducted in the late 1970s through mid-1980s, provided the scientific justification for the county to pursue its nationally trailblazing open space preservation efforts and employ stricter land use controls.  

    In recent years, the solution to high cost of living, lack of affordable housing and limited economic opportunity has been clustered development in various downtown centers across Long Island, a concept backed by valid planning principles. However, the excellence is in execution, with developers taking the once-valid planning terms "walkable", "sustainable" and "mixed-use", and using them to justify large increases of density without the appropriate infrastructure upgrades to support it – all in the name of Smart Growth that lately has been anything but.

    The lessons learned from Nassau and Suffolk Counties can be applied broadly across the United States. First and foremost, planning is a mixture of public education, participation, and implementation. The minute any one of these aspects are forgotten by the municipality or developer looking to increase their yield, the legitimacy of their endeavor is compromised. Nationwide, the smart growth movement has been used to justify anything from storefront apartments to roundabouts. What is needed is a focus that doesn’t dumb down the concepts, but rather, presents them in an approachable manner.

    Overall, Freleng’s responses capture two distinct needs that get lost in the zeal to build “smart growth mixed-use walkable communities” to “plug the brain drain”: the need for further utilization of Transfer of Development Rights (TDR) in conjunction with increased efforts to preserve open space. These important land use tools, paired with the proper use of home-rule authority that maintains the distinct “sense of place” that Freleng mentions in his favorite part of living on the Island, can help Long Island not only be fiscally and environmentally sustainable, but help the region grow in future decades.

    As Chief Planner for the County, Freleng has worked on a multitude of projects both large and small, allowing him a unique perspective to the issues that many don’t share. When asked what Long Island’s greatest regional challenge is, Freleng succinctly responded:

    “…to recognize that there is a carrying capacity/saturation population to our island.  In that respect, finding a model for sustained economic growth is a huge challenge.”

    It’s very telling for a planner to state that the greatest challenge we face as a region is admitting that we have limits. He did not say that we need more development, nor did he claim that more growth is needed to capture millennials, as countless others have said when asked the same question. Those answers would serve as the easy way out. Unfortunately, many opt for that path. Development and growth is needed, but in the right places, and offset by equal (if not more) preservation.

    Freleng chose to point out the fact that despite what stakeholders and others claim, our land use decisions are determined by environmental factors first and economic interests second. For Long Island to remain competitive in the coming decades, we must start planning for the needs of our environment, not doing so as an afterthought. To be blunt, we as an Island cannot build our way to a solution to many of our regional challenges.

    Often, I write that the key to planning is maintaining the balance between Long Island’s environment, economy and social equity. In recent years, the tone and pace of the conversation regarding our approach to critical regional issues has been determined by involved stakeholders (housing groups, environmentalists and builders), and invested policymakers more concerned about the election cycle and maintaining their fiefdoms.

    Despite the stacked odds, Long Island must always have prevailing sense of optimism. Freleng’s final response noted that the Long Island of the future will have room for all generations, which is an encouraging sign we may finally be able to diversify our housing stock. Suffolk County Government seems to be optimistic that the Island’s carrying capacity can be increased thanks to advanced wastewater treatment techniques and traffic congestion management, two key factors that limit the Island’s growth. Advances in both would help ease the burdens of growth, but sound planning now is necessary for both to be successful.

    Now, more than ever, we must properly lay the foundation for a stronger, sustainable Long Island. If we just throw density at the issue, we’ll have a whole host of other problems that are far more extensive and expensive to deal with.

    Richard Murdocco writes regularly on land use, planning and development issues for various publications. He has his BA in both Political Science and Urban Studies from Fordham University, and his MA in Public Policy from Stony Brook University, and studied planning under Dr. Lee Koppelman, Long Island’s veteran planner. You can follow Murdocco on Twitter @TheFoggiestIdea, Like The Foggiest Idea on Facebook, and read his collection of work on urban planning at TheFoggiestIdea.org.

  • The Economist Indicts Urban Containment “Fat Cats”

    "Free Exchange" in The Economist has come down strongly on the side of economics in a review of housing affordability.

    According to The Economist, the unusually high cost of housing in San Francisco (and other places) is principally the result of tight land use regulation, which makes it expensive or impossible to build. If "local regulations did not do much to discourage creation of new housing supply, then the market for San Francisco would be pretty competitive." Add to that Vancouver, Sydney, Melbourne, Toronto, Portland and a host of additional metropolitan areas, where urban containment policy has driven house prices well above the 3.0 median multiple indicated by historic market fundamentals.

    The Economist explains the issue in greater detail: "We therefore get highly restrictive building regulations. Tight supply limits mean that the gap between the marginal cost of a unit of San Francisco and the value to the marginal resident of San Francisco (and the market price of the unit) is enormous. That difference is pocketed by the rent-seeking NIMBYs of San Francisco. However altruistic they perceive their mission to be, the result is similar to what you’d get if fat cat industrialists lobbied the government to drive their competition out of business." (Our emphasis).

    Of course urban planning interests have long denied that that rationing land is associated with higher housing prices (read greater poverty and a lower standard of living). Nonetheless urban containment policies not only drive up the price of land, but do so even as they reduce the amount of land used for each new residence, driving prices per square foot of land up as well.

    The Economist notes that unless the direction is changed, housing policy will continue to be "an instrument of oligarchy. Who knows. But however one imagines this playing out, we should be clear about what is happening, and what its effects have been."

  • The New Downtown Los Angeles

    There was a time when downtown Los Angeles was the commercial center of Southern California. According to Robert Fogelson, writing in his classic Downtown: Its Rise and Fall (1880-1950)"nearly half" of Los Angeles residents went downtown every day in the middle 1920s. A time traveler from 1925 might think that to still be the case, with the concentration of tall buildings, and the frequent press reports about downtown’s resurgence.  

    Downtown LA got a late start with high-rises. Until the middle 1960s, there were few buildings exceeding the 13 story height limit repealed in 1958 by city of Los Angeles. The most important exception is City Hall, opened in 1928, which is 454 feet tall (137 meters). By 1989, the city’s tallest building, Library Tower (First Interstate Tower), had been opened, topping out at 1,018 feet (310 meters). The under-construction Wilshire-Grand Tower will soon rise 80 feet (25 meters) above Library Tower. From the flight path to Los Angeles International Airport (above) and many ground vistas, the vertical profile of downtown Los Angeles will continue to stand tall over the city.

    Yet, far less understood is that downtown has declined in metropolitan importance for decades. Now, downtown has only 2.4 percent of employment the metropolitan area (Los Angeles and Orange Counties).  Between the 2000 Census and the 2006-2010 American Community Survey, employment in the central business district dropped approximately five percent. At least four other employment areas, all freeway oriented with lower employment density, equal or exceed downtown’s employment (these include the Airport-El Segundo area and nameless employment areas straddling the Santa Ana Freeway in Los Angeles County, the Harbor and San Diego Freeways in the South Bay and the Costa Mesa Freeway in Orange County). More important still, approximately two-thirds the metropolitan area’s employment is not in a large employment area at all. This dispersion of employment is one reason why Los Angeles –despite its reputation for horrendous traffic – has the shortest one-way commute time of any world megacity for which there is data.

    Shifting Downtown

    Following World War II, the heart of downtown Los Angeles shifted west from Broadway, Hill and Spring Streets, leaving a large stock of quality commercial buildings vacant. This was well before the end of their useful lives, yet decades of disuse followed. Most of these buildings rose to the 13 floors height limit, though one, the 18 story United California Bank headquarters at 6th and Spring, was completed not long before its competitors hired moving vans to move west. Soon after, the United California Bank built the UCB Tower (now Aon Tower) on Hope Street, with 62 floors (1973), which at the time was the tallest building in the world outside New York and Chicago.

    Adaptive Reuse

    The UCB Building and many more on the now more residential east side of downtown been converted to apartments and condominiums under the city’s creative "adaptive reuse" ordinance, which facilitates conversions from office to residential use. According to the city of Los Angeles, the ordinance has facilitated conversion of downtown commercial space into more than 3,000 residential units. Another 7,000 are either under construction or being considered.  

    The conversion of office buildings to residential has spread to post war structures, such as the Mobil Oil Building (now the Pegasus Apartments). This building, on Flower Street, was one of the earliest examples of the more modern styles that were to proliferate throughout the downtown areas of the nation. The Signal Oil Building, also one of the first to exceed the 13 story limit has also become residential (1010 Wilshire). This building had been the subject of an unusual 1980s remodeling that enlarged the footprint and the floors, while materially changing the outside angles and the decor. Another nearby office building (1100 Wilshire) sat empty for two decades after construction, before being converted to residential use.

    The shift to residential makes sense given that most downtown office buildings are having difficulty filling their space. Downtown’s glutted office market is indicated by a 19.2 percent vacancy rate in the fourth quarter of 2013. This is better than such market laggards as downtown Detroit or downtown Dallas, both over 20 percent, but higher than the Los Angeles suburban office vacancy rate, at 15.9 percent. Downtown’s vacancy rate is also approximately double or more those of dynamic downtowns such as San Francisco, Boston, New York, and Houston, which are all under 10 percent (Figure 1).

    It appears likely that the Crocker Citizens Plaza, opened as the city’s tallest building in 1969 (42 floors), is slated for conversion to residential. After Crocker Bank moved to its new Crocker Center (now Wells Fargo Center) on Bunker Hill, Crocker Citizens Plaza became the AT&T Building. AT&T vacated the building and moved to the earlier 1960s Transamerica Building, which urban legend indicates was built well south of downtown because consultants convinced the developers that this would be the center of an even larger downtown. The Transamerica, now AT&T, is even more divorced from the commercial core than when it was built. By the time Crocker Citizens Plaza (now "611 Place") is converted to residential, it could be the third tallest mixed use building in downtown.

    The second tallest mixed use tower could well be the prestigious Library Tower, which stands half-empty. There are rumors that the new owners may convert a large part of the structure to condominiums and a hotel. No major office skyscraper has opened in downtown Los Angeles in the last 20 years. Nor will that change when the Wilshire Grand Tower is completed. Wilshire-Grand will only be partially an office tower and will include a hotel. Only 30 of the 73 floors will be offices. This is a climb-down from the original design, which included two buildings – a 60 story office tower and a 40 floor hotel and condominium project. The new building is little of an endorsement of downtown’s office demand.

    Transitioning from Adaptive Reuse?

    This conversions may be the tail end of trend. DT News reports that it has become more economical for many developers to construct new residential buildings, rather than to convert empty commercial buildings. As demand has increased, so have prices of existing buildings, which makes adaptive reuse   less attractive. Further, many of the structures on Broadway, which casual observation might indicate have potential for conversion, but the density of development may make offering enough natural light difficult for residences.

    Ups and Downs of Downtowns

    As employment has dispersed throughout the Los Angeles area, there has been less of a need for a central business district. Among the nation’s larger downtowns, only downtown Los Angeles has undertaken wholesale abandonment of its commercial core and built a new one. Perhaps this is, in part, because the 13-story height limit rendered the older buildings uneconomic for the second half of the 20th century.

    New York (Manhattan), south of 59th Street also has seen its ups and downs. But New York did not abandon large swaths of development, only to move elsewhere. Downtown Chicago expanded northward along Michigan Avenue, but little if any of the Loop was ever abandoned and it has undergone continuous renewal. The West Coast’s premium downtown areas, San Francisco and Seattle, have interspersed new development along with the old, and remain more important to their metropolitan areas than downtown Los Angeles, accounting for from four to six times its employment share (though still less than 15 percent). Even Houston, which most resembles Los Angeles in its post war downtown rebuild, managed its transformation without abandoning the historic core. And, at the same time, all are enjoying increasing residential demand, like downtown Los Angeles.

    Rising Demand

    Downtown interests are rightly proud of the rising residential population. This has occurred in many downtowns across the nation. Between 2000 and 2010, areas within 2 miles of City Hall gained 206,000 residents in the major metropolitan areas (over 1 million population). However, within in the next ring, from 2 to 5 miles from City Hall the decline in population more than compensated for the core gains (minus 272,000).

    The situation was the same in Los Angeles, where the Census Bureau reports that population within 2 miles of City Hall rose 12,000, while it declined 23,000 between 2 and 5 miles. The growth of downtown Los Angeles is impressive in part because it was stagnant for so many decades. In context, however, it is no "game-changer." Overall in the last decade all growth in the Los Angeles metropolitan area was outside the 5 mile ring, and 75 percent of that was more than 20 miles from City Hall (Figure 2).

    A New Species is Born

    It would be a mistake to characterize the emerging downtown Los Angeles as reasserting any economic primacy. Its former function is beyond revival. This was indicated by UCLA Anderson Forecast economist David Shulman, who indicated that he was "not bullish on Downtown Los Angeles." The report by public radio station KPCC continued:

    "That view runs counter to the impression that downtown L.A. is staging an urban comeback. But the resurgence is more about sports and entertainment venues, restaurants and bars, loft conversions, and hotels than it is about companies that need a lot of floors in tall buildings. Nightlife and streetscapes trump florescent light and cubicles."

    This refers to the new entertainment venues, such as the Staples Center, the Walt Disney Concert Hall and "LA Live," which may be joined by a new football stadium for a proposed National Football League franchise.

    The transformation of downtown Los Angeles is not so much a renaissance of a business core, but a shift into a new, and different, function. The new downtown serves a function similar to that of Wilshire Boulevard’s more heavily residential high-rise district. But it’s not likely to ever resemble the Upper East Side or Upper West Side in New York, not only because its residential base will remain  small, but because downtown is hardly an ascendant business center. Downtown’s recovery as a residential district – with a population roughly equivalent to the suburb of Diamond Bar – is indeed impressive, but its role as a vital urban economic center remains relatively small. 

    ——-

    Photo: Downtown Los Angeles toward the Hollywood Hills and the San Fernando Valley (by author)

    Wendell Cox is principal of Demographia, an international public policy and demographics firm. He is co-author of the "Demographia International Housing Affordability Survey" and author of "Demographia World Urban Areas" and "War on the Dream: How Anti-Sprawl Policy Threatens the Quality of Life." He was appointed to three terms on the Los Angeles County Transportation Commission, where he served with the leading city and county leadership as the only non-elected member. He was appointed to the Amtrak Reform Council to fill the unexpired term of Governor Christine Todd Whitman and has served as a visiting professor at the Conservatoire National des Arts et Metiers, a national university in Paris.

  • Focusing on People, Not Sprawl

    For seven decades urban planners have been seeking to force higher urban population densities through urban containment policies. The object is to combat "urban sprawl," which is the theological (or ideological) term applied to the organic phenomenon of urban expansion. This has come at considerable cost, as house prices have materially increased relative to incomes, which is to be expected from urban containment strategies that ration land (and thus raise its price, all things being equal).

    Smart Growth America is out with its second report that rates urban sprawl, with the highest scores indicating the least sprawl and the lowest scores indicating the most (Measuring Sprawl 2014).

    Metropolitan Areas and Metropolitan Divisions

    For the second time in a decade Smart Growth America has assigned a "sprawl" rating to what it calls metropolitan areas. I say "what it calls," because, as a decade ago, the new report classifies "metropolitan divisions" as metropolitan areas (Note 1). Metropolitan divisions are parts of metropolitan areas. This is not to suggest that a metropolitan division cannot have a sprawl index, but metropolitan divisions have no place in a ranking of metropolitan areas. Worse, metropolitan areas with metropolitan divisions were not rated (New York, Los Angeles, Chicago, Dallas-Fort Worth, Philadelphia, Washington, Miami, San Francisco, Detroit, and Seattle).

    This year’s highest rating among 50 major metropolitan areas (over 1,000,000 population) goes to part of the New York metropolitan area (the New York-White Plains-Wayne metropolitan division) at 203.36. The lowest rating (most sprawling) is in Atlanta, at 40.99. This contrasts with 2000, when the highest rating was in part of the New York metropolitan area (the New York PMSA), at 177.8, compared to the lowest, in the Riverside-San Bernardino PMSA portion of the since redefined Los Angeles metropolitan area, at 14.2. Boston is excluded due to insufficient data (Note 2)

    Rating Sprawl

    The sprawl ratings are interesting, though obviously I would have done them differently.

    Overall urban population density would seem to be a more reliable indicator (called urbanized areas in the United States, built-up urban areas in the United Kingdom, population centres in Canada, and urban areas just about everywhere else). For example, the Los Angeles metropolitan area (combining its two component metropolitan divisions), has an index indicating greater sprawl than Springfield, Illinois. Yet, the Los Angeles urban area population density is about four times that of Springfield (6,999 residents per square mile, compared to 1747 per square mile, approximately the same as bottom ranking Atlanta). The implication is that if Los Angeles were to replicate the individual ratings that make up its index, and covered (sprawled) over four times as much territory, it would be less sprawling than today.

    This case simply illustrates the fact that sprawl has never been well defined. Indeed, the world’s most dense major urban area, Dhaka (Bangladesh), with more than 15 times the urban density of Los Angeles and 65 times the urban density of Springfield, has been referred to in the planning literature as sprawling.

    Housing Affordability

    The principal problem with the report lies with its assertions regarding housing affordability. Measuring Sprawl 2014 notes that less sprawling areas have higher housing costs than more sprawling areas (Note 3). However, it concludes that the lower costs of transportation offset much more all of the difference. This conclusion arises from reliance the US Department of Housing and Urban Development (HUD) and US Department of Transportation (DOT) Location Affordability Index, which bases housing affordability for home owners on median current expenditures, not the current cost of buying the median priced home. Nearly two thirds of the nation’s households are home owners, and most aspire to be.

    HUD-DOT describes its purpose as follows:

    "The goal of the Location Affordability Portal is to provide the public with reliable, user-friendly data and resources on combined housing and transportation costs to help consumers, policymakers, and developers make more informed decisions about where to live, work, and invest." 

    Yet, a consumer relying on the Location Affordability Index could be seriously misled. The HUD-DOT index (Note 4) does not begin to tell the story to people seeking to purchase homes. The costs are simply out of pocket housing costs, regardless of whether the mortgage has been paid off and regardless of when the house was bought (urban containment markets have seen especially strong house price increases).An index including people who have no mortgage and people who have lower mortgage payments as a result of having purchased years ago cannot give reliable information to consumers in the market today.

    A household relying on this source of information would be greatly misled. For example, comparing Houston with San Jose, according to HUD-DOT, owned housing and transportation consume virtually the same share of the median household income in each of the two metropolitan areas. In Houston, 52.5 percent of income is required for housing and transportation, while the number is marginally higher than San Jose (52.9 percent).

    But the HUD-DOT numbers reflect nothing like the actual costs of housing in San Jose relative to Houston. The median price house in Houston was approximately $155,000, 2.8 times the median household income of $55,200 (this measure is called the median multiple) during the 2006-10 period used in calculating the HUD-DOT index. In San Jose, the median house price was approximately $675,000, 7.8 times the median household income of $86,300 (Figure 1).

    If the Location Affordability Index reflected the real cost for a prospective home owner (HUD-DOT costs including a market rate mortgage for the house), a considerable difference would emerge between San Jose and Houston. The combined San Jose Location Affordability Index for home owners would rise to 85 percent of median household income, a full 60 percent above the Houston figure, rather than the minimal difference of less than one percent indicated by HUD-DOE (Figure 2).

    Under-Estimating the Cost of Urban Containment

    There is a substantial difference between the HUD–DOT housing and transportation cost and the actual that would be paid by prospective buyers. Five selected urban containment markets indicate a substantially higher actual housing cost than reflected in the HUD–DOT figures. On the other hand, in the selected liberally regulated markets (or traditionally regulated markets), the HUD–DOE figure is much closer to the current cost of home ownership (Figure 3). This is a reflection of the greater stability (less volatility) of house prices in liberally regulated markets. Overall, based on data in the 50 major metropolitan areas, owned housing costs relative to incomes rise approximately 6 percent for each 10 percent increase in the sprawl index – that is, less sprawl is associated with higher house prices relative to incomes (Note 6).

    The increasing impacts of urban containment’s housing cost increases have been limited principally to households who have made recent purchases. The effect will become even more substantial in the years to come as the turnover of the more expensive housing stock continues.

    Granted, the 2006 to 2010 housing data includes part of the housing bubble and its higher house prices. However, house prices relative to incomes have returned to levels at or above that recorded during the period covered by Measuring Sprawl 2014 in "urban containment" markets, such as San Francisco, San Jose, Los Angeles, San Diego, Seattle, Portland, and Washington.

    Economic Mobility and Human Behavior

    Another assertion requires attention: economic mobility is greater in less sprawling metropolitan areas. The basis is research by Raj Chetty and Nathaniel Hendren of Harvard University and Patrick Kline and Emmanuel Saez of the University of California, Berkeley. However, the realities of domestic migration suggest caution with respect to the upward mobility conclusions, as is indicated in Distortions and Reality About Income Mobilityand in commentary by Columbia University urban planner David King.

    Virtually all urban history shows city growth to have occurred as people have moved to areas offering greater opportunity. Jobs, not fountains, theatres and art districts, drive nearly all the growth of cities. This means that there should be a strong relationship between the cities net domestic migration and the economic mobility conclusions of the research. The strongest examples show the opposite relationship.

    Domestic migration is strongly away from some metropolitan areas identified in the research as having the greatest upward income mobility also had substantial net domestic migration losses. For example, despite claims of high economic mobility New York, Los Angeles and the San Francisco Bay area, each lost approximately 10 percent of their population to net domestic migration in the 2000s. On the other hand, some metropolitan areas scoring the lowest in upward economic mobility drew substantial net domestic migration gains. For example, low economic mobility Charlotte and Atlanta gained 17 percent and 10 percent due to net domestic migration in the 2000s. Thus, the results of the economic research appear to be inconsistent with expected human behavior (Note 7).

    Sprawl: An Inappropriate Priority

    The new sprawl report is just another indication that urban planning policy has been elevated to a more prominent place than appropriate among domestic policy priorities. The usual justification for urban containment is a claimed sustainability imperative for its densification and anti-mobility policies. Yet, these policies are hugely expensive and thus ineffective at reducing greenhouse gas emissions, and thus have the potential to unduly retard economic growth (read "the standard of living and job creation"). Far more cost-effective alternatives are available, which principally rely on technology.

    There is a need to reverse this distortion of priorities. Little, if anything is more fundamental than improving the standard of living and reducing poverty (see Toward More Prosperous Cities). Housing is the largest element of household budgets and policies of that raise its relative costs necessarily reduce discretionary incomes (income left over after paying taxes and paying for basic necessities). There is no legitimate place in the public policy panoply for strategies that reduce discretionary incomes.

    London School of Economics Professor Paul Cheshire may have said it best, when he noted that urban containment policy is irreconcilable with housing affordability.

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    Note 1: The previous Smart Growth America report used primarily metropolitan statistical areas (PMSAs), which have been replaced by metropolitan divisions. The primary metropolitan statistical areas were also subsets of metropolitan areas (labor market areas). This is problem is best illustrated by the fact that the Jersey City PMSA, composed only of Hudson County, NJ, is approximately one mile across the Hudson River from Manhattan in New York. Manhattan is the world’s second largest central business district and frequent transit service connects the two. Obviously, Jersey City is a part of the New York metropolitan area (labor market area), not a separate labor market.

    Note 2: Because of incomplete data, Boston is not given a sprawl rating in Measuring Sprawl 2014. A different rating system in the previous edition resulted in a Boston rating among the least sprawling. Yet, the Boston metropolitan area is characterized by low density development. Outside a 10 mile radius from downtown, the population density within the urban area is slightly lower than that of Atlanta (same square miles of land area used).

    Note 3: Higher house prices relative to household incomes are more associated with policies to control urban sprawl (such as urban growth boundaries and other land rationing devices), than with the extent of sprawl. More compact (less sprawling) urban areas do not necessarily have materially higher house prices. For example, in 1970, the Los Angeles urban area was one of the most dense in the United States, yet it was within the historical affordability range (a median multiple of less than 3.0). The emergence of Los Angeles as the nation’s most dense urban area in the succeeding decades (and 30 percent increase in density) is largely the result of a change in urban area criteria. Through 1990, the building blocks of urban areas were municipalities, which meant that many square miles of San Gabriel Mountains wilderness were included, because it was in the city of Los Angeles. Starting in 2000, the building blocks or urban areas became census blocks, which are far smaller and thus exclude the large swaths of rural territory that were included before in some urban areas.

    Note 4: The transport costs from the Location Affordability Index are accepted for the purposes of this article.

    Note 5: The current purchase housing cost is based on the average price to income multiple over the period of 2006 to 2010, relative to the median household income (calculated from quarterly data from the Joint Center for Housing Studies of Harvard University, State of the Nation’s Housing 2011). It is assumed that the buyer would finance 90 percent of the house cost at the average 30 year fixed mortgage rate with points over the period. The 10 percent down payment is allocated annually in equal amounts over the 360 months (30 years). The final annual cost estimate is calculated by adding the monthly mortgage payment and down payment allocation to the median monthly housing cost in each metropolitan area for households without a mortgage.

    HUD-DOT uses the "selected monthly owner cost" from the American Community Survey (ACS) for its cost of home ownership. According to ACS, “Selected monthly owner costs are calculated from the sum of payment for mortgages, real estate taxes, various insurances, utilities, fuels, mobile home costs, and condominium fees."

    Note 6: This is based on a two-variable regression estimation (log-log) with the sprawl index as the independent variable and the substituted housing share of income as the dependent variable for the 50 largest metropolitan areas (excluding Boston), It is posited that most of the variation in housing costs is accounted for by variation in land costs. Other significant factors, such as construction costs and financing costs in this sample vary considerably less. A sprawl index for each metropolitan areas represented by metropolitan divisions (not provided in the sprawl report) is estimated by population weighting.

    Note 7: Another difficulty with that research is that it measured geographic economic mobility at age 30, well before people reach their peak earning level. This is likely to produce less than reliable results, since those who achieve the highest incomes as well as the most educated such as medical doctors and people with advanced degrees) are likely to have larger income increases after age 30 than other workers.

    Wendell Cox is principal of Demographia, an international public policy and demographics firm. He is co-author of the “Demographia International Housing Affordability Survey” and author of “Demographia World Urban Areas” and “War on the Dream: How Anti-Sprawl Policy Threatens the Quality of Life.” He was appointed to three terms on the Los Angeles County Transportation Commission, where he served with the leading city and county leadership as the only non-elected member. He was appointed to the Amtrak Reform Council to fill the unexpired term of Governor Christine Todd Whitman and has served as a visiting professor at the Conservatoire National des Arts et Metiers, a national university in Paris.

    Suburban neighborhood photo by Bigstock.