Category: Politics

  • Avoiding Expensive Municipal Mergers

    An article in The Wall Street Journal discussed attempts to merge local governments in Michigan. While efforts such as these gain wide support because of the belief that they will save money, there evidence shows the opposite.

    Government consolidations may seem to make all of the sense in the world academically. In practice, they cost more. There are no economies of scale in larger governments, except for spending interests. Voters have less influence in larger jurisdictions.

    A simple look at the evidence, rather than the theory, indicates this. Our analysis in five states shows it, and the differences are stark. Lower per capita spending and taxation at the local general government level is associated with smaller units of government.

    It is not therefore surprising that in Toronto, Hamilton and Ottawa there have been calls to "demerge" cities forcibly merged in the 1990s. In a debate in Toronto last October with a top transit official (a member of the left leaning National Democratic Party), we agreed on at least one thing — that Toronto’s amalgamation had been a mistake.

    Nor is it surprising that despite huge electoral barriers erected by the Charest government, a number of municipalities voted to demerge from the forcibly enlarged ville de Montreal in the early 2000s.

    For the most part, however, there is no going back. Mergers are forever. So are the higher taxes and higher spending.

    My commentary in Canada’s National Post  dealt with this issue on the 10th anniversary of the Toronto amalgamation.

  • Why I Don’t Live In Indianapolis

    It’s no secret that Indianapolis has been a huge focus of my blog over the years. One of the biggest criticisms I get here, especially when I ding some other city, is that I’m nothing more than a mindless booster for Indy. While I like to think I’ve given the city a lot of tough love over the years, it’s definitely true that I’ve had many, many good things to say, and I have no problem saying that I’m a big fan of the city overall.

    Why then, might one ask, don’t I actually live in Indianapolis?

    The answer is multifaceted, but without a doubt one key reason is that I simply can’t sign up to what the city is doing in its urban environment. Indy is going one direction, I’m going another. It’s as simple as that.

    Let me give you an example of what I’m talking about. The city recently announced a plan to subsidize a mixed used development on a parcel in the core of downtown, a project called “Block 400.” It would include apartments, retail, etc – all good. While the concept is great, the design is another matter. I could go into depth on the monotony of the structure and other matters, but what I want to show you instead is a parking garage that will house employees from One America insurance. Here was an initial rendering of the garage:

    It’s about as boring a garage as can be imagined. It’s on a prime block just steps from Monument Circle, but has no street level retail or other interest. It’s just a dead parking garage.

    Various folks took umbrage at this, so the developer decided to tack on some awnings, which got them approved by the city’s hearing examiner. Here’s their updated design:

    Let’s be honest: this isn’t a garage, it’s urban design garbage. And guess what? The city of Indianapolis itself is paying to build it.

    I don’t want to let the perfect be the enemy of the good. I can certainly understand that there are economic constraints, tradeoffs to be made, etc. And not every project can be a home run.

    But this isn’t unusual at all – this is standard operating procedure for Indianapolis. This is par for the course. This is just what Indianapolis builds. I cannot name another major city in the United States where the city’s own developer community (including Flaherty and Collins, the developer of this property), own architectural firms (including CSO Architects, who designed this) and own city government so consistently produce subpar development.

    I’m not exaggerating at all. And this isn’t even the worst offender. For example, here’s another downtown development that not only sucks out loud, but the state fire marshal condemned it and forced residents to move out:

    While I’ve named the names of the folks involved in the parking garage and they certainly deserve it, let’s not focus overly on them. This trend goes back a really long way, and is pervasive. The previous city administration, which was of a different political party, behaved no differently. Partially it’s a result of a lack of good urban history of the type that exists in other places. So there isn’t a good template ingrained in the city to follow.

    But ultimately, as I’ve written before, it’s a crisis of values.

    Indianapolis is the place where, as a rule, not good enough is more than good enough for most people, even community leadership.

    That’s why I don’t live there. Because that’s not good enough for me. I may not be perfect, but I aspire to more than mediocrity. I don’t expect any city to be perfect or all the way there yet. You can inspire people, including me, to join your army to take hamburger hill or to get behind the rock and push, if you provide a vision of what can be. That’s one reason people are planting their flag in Detroit. It’s the hope of the possible.

    But when it’s clear that the city itself – and I mean that in the broadest sense – has decided it wants to go march off in a different direction, it’s a lot harder to enlist in that army, no matter how much you might want to.

    Alas, it seems lots of people agree with me – on the actions if not the reasons – as Center Township (the urban core) lost another 24,000 people in the 2000s. They voted with their feet – just like tens of thousands of others have been continuously voting with their feet since 1950 – to go build a better life for themselves somewhere else.

    And in a decade where downtowns made strong residential comebacks, with young people streaming in to live in them, Indianapolis was an exception. Its downtown* added less than a 1000 residents, and their distribution suggests that almost all of that might be a result of jail population expansion. Even downtown Cleveland did better.

    I’m sure Indy’s boosters will be happy to talk about world class parts of downtown like Monument Circle, the Cultural Trail, Georgia St., etc. And these are legitimately first rate. Actually, that makes it worse. It shows that Indianapolis can compete with the best if it wants to, but most of the time it just doesn’t care to. It’s not ignorance. The city knows that to do, it just doesn’t want to do it.

    For some reason locals seem to think that doing it right should be reserved for a handful of special places and occasions. But the mark of at great city isn’t how it treats its special places – everybody does that right – but how it treats its ordinary ones. Indy is like the guy who thinks he can get away with wearing the same old dirty clothes fives days in a row and not taking showers, as long he slaps on a little top shelf cologne before he leaves the house. I’ve got news for you, people are going to notice.

    Indianapolis retains a very compelling regional story to tell. There are tons of reasons for people to come to or build a business in, metropolitan Indianapolis. But the real story there is mostly in the suburbs.

    Yet I believe even the urban core of this not very historically urban city could be compelling as well – if it wanted to be. Indianapolis has all the potential in the world. Indy is like the up and coming star at a company whose boss pulls him aside one day and says, “You’ve got all the potential in the world, but if you want to get that big promotion, you need to stop doing/start doing X, Y, or Z.” Anybody who has made it to the top was fortunately enough to have somebody give them one or more of those good kicks in the pants along the way.

    Indy, unfortunately, has heard the message many times before from many different people, and has elected not to do anything about it.

    Locals love to make excuses for why things can’t be better. F&C’s development director for the project said of the garage, “Some things aren’t achievable.” What is so different about Indianapolis that makes that true there but no where else? What miracle of economics allowed similar cities like Nashville or Cincinnati or Columbus to build many urbanistically correct new developments in those places while somehow it is impossible in Indianapolis? Maybe it’s time to recruit some out of town developers and architectural firms who have a different attitude towards the possible.

    I would encourage Indy’s leaders to take a short hour and a half drive to downtown Cincinnati and take a look around what’s there. Not the old buildings, but the new ones. Most of them are candidly quite bland architecturally, but from an urbanism perspective – and be sure to take someone with you know what’s what they are talking about on this so that they can point it all out – even the bottom quartile of new buildings in downtown Cincinnati beat most of the top 5% of what’s been build in downtown Indy.

    I’ve listened to various civic leaders of late talk about how rebuilding the urban core is now a big priority of the city. If that’s true, and business as usual has been leading to a catastrophic population collapse for some time, wouldn’t you think that you might, you know, try something different? Apparently not.

    When people in Indy want to do something, they can. That’s why they built an amazing franchise in events hosting, particularly sports. They understand what world class is there, they understand the competitive marketplace, and they do what it takes to succeed – including building world class venues, districts, and capabilities to make it happen. So why hasn’t it happened elsewhere?

    I was involved in a discussion about building a high tech industry in Indianapolis a few years ago. Someone boldly said that since Indy had been able to pull off building the sports cluster, it should be very capable of equally pulling off a high tech cluster to rival top hubs in the country. A friend of mine was very dubious about this, and said insightfully, “Sports succeeded because sports is consistent with the state of mind (i.e, the culture, values, and patterns of life) of Indiana. But high tech is more consistent with the state of mind of other places and not so much with Indiana.” Indianapolis is #1 in sports. And while it’s done well in some parts of tech, I don’t see how you could really rate it as more than the middle of the pack nationally on that.

    “State of mind” makes a big difference. That’s ultimately a question people ask themselves these days, whether it is a company and a prospective employee sizing each other up, a consultant and client, or a city and a prospective resident or business. The most important question is always, “Is there a cultural fit?”

    In an era where an ability to attract talent is perhaps the defining characteristic of urban success over the long term, Indy needs to ask itself the hard questions. How competitive is it? I’d have to say right now that it does a great job for people who want to live in a suburban environment like Carmel or Fishers. That’s very, very important and not to be minimized.

    But there are people out there that want more, who prefer different types of environments. Right now Indy is simply not very competitive in that market. And if it keeps on its current path, it never will be. Convince yourself otherwise by finding the exceptions to the rule and getting them to gush about how great things are. But the numbers don’t lie.

    Like that young up and coming employee who’s got the goods but has a few problem areas that will, if not fixed, hold him back, Indy needs to take a serious gut check about the things that hold it back – and an embrace of mediocrity and lack of seriousness in its approach to urban core development are chief among them.

    Ultimately as I said it’s a question a values. There’s nothing wrong with being happy about where you are. Most people don’t have that burning ambition to make it higher, nor a passion for excellence. In this competitive world a lax attitude will probably undermine your performance in the end, but if that’s what you want be, go for it. I won’t judge a place for that. Just don’t expect those who want better for themselves to sign up for it.

    In any choice a city makes, somebody is going to be unhappy. Any branding choice is, in a sense, a choice to exclude by focusing on something rather than something else. There’s nothing wrong with setting down a marker of what you’re going after – and being comfortable with fall out from that.

    Ultimately it’s not about me or any other specific individual. I’m under no illusion that I’m someone who is personally important to future of any city I might find myself. But it about people generally, and being able to attract enough of them – particular of those that are critical to the 21st century economy – to make the city successful and indeed sustainable over the long term.

    Just remember, talented, ambitious people – those with big dreams and hopes for themselves and their societies – want to live in a place where the civic aspiration matches their personal aspiration.

    What do you aspire to, Indianapolis?

    * Downtown defined as the area inside the inner freeway loop and the White River.

    Aaron M. Renn is an independent writer on urban affairs and the founder of Telestrian, a data analysis and mapping tool. He writes at The Urbanophile, where this piece originally appeared.

  • Swing State Geography: The I-4 Corridor

    Overheated presidential politics have done few favors to Florida, except to put 132 miles of hot asphalt on everyone’s lips:  Interstate 4.  Completed in the late 1960s, this interstate (in fact, the only interstate highway to be entirely contained within one state) is known by millions who have  visited there at least once on vacation.  But the social and political reality in the world  around Interstate 4 is little known outside of Central Florida.  Like Ypres, the Flemish town continually under assault during World War 1, I-4 will receive the brunt of both side’s forces.  It deserves to be known a bit for its quirky uniqueness,   even if, like Ypres, it will recede to obscurity once the election is over.

    America’s other single-digit interstate, I-5 in southern California, has such a singular personality that its users refer to it as “the five.” Not so I-4, although many users spit when they say it. With the third highest accident rate in the nation with 1.58 fatal accidents per mile 2004-2008 , Interstate 4 is notorious   for its congestion, dangerous drivers and bad karma. A section of it is even rumored to be haunted.

    I-4 begins rather inauspiciously in Tampa, at a highway interchange with I-275 that even the state Department of Transportation calls “malfunction junction.”   Tampa itself is a brew of German, Italian, Spanish, and Cuban immigrants largely supplanted in the 1980s by in-migration from other states. With a port poised to take advantage of Tampa’s proximity to the Panama Canal, Tampa, and its sister city, St. Petersburg, offer a fantastic coastal setting for urban development. 

    Unfortunately, the two cities now squabble eternally over what has recently been diminishing economic opportunity, often leaving their geography a large, low-grade commercial wasteland. With little to offer except beaches and waterfront real estate, Tampa and St. Pete struggle for their existence. Their airport,  considered the world’s best in the 1980s and 1990s, has been overtaken by newer, better facilities in Orlando, Denver, and other international cities, and like Tampa in general, it suffers as a has-been. No matter; Tampa’s feisty nightlife has turned Ybor City from a quaint, vacant historic district into a wet-zoned bar district that still houses the best music scene in Central Florida.

    Over the bay, St. Petersburg features lovely waterfront sidewalk life with delightful galleries and museums, but it remains “God’s waiting room” with shuffleboard courts and early bird specials at local diners. Beautiful older neighborhoods surround both downtowns, but the outer-ring growth that reaches out beyond these prewar suburbs seems unremarkable and bland. The area, once a diverse mix of blue-collar industry and office workers, has lost a lot of both.

    St. Petersburg is set in Pinellas County, a peninsula that reaches downward just as the San Francisco bay area’s peninsula reaches upward.  But as San Francisco took off  Pinellas did not.  Even the gulf coast of Pinellas County, with beautiful beaches, fails to reach its potential, housing gritty, second-rate motels and paint-peeled condos catering to vacationers unable to afford Sarasota further on down the shore.

    Downtown Tampa these days possesses the sad, romantic air of places once important but now in a state of vanished grandeur. The sidewalks are harsh, bricky, and hot; almost no one traverses the sun-grilled open space at noon. Vacant, boarded-up storefronts are prevalent, punctuated by sleazy, vacant eateries. Channelside, a redeveloped area between downtown and the historic district, has suffered the blight of new, cheesy-looking condominiums built over storefronts, awaiting the throngs of young singles seeking an urban lifestyle but never quite arriving. Channelside looks like an empty stage set, et, “for lease” signs flapping in the breeze.

    Beltways like Interstate 4 can be dividers or uniters, and this one is both and neither at the same time.  East of Tampa, it makes little difference which side of I-4 you reside on; north of Interstate 4 is Temple Terrace and the University of South Florida, and south of Interstate 4 lies Brandon, an unincorporated town. Interstate 4 presents no barrier between the two sides, with fluid movement suggesting that in this section, I-4 presents no obstacle or defining boundary.

    Further east, however, one encounters the city of Lakeland, hanging like a pendulous fruit just south of the freeway. There is a rather fascinating notion that Florida’s urban areas are all aspects of one very large, complex web of urban settlement  most of whom are net consumers, taking in more than they produce. Unlovely Lakeland, the agro-industrial capital of central Florida, is just the opposite. Rich with phosphate, one of Florida’s only natural resources, Lakeland mines and processes this mineral for fertilizer and soap additives. It sends the phosphate by truck and by rail to the Port of Tampa for export.  Lakeland also processes orange juice and a variety of Florida’s agricultural products, and has clusters of food-packaging industries to support this activity. Lakeland, in the heart of what locals call “Florida Cracker country”, works hard and is definitively blue collar.

    North of I-4, Lakeland quickly fades into suburbs and ranchlands. Here, one passes through the Green Swamp, a wetlands that remains undeveloped and remote. An aviation museum reminds you that you are in Central Florida indeed, but little else of man’s handiwork is evident until US 27, an old, pre-war highway that runs along a nice, high ridge which brought so many people to Florida before the interstates came.

    As a boundary, Interstate 4 here is still largely symbolic, with a truck-stop cluster of gas stations and fast-food restaurants that eke out a living. On either side, however, the population remains rural and at this juncture, US 27 unites both sides of I-4, negating its myth as a boundary between red and blue Florida. By now, the alert traveler may have noticed that he is trending more northerly than easterly, and indeed Interstate 4 is slowly turning one to the north into the fringes of greater Orlando.

    At one time, Interstate 4 had seasonally fluctuating traffic. In the late summer heat, one could hit stretches of I-4 where no other cars could be seen on the horizon. Today, however, it frequently slows to parking-lot crawl on the outskirts of Lake Buena Vista. For this is the pleasantly named region in which Disney resides, and I-4 straddles this region. On the left side is Walt Disney World.  On the right side, Celebration:  Disney’s tribute to high-design community living.  Both sides lie within the Reedy Creek Improvement District, a self-governing singularity cleverly established by Walt Disney to prevent annoying regulation.

    The first time one arrives to this section of I-4, no matter what age, is special.  Little things like the power line pole artfully shaped like a Mickey Mouse or the words “Magic Kingdom” on the big green signboards.  Here, I-4 is a conduit of anticipation, a rim from which one anxiously departs to plunge into  a fantasy world.

    Flipping conventional wisdom on its head, cosmopolitan Orange County is mainly to the north of I-4, while Osceola County to the south is pretty much…well, country, in a Silver Spurs Rodeo sort of way. Osceola County houses a great deal of the service industry that maintains the machines of tourism. It also contains a large immigrant population, and the mix has raised tensions in this region. Presidential politics must intimately understand the problems of this county, or risk alienation of its voters over gaffes.

    As I-4 finally turns due north you pass through an area once considered Orange County’s back door, the county jail, large sewage treatment facilities, and Lockheed Martin all sit, surrounded now by development pressures and the occasional stray theme park. Universal Studios is surrounded by residents so close they can hear the screams from the roller coasters in their back yards. Holy Land is isolated, crammed against I-4’s huge wall; and the spectacle of International Drive, one of the most interesting and unstudied urban conditions ever, is visible from much of I-4 as one trends northward towards downtown.

    After twisting and turning through more blah suburbia, I-4 finally ascends to an elevated, straight bridge and threads its way past downtown Orlando.  This is actually, when traffic is flowing, a terrific urban experience, especially at night. To the right, Orlando’s small collection of meek towers, marked by the Captain Crunch hat of a failed condominium; to the left, the Magic’s basketball arena.  This drive continues northward through Orlando’s mosaic of adjacent towns. Younger than Florida’s average population, and largely from somewhere else, this region seems to be perpetually seeking itself, but never quite finding it. The allure of New York and Chicago seem to pick off the best and the brightest, but these folks are always backfilled with newcomers. With the leftist firebrand Alan Grayson   counterbalanced by the Tea Party’s right wing voice, Daniel Webster, the area will be critical in  this election season.

    Past Orlando’s heat and light, Interstate 4 traverses one last stretch of Florida’s untamed wilds, the Tomoka wetlands. This is the stretch that is rumored to be haunted, for traffic fatalities seem more common than normal as one traverses through region here. Perhaps the proximity of Cassadega , home to many spiritualists, has something to do with it, or perhaps the vengeful souls from a graveyard  supposedly under the roadbed are to blame. Either way, one is relieved to see signs of civilization when one finally reaches the end of Interstate 4 as it tees into I-95 near Daytona, Florida.

    One of many cities trying to reinvent itself, Daytona’s allegiance to Nascar and motorcycles is legendary, but it has suffered heavy joblessness and unsettlement in this Millennial Depression. With its share of overbuilt beachfront condos, an unusually blighted amusement park in the center of town, and a restless, angry inner-city population, Daytona’s dire straits resembles, in some ways, Detroit or other hard-hit areas. 

    And so, Interstate 4 begins and ends. Like Ypres, it may come to represent the battleground of an ugly war. The front at one end of I-4, St. Petersburg, represents genteel poverty, at the other the angry poor are looking for answers. In the middle, Orlando has the two extremes of political viewpoints personified by real candidates with passionate followers. Interstate 4, in the Orlando area, was a recipient of a new congressional district, thanks to population growth that continues into the state. What this population growth brings, and how it changes the character of this interesting, complex corridor, will be revealed after the election in November.

    Richard Reep is an architect and artist who lives in Winter Park, Florida. His practice has centered around hospitality-driven mixed use, and he has contributed in various capacities to urban mixed-use projects, both nationally and internationally, for the last 25 years.

    Interstate 4 sign photo by Bigstockphoto.com.

  • The Uncertain Future of the California Bullet Train

    On July 18, at a site pregnant with symbolism — the future location of what HSR advocates hope will become San Francisco’s terminus of the state’s bullet train — California Gov. Jerry Brown signed a bill to fund construction of the first section of the high-speed line. Earlier in the day, Brown had traveled for a similar ceremony to Los Angeles, the other "bookend" of the project. The bill signing ceremonies followed the state Senate’s approval (by a single vote) earlier in the month of nearly $8 billion in state and federal money to build the initial section of the line in the Central Valley and to make  a series of  transportation infrastructure improvements in the LA and Bay Area. 

    According to sources at the California High Speed Rail Authority (CHSRA), the total infrastructure commitment now involves:

    *  $6 billion for construction of the first section of the high-speed line in the Central Valley ($2.7B of state HSR bonds and $3.3B of federal ARRA funds);

    *  $1.2 billion for electrification of Caltrain, the commuter rail line in the SF Peninsula (half from state HSR bonds and half from local funds);

    *  $1 billion for San Francisco’s Central Subway (of which $61M is in HSR "connectivity" funds and $930M in federal New Starts money);

    *  $1.5 billion in other connectivity improvements (BART car replacements, LA Metrolink upgrades, LA regional connector, grade separation improvements) funded by the remaining "connectivity" funds, which must be matched ; and

    *  $1 billion in other SoCal projects ($500M from state HSR funds which must be matched).

    As can be seen from the above summary, almost half the funding is for upgrades to conventional transit/commuter rail services in LA and the Bay Area. Much to the chagrin of high-speed purists, the project has morphed into a statewide transportation program much of which is totally unrelated to the high-speed rail initiative approved by the voters in Proposition 1A.

    Whether this shift in emphasis represents "a giant fraud perpetrated on the voters who passed Proposition 1A and voted for a true HSR system;" or whether this is a "victory for common sense, a decision that wisely places greater value on satisfying present-day needs than on promises and conjectures of distant-in-time benefits" depends on one’s point of view (both are direct quotes from our interviews.) While bullet train visionaries will view the "bookends" strategy as a betrayal of the original Prop 1A pledge, pragmatists will hail it as a prudent and realistic move to gain political support and a  hedge against  the uncertainties facing the high speed rail project. Just what obstacles confront the project in the months ahead can be gleaned from the discussion below.

    Obstacles and Uncertainties

    Despite the celebratory and self-congratulatory tone of the Governor’s speech, the project faces a number of impediments that could delay it for years if not put an end to it altogether. As a headline in a Wall Street Journal article put it, "For Now, the Bullet Train May Go Nowhere." (WSJ, July 8, 2012). The hurdles the project must overcome include:

    *   A major lawsuit asserting that the Central Valley line project as proposed and approved by the Legislature does not comply with various provisions of the enabling Proposition 1A. According to the plaintiffs, the deficiencies include:(1) no electrification, (2) lack of a "useable segment" (the 130 mile section in the Central Valley by itself is claimed not to satisfy the requirements of an operable segment); (3) lack of adequate committed funding; (4) trip times above the promised 2 hrs 40 min; (5) the need for an operating subsidy; (6) inability to meet the Federal requirement to complete project by September 2017; and (7) inability to meet the promise of a "one-seat ride" from LA to SF (the "blended" approach would require at least one transfer). (John Tos, Aaron Fukuda and County of Kings v. California High Speed Rail Authority). The suit is moving toward trial sometime in 2013.

    *   A lawsuit filed by the Madera County and the Madera and Merced County Farm Bureaus asking for a preliminary injunction to block rail construction in the Central Valley, slated to begin later this year. The suit asserts that the rail line would disrupt 1500 acres of fertile land by cutting off irrigation canals. Officials of the two bureaus say more than 500 farmers whose land lies in the path of the rail line plan to fight any attempts by the state to seize their properties by eminent domain. "It’s going to be a long battle for the Rail Authority," said executive director of the Merced County Farm Bureau. "There is going to be opposition every step of the way."

    *   Several lawsuits challenging the Program level EIR for the Bay-Area-to-Central-Valley section of the statewide project. A victory by the challengers of the Program EIR would "undo" the project level EIRs for the Central Valley construction project, according to Gary A Patton, an attorney who has been involved in the litigation.

    *   Several environmental lawsuits charging the HSR project with violations of the state environmental law (CEQUA) and the Endangered Species Act. The Governor, under pressure from environmentalists, has recently withdrawn his threat  to waive CEQUA requirements.

    *   The possibility of a legal challenge that Proposition 1A money is being used "unlawfully," i.e. for non-HSR projects, in the "bookend" areas.

    Any of the above actions could delay the issuance of the bonds and/or land acquisition, potentially delaying the start of construction and threatening the Authority’s ability to complete the Central Valley section by the federally imposed deadline of September 2017.

    When asked about the potential impact of litigation on the Authority’s schedule, Chairman Dan Richard observed that "simply filing a lawsuit does not means they will win, nor if they do win does it automatically mean injunctive relief." In other words, the litigation may or may not delay construction in the Central Valley. It’s California, so there will always be lawsuits," Richard added with a chuckle.

    The "Bookends" Approach 

    Chairman Richard’s approach is two-pronged. While supportive of the distant vision of linking the Southern and Northern portions of the state with a high-speed rail line, he sees a need to show signs of near-term service improvements in order to gain crucial political support of skeptical local officials and the public. The dollars spent on the "bookends" could have "an immediate and dramatic effect" he told us.

    Improving the metropolitan "bookends" of the system will make it possible to increase the speed of local commuter trains and thus bring immediate travel benefits to large segments of California’s urban population. Will Kempton, chief executive of the Orange County Transportation Authority (OCTA) and chairman of the Independent Peer Review Group advising the High Speed rail Authority agrees. It will be a good investment whether or not the overall $68 billion high-speed rail project ever gets completed, he said. Sensing a promise of new money, planning and transportation agencies in Southern California and the Bay Area have thrown their support to the Authority’s "bookend" strategy.

    The Long-Term Strategy

    As for implementing the high-speed rail project itself, Richard is convinced that its various pieces will eventually fall into place, one step at a time. "What we’re doing is building a high-speed rail line," he told us, "that will connect to the existing tracks and allow passenger-only service between the town of Madera (north of Fresno) and Bakersfield. It will cut significant time off the trip from Oakland/Sacramento to Bakersfield.. At the same time we will be upgrading Metrolink from LA/Union Station up to Palmdale and we have our sight set on the next phase, which is Bakersfield to Palmdale. Once that gap is closed, we’ll have an intercity rail line from LA to northern California, albeit one with a couple of transfers, but we think that is when private sector investment will come in and help upgrade the entire line to full high speed rail. Even our critics agree that if we get to Palmdale, everything changes. We’re not that far away, in terms of either miles or dollars. … Richard summed up, "We took great pains to make sure the investment is not stranded. The point is that we have an effective beachhead for a true advanced passenger rail system."

    Exactly how does the Authority propose to fund the $8-11B cost to close the gap from Bakersfield and the Central Valley to Palmdale and down to LA (assuming the project does not go over budget)? Richard remains serene and confident. "We will have about $4 billion of our bonds left," he said." They must be matched. We will be looking for federal funding, to be sure, arguing that this can help free up freight capacity, assist goods movement through the Central Valley and enhance the efficiency of ports. … We will also be pushing hard to look at other private sources…If all of that fails, we have the prospect of state cap-and-trade revenues."

    These are heroic assumptions. Future federal support is highly uncertain. Congress, by eliminating Title V of the Senate transportation bill (the National Rail System Preservation, Expansion and development Act of 2012) from the final version of the surface transportation reauthorization (MAP-21) and by denying Administration requests for high-speed rail funds three years in a row, could not have sent a clearer message that states should not count on continued congressional funding of high speed rail, Transportation Secretary Ray LaHood’s bluster notwithstanding ("We will not be dissuaded by the naysayers in Congress…High speed rail is alive and well in America…The Administration is keeping high-speed rail on track…") "The President’s high-speed rail program is "a vision disconnected from reality," members of the Democratic-controlled Senate Budget Committee lectured Secretary LaHood at a recent hearing.

    Private sector funding is equally problematic. "We see no evidence that private investors are taking serious interest in this project at this time," a financial consultant knowledgeable in public-private partnerships told us. As for cap-and-trade revenues, their use to bail out HSR is expected to meet with opposition from the state legislature, according to several sources.

    For the backers of high speed rail, the implications are grave. Absent further federal funds and absent private capital, the State will be obliged to seek a fresh infusion of public money as early as 2014 if it is to continue pursuing its $68 billion train project. Will California voters be willing to approve new bonds for this venture, given recent surveys indicating dwindling popular support? Can the Governor and the Authority keep the faith alive by dangling a vision of a bullet train that few voters (and politicians) can hope to see deployed in their lifetime? There is reason to be skeptical.

    Ken Orski has worked professionally in the field of transportation for over 30 years.

    CA route map by Wikipedia user CountZ.

  • Let L.A. Be L.A.

    Victor’s Restaurant, a nondescript coffee shop on a Hollywood side street, seems an odd place to meet for a movement challenging many of Los Angeles’s most powerful, well-heeled forces. Yet amid the uniformed service workers, budding actors, and retirees enjoying coffee and French toast, unlikely revolutionaries plot the next major battle over the city’s future. Driving their rebellion is a proposal from the L.A. planning department that would allow greater density in the heart of Hollywood, a scruffy district that includes swaths of classic California bungalows and charming 1930s-era garden apartments. The proposal—which calls for residential towers of 50 stories or more along Hollywood Boulevard, where no building currently tops 20 stories—has been approved unanimously by the city council and will now probably be challenged in court.

    That proposal isn’t the only densification plan making its way through city hall. Another is a “wholesale revision” of L.A.’s planning code that would strip single-family districts of their present status and approve the construction of rental units in backyards and of high-density housing close to what are now quiet residential neighborhoods. “We are going to remake what the city looks like,” Mayor Antonio Villaraigosa told the New York Times in March. Richard Abrams, a 40-year Hollywood resident and a leader of SaveHollywood.Org, puts it differently: “They want to turn this into something like East Germany. This is all part of an attempt to worsen the quality of life—to leave us without backyards and with monumental traffic.” The rebels gathered at Victor’s note that many of the density scheme’s most tenacious advocates, such as councilman and mayoral aspirant Eric Garcetti, live in leafy residential areas removed from the traffic nightmare that the new development would bring.

    Despite public outcry, Los Angeles’s political, labor, and real-estate elites almost unanimously support what Villaraigosa calls “elegant density,” pushing for the transformation of the city’s low-rise, multipolar, and moderate urban form into something more like vertical, transit-oriented New York. Dissenters from this view are often called “antiurban.” But to activists like Susan Swan, who leads the Hollywood Neighborhood Council, it’s really about letting L.A. remain L.A. As she notes, New York and Los Angeles have evolved in radically different ways. New York, particularly its urban core, was built largely before the automobile age. Manhattan and the surrounding boroughs are transit-dependent: 56 percent of commuters take public transportation. By contrast, L.A. remains overwhelmingly car-oriented, with only 11 percent of commuters using public transit, despite the $8 billion invested in rail lines over the past two decades. Los Angeles’s downtown is nowhere near as important as New York’s; just over 2 percent of L.A. metropolitan-area employment is downtown, compared with about 20 percent in greater New York. Instead of revolving around one mega-center, L.A. boasts commercial centers in each of its major neighborhoods, many of which are close to single-family homes and low-rise apartments.

    This dispersion creates an aesthetic rarely appreciated by density boosters, enabling residents to enjoy fully L.A.’s unique ambience—its superb Mediterranean climate, lush foliage, tall trees, and, most of all, magnificent light. Even when you walk down Hollywood Boulevard, what’s most striking is not the skyline but the steep hills, framed by palms, rising toward a clear blue sky. For a glimpse of the Hollywood imagined by Villaraigosa and his confederates, take a look at the much-reviled Hollywood and Highland Center, home of the Dolby Theatre, which hosts the Academy Awards. Instead of brilliant light and blue sky, visitors confront a boxy hulk that obscures the hillside views.

    Swan and other activists deny that opposing mass densification is synonymous with opposing development. With many nearly abandoned blocks and downscale businesses around its core, Hollywood certainly could use a face-lift. But local community activists want development to be congruent with the area’s architectural traditions. “There is real dismay in our community that the opportunity to make Hollywood a world-class destination is slipping away to these ‘Manhattanization’ fantasies,” says Swan, a retired bookbinder. “We have always said that we love Manhattan—in New York.”

    Demographics also make a mockery of the densification argument. With the exception of downtown, most of the central parts of Los Angeles have either stagnated or lost population over the last 20 years. Hollywood, for example, shrank from 213,000 residents in 1990 to 198,000 today. Within the last decade, Los Angeles County’s growth slowed to barely 3 percent—roughly one-fifth the rate that it enjoyed during the go-go 1980s, a period of extraordinary prosperity in the region. Yet Garcetti, Villaraigosa, and their allies continue to base their grands projets, as the French would call them, on outmoded assumptions of exploding economic and population growth. Particularly revealing is the experience of the Residences at W Hollywood, a luxury-condo project located a stone’s throw from the proposed new high-rise towers in Hollywood. According to recent reports, only 29 out of 143 units have sold since the project opened in May 2010, despite prices that have been slashed by more than half. The market, in short, is unwilling to embrace density here, “elegant” or otherwise.

    Yet the city keeps planning big, as though hordes of the well-heeled were eager to move to L.A. It has offered massive subsidies, accounting for nearly $640 million in tax breaks, to three hotel projects. Public bonds are also underwriting expansion of L.A.’s convention center and a new football stadium, which received unheard-of exemptions from state and local environmental laws even though the city currently has no football team. “Everything we are doing, like the mass build-out of transit and density, provides an excuse for creating things people don’t want,” says Cary Brazeman, founder and president of L.A. Neighbors, a citywide alliance of neighborhoods, and a candidate for city controller in 2013. “To build this city back, you have to approach things in ways that enhance the gloriousness of L.A. Sunshine, it’s transcendental. You take away the sun, hell, I’m leaving my condo.”

    Without backing from rent-seekers or unions, Brazeman’s campaign runs on a shoestring. His better-funded opponent, former police officer Dennis Zine, epitomizes L.A.’s dysfunctional political system, drawing both his generous police pension and a city council salary of $178,000, the highest in the nation. Though he represents a largely residential area in the San Fernando Valley, Zine has proved a reliable vote for the elaborate “incentives” that encourage large, often uneconomic, building and ever-greater spending on transit projects. A more serious challenge to the existing order could come from Zev Yaroslavsky, a member of the Los Angeles County Board of Supervisors. Yaroslavsky hasn’t declared his candidacy for mayor yet, but he is known to be skeptical of the proposed remake of L.A. The question is whether he’s too comfortable with the status quo to take on the “elegant density” agenda.

    For now, the best hope for Los Angeles resides with the activists who meet at Victor’s. They may not scare the political incumbents or the real-estate developers, but they do represent a motivated opposition to the effort to recast the city. “Los Angeles started because people want to live here,” Abrams says. “We are not a cut-rate New York and don’t want to be. The developers and the politicians want to take away all that makes us unique and get rid of us tomorrow. It won’t be so easy.”

    Joel Kotkin is executive editor of NewGeography.com and is a distinguished presidential fellow in urban futures at Chapman University, and contributing editor to the City Journal in New York. He is author of The City: A Global History. His newest book is The Next Hundred Million: America in 2050, released in February, 2010.

    This piece originally appeared in The City Journal.

  • Atlanta Resoundingly Rejects Transit Tax

    Atlanta area voters said "no" to a proposed $7 billion transportation tax that was promoted as a solution to the metropolitan area’s legendary traffic congestion, despite a campaign in which supporters outspent opponents by more than 500 to one.

    With 99 percent of the precincts reporting, the Atlanta Journal Constitution reported that the measure lost 63% to 37%. This 26% margin of loss was nearly three times the margin shown in most recent poll by the Journal-Constitution. Proponents had claimed on the weekend that the measure was "dead even" three days before the election.

    Proponents spent heavily on the campaign, with reports ranging up to $8.5 million in campaign donations, indicating a cost to contributors of more than $30 per vote. Opponents raised less than $15,000.

    The tax issue failed in all 10 counties. The defeats were modest in Fulton County (the core county, which includes most of the city of Atlanta) and DeKalb County (which contains the rest of Atlanta). Huge "no" vote margins were recorded in the largest suburban counties. In Gwinnett County, the no votes prevailed by a margin of 71% to 29%. In adjacent Cobb County, the margin was 69% to 31%.

    On election morning, the Atlanta-Journal Constitution featured opposing commentaries by regional planning agency (Atlanta Regional Commission) Chairman Tad Leithead and me. Chairman Leithead stressed the view that the tax would lead to reduced traffic congestion, job creation and economic development. My column stressed the view that the disproportionate spending on transit (53 percent of the money for one percent of the travel market) would not reduce traffic congestion.

  • Public School Parent Trigger Laws: Something’s Gotta Give

    In the mid-1950s, the McGuire Sisters’ version of Johnny Mercer’s song about what happens when an irresistible force meets an immovable object made it to number five on the record charts. Their prediction, that “Something’s Gotta Give,” provides an apt description of the outcome of today’s battle between the parents of Millennials who want more say in their children’s education and the teacher unions and school district administrators who refuse to give up a smidgeon of control over the public schools they run.

    One of the hottest battle fronts in the war between these two forces has been debates over whether to adopt “Parent Trigger” laws, similar to those passed in California in 2010. Such legislation empowers the majority of parents in any school district deemed to be “failing,” according to the federal No Child Left Behind standards, to essentially reconstitute the school according to parents’ desires either by turning it into a charter school or removing and replacing all current teachers and administrators.

    Since 2010, Texas, Mississippi, and Louisiana have passed similar legislation and it is up for debate in major industrial states such as Michigan, Pennsylvania and New York. In Florida, the idea came within one vote of passage in the State Senate thanks to the enthusiastic support of former Florida Republican Governor, Jeb Bush. At the same time, such Democratic stalwarts as Barack Obama’s Secretary of Education, Arne Duncan, and liberal Congressman George Miller (D-CA) have expressed their strong support for the concept. Most recently, the bi-partisan U.S. Conference of Mayors unanimously passed a resolution in support of Parent Trigger laws.  Los Angeles Mayor, Antonio Villaraigosa, chairman of both the Mayor’s Conference and the upcoming Democratic National Convention, led the charge for the resolution’s passage, aided by strong support from Democratic Mayors such as Michael Nutter of Philadelphia and Kevin Johnson of Sacramento.

    None of this has softened the resistance from teacher unions, historically a bulkwark of Democratic support. Often led by unreconstructed Boomer liberals from the 1960s, they see the law’s emphasis on parental prerogatives as the ultimate threat to their control of the classroom and educational budgets. In the most recent battle, unions were able to pressure Change.org, a for profit, grass roots website “staffed by some of the most talented progressive organizers in the country,”  to bar StudentsFirst, an advocacy group run by Democrat Michelle Rhee, the former Washington D.C. School Superintendent, that supports giving parents more control over the schools their children attend, from using its website.

    And when the chief press person for Parent Revolution, the non-profit that is the primary driver behind the adoption of Parent Trigger laws, was announced as the new education media spokesperson by Obama’s re-election campaign, teachers’ unions threatened to withhold their support of the president.

    In the long run, the implacable objections of the unions to parents having more say over the type of education their own children will fail. They will prove no match for the irresistible force of generational change that is already sweeping away existing institutional power structures in schools across the country.

    One of the distinguishing characteristics of Millennials, born 1982-2003, is the intense interest their parents take in every aspect of their children’s lives. This desire to constantly hover over their offspring earned parents of older Millennials (those now in their twenties) the sobriquet, “helicopter parents.” The younger half of the Millennial Generation, which  accounts for most elementary and all secondary school students today is primarily parented by members of the more entrepreneurial Generation X (born 1965-1981). These parents replaced their Boomer predecessors’ tendency to hover and talk with a desire to take action and change bottom-line results.

    Millennials are the largest, most diverse generation in American history, and many of them are now starting to have children of their own. When those children begin arriving in the nation’s schools, Millennial Generation parents will bring the same dedication that their own parents exhibited to making sure each school serves their child’s interests first.  As a result, it won’t be long before the same rights California, Mississippi, Texas, and Louisiana parents now have are given to every parent in the country. As Ben Austin, the founder of the Parent Revolution points out, “the old coalitions don’t apply here; it’s a cause that unites parents from upper-middle-class and working-class backgrounds—white, black, and Latino alike.”            

    The type of generational change America will experience over the next few decades   will drive the transformation of America’s educational institutions and overwhelm those who attempt to keep parents from deciding what kind of school their kids go to. When push comes to shove, something’s gotta give. And, in the end, that means that those who stand for the status quo in our nation’s schools will have to give up their traditional prerogatives and let parents choose the educational experience they think is best for their own children.  

    Morley Winograd and Michael D. Hais are co-authors of the newly published Millennial Momentum: How a New Generation is Remaking America and Millennial Makeover: MySpace, YouTube, and the Future of American Politics and fellows of NDN and the New Policy Institute.

    School bus photo by BigStockPhoto.com.

  • The Tribal Election: Barack Obama Turns to the Karl Rove Playbook

    Move over, Iraq. Tribal politics have arrived at home.

    It’s not like our tribes will arm themselves, but American politics is developing a disturbing resemblance to Mesopotamia’s ever-feuding Sunnis, Shiites, and Kurds as the 2012 election rapidly devolves into a power struggle between irreconcilable factions rather than a healthy debate among citizens.

    The blame here falls in large part on President Barack Obama, who after four years of economic lethargy needs to recast the election as anything other than what it naturally is: a referendum on the incumbent and the state of the nation.

    To turn the page, he has revived the kind of divisive 50 percent–plus–one politics Bush political guru Karl Rove successfully championed in 2004. As former George W. Bush strategist Mark McKinnon has observed, Obama is now following the same playbook used in 2004 against another Massachusetts faux blueblood, Sen. John Kerry. Like Obama, Bush was a polarizing president of meager accomplishments and modest popularity. And like Bush, Obama is hoping to rally his base and demonize his opponent to achieve a fairly comfortable reelection.

    To do that, Obama is offering an array of appeals based on tribal totems—gay marriage, contraception, cheap loans for kids, charges of racism by his opponents. Every “grand” statement is aimed at specific groups, either to offer them something or to show how Romney would threaten their interests.

    It’s a self-perpetuating dynamic: as he’s aimed his appeal at targeted groups to cobble together a winning coalition, he’s consistently lost ground with middle- and lower-income white Americans. That in turn compels him to double down on his appeals to single women, gays, youth, and minority voters—which in turn further alienates working and retired white voters.

    Obama’s gambit creates an election in which turnout and mobilization—a fittingly military concept—of the faithful may be more important than the art of persuasion. It also guarantees a very ugly campaign, filled with even more than its usual share of innuendos, smears, and outright lies aimed at enthusing his base or—particularly for the GOP—discouraging members of unfriendly tribes from showing up to vote.

    Obama starts off with natural advantages in the tribal sweepstakes. He’s black, he’s got a “creative class” university pedigree, and he’s hip and cool, not to mention the first post-boomer president. It’s a powerful base for an electoral win.

    While Romney‘s core tribe, the Mormons, constitute less than 2 percent of the nation’s population. That’s a lot less than the Alawites who have constituted the core of strongman Bashar al-Assad’s support in Syria. (Of course, part of why Obama needs to cobble together a more complicated coalition is that Romney can also count on winning most white voters, who last favored a Democratic candidate in 1964.)

    But Obama and his party have been playing the race card with the aplomb of a Jim Crow Democrat. Assaults on the president or his attorney general, Eric Holder, are immediately blamed on “racism” by groups like the Congressional Black Caucus and “leaders” like the Rev. Al Sharpton—who compared the investigation into the Fast and Furious gun-running case to the stop-and-frisk policies in urban police departments.

    This appeal to race makes sense with African-American unemployment at its worst level in more than three decades and enthusiasm for the first black president understandably diminished since 2008. Tribal politics help cover up economic failings, as the old Dixiecrats did by using racism as a screen for the then-backward condition of their region.

    More recently, Obama has also directed his tribal charm at Latinos. Hispanic families, according to the census, have done the worst of all groups in the recession, losing 66 percent of their household wealth. Unemployment in the group hovers near 11 percent, and more than 6 million Hispanic children live in poverty—exceeding for the first time the number of black children living in poverty.

    Despite those sobering numbers, Obama is favored among Latinos by better than 2 to 1. This is in part because of Mitt Romney’s pivot to a hardline immigration stance during the Republican primary, as well as Obama’s election-year decree effectively giving mass amnesty to a large number of undocumented youth. Obama’s policy conversion is a seminal triumph for Latino politics, marking the group’s ascension into the first rung of American tribes. For many Hispanics, this was seen as an issue of family as well as identity.

    Obama has also worked hard to cultivate culture and gender-oriented tribes. The most obvious example of special-interest pandering was his well-timed “evolution” favoring gay marriage. Perhaps more important in terms of votes, the president’s conflict with the Catholic Church over contraception could appeal to single women, who now constitute a critical part of his base. Recent polling shows single women opting for the president by as much as 2 to 1.

    Then finally there are the millennials. In 2008, Obama could count on both their votes and their enthusiasm. Now amid hard times—particularly for the “screwed generation”—he has to appeal by offering lower interest rates for student loans and expanded aid to education.

    Against these powerful alliance of tribes, what can ultra-white-bread Romney do in response? No doubt he can win the majority of white evangelicals—the largest tribe in the GOP base—but it’s hard to see how they will be much energized for a man whose religion is widely considered a cult among some prominent evangelical preachers. As late as this month, Romney still has to pour time and resources into what has been in recent years a solidly GOP bulwark. At the same time, his other natural “base,” high-income earners in the private sector, is simply not numerous enough to push him even near the electoral requisite.

    To counter Obama’s tribal strategy, Romney has to move the discussion away from issues of race, gender, or immigration to the economy and unemployment, which, according to Gallup, remains far and away the dominant issue—with three times more voters calling it their primary concern than those for all social issues combined.

    Perhaps the most inviting tribal group for Romney to contest is the “youth vote,” whose members of course shift dramatically every four years as voters age in and out of the cohort. The poor performance of the current economy has already blunted the once widespread youthful enthusiasm for Obama; in 2008 turnout reached 64 percent among young people, the highest in 16 years. This year the portion of 18- to 24-year-olds who say they’ll definitely vote has fallen to 47 percent, according to polls conducted by Harvard University’s Institute of Politics.

    Overall, Democrats’ support among millennial voters has dropped from 66 percent in 2008 to close to 54 percent in 2010. Part of this may be because a vast majority of millennials, like other Americans, rank the economy as by far their greatest concern. Obama is already trailing the GOP candidate among white millennials by more than 20 points.

    Due in large part to the heavy minority cohort among millennials, Obama still should win this group in November, but the margin may be somewhat lower and the vote totals much reduced due to rising apathy, something that was notable in the 2010 election. Perhaps more troubling for Democrats, in the critical Scott Walker recall race in Wisconsin, more than 45 percent of voters between 18 and 29 voted for the GOP governor, who had garnered barely 40 percent of their support in his first race against Democrat Tom Barrett two years earlier.

    Other tribes could also be targeted, particularly American-born Latinos, who constitute about half the Hispanic adult population. They have been hard-hit by the recession and, according to a recent University of Arkansas study, tend to be somewhat more hardline on border control than their foreign-born counterparts.

    And even after his amnesty move, Obama’s support among Hispanics is only 57 percent compared with 67 percent four years ago.

    Of course, there are dangers to an ugly tribal win. While Bush significantly moderated his policies in his second term, he received little credit for that shift from the half of the country he’d alienated in 2004 and during his first four years in office.

    Another politician who’s recognized the dangers of tribalism? Barack Obama, circa 2007:

    "You’ve got to break out of what I call the 50-plus-1 pattern of presidential politics, which means you have nasty primaries where everyone’s disheartened, then you divide the country 45 percent on one side, 45 percent on the other, 10 percent in middle, all of whom live in Florida and Ohio," Obama told the Concord Monitor.

    "Then maybe you eke out a victory of 50 plus one. [But] you can’t govern."

    Joel Kotkin is executive editor of NewGeography.com and is a distinguished presidential fellow in urban futures at Chapman University, and contributing editor to the City Journal in New York. He is author of The City: A Global History. His newest book is The Next Hundred Million: America in 2050, released in February, 2010.

    This piece originally appeared in The Daily Beast.

    Barack Obama photo by BigStockPhoto.com.

  • The New Geography Of Success In The U.S. And The Trap Of The ‘New Normal’

    This year’s presidential election is fast becoming an ode to diminished expectations. Neither candidate is advancing a reasonable refutation of the conventional wisdom that America is in the grips of a “new normal” — an era of low growth, persistently high unemployment and less upward mobility, particularly for the working class.

    Certainly recent economic news of slowing growth and job creation bolster the pessimists’ case. But Americans may face far better prospects than portrayed by our dueling presidential mediocrities. Let’s look at those states that have found their own way out of the “new normal,” in some cases reversing all the losses of the Great Recession and then some.

    The states that have added the most jobs since 2007 — Texas, North Dakota, Louisiana, Oklahoma and Alaska – are located in a vast energy and commodities corridor extending from the western Gulf to the northern tip of the Continent. New York and Washington, D.C., prime beneficiaries of monetary easing and a growing federal government, have also clawed back.

    But the big winners are in the central energy corridor. Since 2007, Texas has created almost five times as many jobs as New York; California is still down almost 900,000 jobs and Illinois is off close to 300,000.

    This should represent what Walter Russell Mead calls “a new geography of power,” the anointing of new places Americans and business go to find opportunity. One example: five of the six best cities for starting over in 2012, according to TheStreet.com, were in the Dakotas, Utah, Iowa and Nebraska.

    Why the energy and agriculture states? Since the onset of the new century, much of the sustained growth in the world has taken place not in the financial or information capitals, but in regions that produce basic commodities like energy and food. In the high-income world, the consistently best-performing countries since 2008 have also tended to be resource-rich ones such as Norway, Australia and Canada.Blue social policies work best when financed by petro-dollars and minerals sales.

    Domestic and European demand may fall in the next few years, but increasingly global commodity and energy markets are driven by the expanding needs of the major developing countries. This has helped keep energy prices high, particularly for oil. Being good at exploration and drilling has been more profitable than social media. Texas alone has added nearly 200,000 jobs in its oil and gas sector over the past decade and Oklahoma some 45,000. The Lone Star energy sector created twice as many jobs as exist in the software sector in San Jose and San Francisco combined. These jobs have been an outstanding driver of high-wage employment, with an average salary of upwards of $75,000, and located usually in less expensive areas.

    Choice plays an important part in the growth. The energy boom has supercharged the economies of the states that have welcomed this growth, including Texas, Oklahoma, Louisiana, North Dakota, Wyoming and Alaska. It has not been much help to New York and California, which are reluctant to crack rocks to extract even relatively cleaner carbon-based fuels like natural gas. In contrast, long-suffering Ohio and Pennsylvania, where there have been significant new finds of shale oil and gas, appear to have decided that Texas, not California, is the model for spurring growth.

    The energy-producing states can look forward to a bright future in the long run. U.S. oil and Canadian reserves now stand at over 2 trillion barrels and constitute more than three times the total estimated reserves of the Middle East and North Africa. Observers such as the New America Foundation’s Michael Lind believe that new discoveries, particularly of natural gas, mean that we might actually be living in an era of “peak renewables,” and at the onset of a “very long age of fossil fuels.”

    Growth of these sectors — along with construction and manufacturing — could prove critical to our beleaguered working class. There’s not much respect among the university-dominated pundit class for people who work with  their hands or have specific tangible  skills. Instead they need to lower their expectations and seek, as Slate recently suggested, to find work “in the service sector supporting America’s innovative class.”

    In this neo-Victorian society, the “new normal” means a society dominated by  “innovative” or “creative” masters and their chosen, lucky servants. Leave your job and family in the Midwest or Nevada to become a toenail painter in Silicon Valley, San Francisco or Boston. Besides losing any sense of one’s independence, it’s hard to see how a barber or gardener can live decently, particularly with a family, in such expensive places.

    This bleak reality may not inevitable, though. In many places construction employment is on the rise from its nadir in 2010. This recovery has been a nationwide phenomena but is, not surprisingly, most evident in growth states like Montana, Colorado, Indiana, Iowa, Nebraska, Tennessee and Utah.

    At the same time over the last two years the nation has added more than 400,000 manufacturing jobs, led by the industrial states hit hardest by the recession. Though these gains are small compared to the losses earlier in the decade, the growth is encouraging; automakers and other industries already are complaining about severe shortages of skilled labor. Maybe, after all, life as a dog-walker and hostel denizen in Palo Alto is not the best one can hope for if you can make enough to afford a nice suburban house outside Columbus or Detroit.

    The pundit class may be ready to write off the American dream but many Midwest states are working to restore it. Over the past two years Michigan and Ohio have experienced the biggest drop in unemployment of any states in the union; Michigan leads the way with a drop of almost five percentage points, while Ohio comes in second with a nearly three-point decline. Other key Great Lakes battlegrounds—Wisconsin, Indiana and arguably Missouri—have also seen two-point drops in their unemployment numbers.

    Why is this happening? A lot of it has to do with business-friendly state regimes. Unlike Illinois, increasingly the sad sack  of the Midwest, these states have cut taxes, worked to increase the availability of skill training and streamlined regulations. This has allowed them to take advantage of new opportunities.

    Improving the business climate represents the third critical element for overcoming the new normal. Most rundowns of the states with consistently favorable business and tax climates – as judged by executives — start with Texas, Utah and South Dakota. Many states that are recovering best from the recession, like Louisiana, Wisconsin, Florida, Ohio, Michigan and Arizona, all have been improving their rankings in business surveys over recent years.

    But this should not be seen as an exclusively red state phenomenon. Some blue states as well, notably Washington, have worked hard to keep taxes tolerable and have promoted a rapid expansion of their  industrial sector. Democratic-leaning Colorado, under the leadership of pragmatic Gov. John Hickenlooper, has also strived to main a good business climate and promote growth.

    What works, it appears, is not the mindless embrace of GOP or Democratic ideology, but a model that drives economic growth. It’s not rocket science: sensible regulation, moderate taxes and investments to spur job creation and productivity. “There is no Democratic or Republican way to sweep streets,” legendary New York City Mayor Fiorello LaGuardia once remarked and the same is true of economic growth.

    The stories of the successful states tell us the key to success lies  in promoting basic industries like energy, agriculture and manufacturing — which then create business service and high-skilled jobs — combined with a broad agenda favorable to entrepreneurs of all kinds. If only one of our presidential candidates would get the message.

    For more about how states are defying the "new normal," read the 2012 Enterprising States: Policies that Produce report, authored by Joel Kotkin and Praxis Strategy Group.

    Joel Kotkin is executive editor of NewGeography.com and is a distinguished presidential fellow in urban futures at Chapman University, and contributing editor to the City Journal in New York. He is author of The City: A Global History. His newest book is The Next Hundred Million: America in 2050, released in February, 2010.

    This piece originally appeared in Forbes.

    Auto manufacturing photo by BigStockPhoto.com.

  • Are Millennials the Screwed Generation?

    Today’s youth, both here and abroad, have been screwed by their parents’ fiscal profligacy and economic mismanagement. Neil Howe, a leading generational theorist, cites the “greed, shortsightedness, and blind partisanship” of the boomers, of whom he is one, for having “brought the global economy to its knees.”

    How has this generation been screwed? Let’s count the ways, starting with the economy. No generation has suffered more from the Great Recession than the young. Median net worth of people under 35, according to the U.S. Census, fell 37 percent between 2005 and 2010; those over 65 took only a 13 percent hit.

    The wealth gap today between younger and older Americans now stands as the widest on record. The median net worth of households headed by someone 65 or older is $170,494, 42 percent higher than in 1984, while the median net worth for younger-age households is $3,662, down 68 percent from a quarter century ago, according to an analysis by the Pew Research Center.

    The older generation, notes Pew, were “the beneficiaries of good timing” in everything from a strong economy to a long rise in housing prices. In contrast, quick prospects for improvement are dismal for the younger generation.

    One key reason: their indebted parents are not leaving their jobs, forcing younger people to put careers on hold. Since 2008 the percentage of the workforce under 25 has dropped 13.2 percent, according to the Bureau of Labor Statistics, while that of people over 55 has risen by 7.6 percent.

    “Employers are often replacing entry-level positions meant for graduates with people who have more experience because the pool of applicants is so much larger. Basically when unemployment goes up, it disenfranchises the younger generation because they are the least qualified,” observes Kyle Storms, a recent graduate from Chapman University in California.

    Overall the young suffer stubbornly high unemployment rates—and an even higher incidence of underemployment. The unemployment rate for people between 18 and 29 is 12 percent in the U.S., nearly 50 percent above the national average. That’s a far cry from the fearsome 50 percent rate seen in Spain or Greece, or the 35 percent in Italy and 22 percent in France and the U.K., but well above the 8 percent rate in Germany.

    The screwed generation also enters adulthood loaded down by a mountain of boomer- and senior-incurred debt—debt that spirals ever more out of control. The public debt constitutes a toxic legacy handed over to offspring who will have to pay it off in at least three ways: through higher taxes, less infrastructure and social spending, and, fatefully, the prospect of painfully slow growth for the foreseeable future.

    In the United States, the boomers’ bill has risen to about $50,000 a person. In Japan, the red ink for the next generation comes in at more than $95,000 a person. One nasty solution to pay for this growing debt is to tax workers and consumers. Both Germany and Japan, which appears about to double its VAT rate, have been exploring new taxes to pay for the pensions of the boomers.

    The huge public-employee pensions now driving many states and cities—most recently Stockton, Calif.—toward the netherworld of bankruptcy represent an extreme case of intergenerational transfer from young to old. It’s a thoroughly rigged boomer game, providing guaranteed generous benefits to older public workers while handing the financial upper echelon a “Wall Street boondoggle” (to quote analyst Walter Russell Mead).

    Then there is the debt that the millennials have incurred themselves. The average student, according to Forbes, already carries $12,700 in credit-card and other kinds of debt. Student loans have grown consistently over the last few decades to an average of $27,000 each. Nationwide in the U.S., tuition debt is close to $1 trillion.

    This debt often results from the advice of teachers, largely boomers, that only more education—for which costs have risen at twice the rate of inflation since 2000—could solve the long-term issues of the young. “Our generation decided to go to school and continue into even higher forms of education like master’s and Ph.D. programs, thinking this will give us an edge,” notes Lizzie Guerra, a recent graduate from San Francisco State. “However, we found ourselves incredibly educated but drowning in piles of student loans with a job market that still isn’t hiring.”

    More maddening still, the payback for this expensive education appears to be a chimera. Over 43 percent of recent graduates now working, according to a recent report by the Heldrich Center for Workforce Development, are at jobs that don’t require a college education. Some 16 percent of bartenders and almost the same percentage of parking attendants, notes Ohio State economics professor Richard Vedder, earned a bachelor’s degree or higher.

    “I work at the Gap and Pacific Pak Ice, two jobs that I don’t see myself working long term nor jobs that are specific to my major,” notes recent University of Washington graduate Marshel L. Renz. “I’ve been applying to five jobs a week and have gotten nothing but rejections.”

    Particularly hard hit are those from less prestigious schools or with majors in the humanities, notes a recent Pew study. Among 2011 law-school graduates, half could not find a job in the legal field nine months after finishing school. But it’s not just the lawyers and artists who are suffering. Overall the incomes earned by graduates have dropped over the last decade by 11 percent for men and 7.6 percent for women. No big surprise, then, that last year’s class suffered the highest level of stress on record, according to an annual survey of college freshmen taken over the past quarter century.

    The proliferation of graduate degrees also impacts those many Americans who don’t go (or haven’t yet gone) to college. High-school graduates now find themselves competing with college graduates for basic jobs in service businesses. Unemployment among 16- to 19-year-olds this summer is nearly 25 percent, while for high-school graduates between 2009 and 2011, only 16 percent have found full-time work, and 22 percent work part time.

    Once known for their optimism, many millennials are turning sour about the future. According to a Rutgers study, 56 percent of recent high-school graduates feel they would not be financially more successful than their parents; only 14 percent thought they’d do better. College education doesn’t seem to make a difference: 58 percent of recent graduates feel they won’t do as well as the previous generation. Only 16 percent thought they’d do better.

    This perception builds on the growing notion among economists that the new generation must lower its expectations. Since the financial panic of 2008, “the new normal” has become conventional wisdom. Coined by Mohamed El-Erian at Pimco, it’s been used to describe our world as one “of muted Western growth, high unemployment and relatively orderly delevering.”

    The libertarian Tyler Cowen, in his landmark work The Great Stagnation, makes many of the same points, claiming that the U.S. “frontier” has closed both technologically and in terms of human capital and resources. He maintains that we’ve already harvested “the low-hanging fruit” and that we now rest on a “technological plateau,” making any future economic progress difficult to achieve. Stagnation is not such a bad thing for people already established in college-campus jobs, think tanks, or powerful financial institutions. But it wipes out the hope for the new generation that they can achieve anything resembling the American Dream of their parents or even grandparents.

    Inevitably, young people are delaying their leap into adulthood. Nearly a third of people between 18 and 34 have put off marriage or having a baby due to the recession, and a quarter have moved back to their parents’ homes, according to a Pew study. These decisions have helped cut the birthrate by 11 percent by 2011, while the marriage rate slumped 6.8 percent. The baby-boom echo generation could propel historically fecund America toward the kind of demographic disaster already evident in parts of Europe and Japan.

    The worst effects of the “new normal” can be seen among noncollege graduates. Conservative analysts such as Charles Murray point out the deterioration of family life—as measured by illegitimacy and low marriage rates—among working-class whites; among white American women with only a high-school education, 44 percent of births are out of wedlock, up from 6 percent in 1970. With incomes dropping and higher unemployment, Murray predicts the emergence of a growing “white underclass” in the coming decade.

    The prospect of downward mobility is most evident in recent discussions about the future of the housing market. Since World War II the expectation of each generation was to own property, preferably a single-family house. The large majority of boomers became homeowners during the Reagan-Clinton era. Yet it is increasingly fashionable to insist this “dream” must be expunged. If millennials ever move out of their parents’ house, they will live in apartments they don’t own. There’s a lot of talk about a “generation rent” replacing a primarily suburban ownership society with a new caste of city-dwelling renters. “I’m hoping that the millennial generation doesn’t set its sights on homeownership as a benchmark of economic stability,” sociologist Katherine Newman suggests, “because it’s going to be out of reach for so many of them.”

    No doubt the prospects for homeownership will be tough in the years ahead. But it’s delusional to believe millennials don’t desire the same things as previous generations, note generational chroniclers Morley Winograd and Mike Hais. Survey research finds that 84 percent of 18- to 34-year-olds who are currently renting say that they intend to buy a home even if they can’t currently afford to do so; 64 percent said it was “very important” to have an opportunity to own their own home.

    And where do millennials see their dream house? According to research at Frank Magid Associates, 43 percent describe suburbs as their “ideal place to live,” compared with just 31 percent of older generations. Even though big cities are often preferred among college graduates in their 20s, only 17 percent of millennials say they want to settle permanently in one. This was the same percentage of members of this generation who expressed a preference for living in rural or small-town America.

    So far, the Great Recession has driven young people around the high-income world to the left. Generations growing up in recessions appear more amenable to arguments for government-mandated income redistribution. And since so few young people pay much in the way of taxes, they are less affronted by the prospect of forking over than older voters, who do. This left-leaning tendency has been on display in recent European elections. In France, 57 percent voters 18 to 24 supported the Socialist François Hollande, one of the reasons why the conservative Nicolas Sarkozy lost. Similarly, 37 percent of those in that age category voted for Syrizia, the far-left party in Greece.

    But Winograd and Hais—and Democratic strategist Ruy Teixeira—say it’s not just economics working for the Democrats. Social issues such as gay marriage, women’s rights, and immigration—a large proportion of millennials are children of newcomers—tend to drive younger voters toward the Democrats. Half of millennials, for example, favor gay marriage, compared with a third of boomers, and some predict the Republican embrace of draconian social conservatism will serve to harden the Democratic tilt of millennials for the foreseeable future.

    Yet Republicans may take heart from some of the more conservative values embraced by the young. As a group, millennials appear to be very family-oriented—being good parents is often their highest priority—and roughly two thirds claim to believe in God. And since their long-term aspirations are not so different from those of earlier generations—they still want to own a home in a nice, secure neighborhood—Republicans could make a case that their economic model will work better with their personal goals.

    Right now, politics is just another place where American millennials are getting screwed. Republicans want to deport young Latinos while cutting investments, such as roads and skills education, that would benefit younger voters. Democrats, meanwhile, seem determined to mortgage the future with high spending on pensions, predominantly for aging boomers; cascading indebtedness; and economic policies unfriendly to the rapid growth necessary to assure upward mobility for the new generation.

    This suggests millennials need to force the parties to cater to them and play hard to get. Being taken for granted, as African-Americans have been, does not always produce the best results for any demographic grouping. Politicians target “soccer moms,” “independents,” and suburban voters precisely because they are not predictable. Millennials should not want to be in anyone’s hip pocket.

    Wanting the next generation to succeed is in everyone’s long-term interest. Eventually they will constitute the majority of parents, potential homeowners, and workers. This year they will comprise 24 percent of voting-age adults, up from 18 percent in 2008; by 2020 they will amount to a third of all eligible voters. And if, by then, they are still a screwed generation, they won’t be the only ones suffering. America will be screwed, too.

    Research assistance by Gary Girod. Portrait interviews by Eliza Shapiro.

    Joel Kotkin is executive editor of NewGeography.com and is a distinguished presidential fellow in urban futures at Chapman University, and contributing editor to the City Journal in New York. He is author of The City: A Global History. His newest book is The Next Hundred Million: America in 2050, released in February, 2010.

    This piece originally appeared in Newsweek Magazine.

    Unemployed photo by BigStockPhoto.com.