Category: Urban Issues

  • Phoenix: “Not Dead Yet!”

    To paraphrase Mark Twain, “The report of Phoenix’s death has been greatly exaggerated.” To be sure, the Phoenix metropolitan area, for the first time in years, is suffering through a period of economic distress both in absolute and relative terms. However, the distress is purely transitory, caused primarily by the ripple effects of a 75 percent decline in building permits over the last three years combined with the national slowdown in economic activity. The underlying fundamentals remain strong as does the long-term outlook.

    Builders in greater Phoenix, like in many communities, overbuilt during the boom. This creates an oversupply that has been made worse by poor conditions for home sales in places like California, or Michigan, primary places from which people come to Phoenix.

    Yet it’s critical not to confuse today’s short-term setback, as many in the national media do, with setting the table for long-term stagnation. This pattern has been seen during previous recessions, notably between 1988 through 1992. After that, greater Phoenix came back with job growth during the expansion that started in November 2001 at three and a half times the national average.

    The fundamentals that drove that recovery have not changed. These include factors such as climate; lifestyle; geographic location; pro-growth attitude; competitive tax structure; focused incentives; and relatively low cost of living. The long-term dynamics remain in place.

    Why do we Grow?
    Let’s consider why some places within the United States grow and others do not. The first test is simple. Do the people want to live in that area?

    The quality of life factor, of course, lies in the eye of the beholder. Fortunately, there is an objective measure: people vote with their feet. People simply want to be there. This explains why areas of the country that supposedly have great business climates, South Dakota, with some exceptions, do not enjoy rapid population growth.

    A second factor lies with the business climate relative to the area’s competitors. Are there specific local policies that result in constraints on work practices and the application of better production methods? Can firms operate profitably relative to alternative locations? Does the area embrace business expansion and competition?

    Greater Phoenix wins here too. Boiled down it’s a matter of whether the government is getting in the way? Specific local policies can result in constraints in work practices and the ability of individual firms to earn a reasonable profit. For the most part, Phoenix remains a good place to grow a business.

    All Jobs are Not the Same
    These factors are critical in the formation of “export jobs” as opposed to domestic sector jobs. Export sector jobs are generally higher paying jobs. They are created because a company’s product is sold primarily outside of the local area. On the other hand, domestic sector companies serve local markets so they have to locate locally. A domestic sector company; a retailer, insurance agency, title company, lawyer, or barber; are chasing local income. It’s the export jobs that matter most. Think of the ghost towns of the old west. They blew away because their reason for existence — a mine, a rail crossing, or farming — lost their relevance.

    Greater Phoenix thrives because it generates many “export” jobs in manufacturing, tourism and export service base Why these base industry companies locate in Greater Phoenix as opposed to another city stems from actors described in the book “Barriers to Riches.” The region provides a competitive advantage in their ability to implement the latest technologies and make a reasonable profit — without a great deal of costly government interference. Yes, there are other relevant factors such as proximity to markets but the key lies in our ability to attract sufficiently skilled labor that can be applied and earn reasonable profits.

    The Real Estate Outlook
    Phoenix appears to be taking a beating in terms of relative growth this year. A correction is in order. But over the next two years or so the excesses of the sub-prime mortgage crises will have worn off and Phoenix’s intrinsic strengths will assert themselves again.

    This recovery will include many of the newer areas. The press is asserting that areas at the edge of the metro area will no longer grow due to gasoline prices. This is a vast overstatement. These communities will change, and so will the habits of the people who live in them. They will replace their pick-up trucks and SUVs for Priuses and their hybrid competitors. Some will work full or part-time at home. Companies may move more of their operations closer to the outer suburbs, if that’s where the majority of their workforce lives.

    Critically, keep in mind that jobs opportunities tend to follow people. Unlike many cities, greater Phoenix does not have one job core, it has several. And, jobs tend to migrate out to where the labor shed is. That will continue to be the case. Many of the areas that are the outlying today will be the job centers of tomorrow.

    On the other hand, the market for dense development — the favorite of planners and pundits — may be limited. Even during the strongest period of housing starts on record, high-rise condos only accounted for 2.2 percent of all the housing construction in greater Phoenix. But that market has fizzled. Many high-rise projects throughout the area have been put on hold or have been cancelled due to market conditions. Some will never be built. Others (in Tempe and Downtown Phoenix) may be turned into student housing. Indeed, since 2001, 7,400 units have been added to the high-rise condo inventory. Only 3,700 of those are sold or have a hard contract and 3,700 remain unsold or unreleased. That compares to total single-family housing starts during that period of 330,000 units.

    High-rise condos will continue to be a niche market, accounting for a relatively small percentage of total housing. The predominant housing style in greater Phoenix will remain a single-family home on a 45 to 75 foot lot on the periphery of town where land is plentiful. Phoenix will remain a place where people can have their piece of the American dream — and with the end of the bubble it will become affordable once again.

    Greater Phoenix Outlook
    A combination of events — the national recession, the local housing bubble, and the rapid rise in food and oil prices — have all worked against greater Phoenix in the short term. But, the national economy will recover as it always does. Housing supply and demand will get back into balance. If oil prices remain high, people will substitute vehicles that get better mileage. But although greater Phoenix is going through a difficult period at present, do not bet against it in the long run.

    Elliott D. Pollack is Chief Executive Officer of Elliott D. Pollack and Company in Scottsdale, Arizona, an economic and real estate consulting firm established in 1987, which provides a broad range of services, specializing in Arizona economics and real estate.

  • Are Housing Declines Evenly Spread? – An Examination of California

    To read the popular press, one gets the impression that the collapse of the housing market is concentrated largely in the suburbs and exurbs, as people flock back to the cities in response to the mortgage crisis and high gas prices. A review of mortgage meltdown “ground zero” California indicates the picture is far more nuanced.

    California’s metropolitan areas have seen the greatest median house price decreases in the nation. Each of the four largest metropolitan regions, Los Angeles, the San Francisco Bay Area, San Diego and Sacramento have experienced median house price decreases of more than 25 percent over the past year (see Methodology Notes below). These decreases have not been distributed in a way that belies much of the ‘Back to the City’ hype.

    Los Angeles: In the broader Los Angeles metropolitan region, the smallest house price declines have been in the inner suburbs — generally those jurisdictions between 10 and 20 miles from downtown. The inner suburbs have seen a median house price decline of 20 percent. These include wide swaths of employment-rich areas like West Los Angeles, the San Fernando and San Gabriel valleys.

    Somewhat surprisingly — particularly given the hype — the central areas of LA have suffered a somewhat higher rate of decline, at 22 percent. This includes areas close and around downtown Los Angeles, which has been among the ballyhooed “renaissance areas.” These numbers, significantly, do not include the many new units that were supposed to become condos but, due to lack of qualified buyers, have been thrown onto the rental market.

    It is true, however, that, if the condo-to-rental trend is left out, an even higher decline has taken place in the outer suburbs, at 30 percent. The outer suburbs include eastern Los Angeles County, eastern Ventura County, much of Orange County and the Riverside-San Bernardino area. The largest declines of 34 percent were in the “exurbs” — areas generally far from LA’s archipelago of employment centers and often over mountain ranges. The exurbs include the Antelope Valley, southwestern Riverside County, and the desert areas of Riverside and San Bernardino counties.

    San Francisco Bay Area: The situation is somewhat different in the San Francisco Bay Area, home to one of the nation’s most vibrant urban cores, the city of San Francisco. House prices declined less than five percent in the city, a remarkable affirmation of the place’s continued appeal for affluent people.

    Overall, the central area — generally within 10 miles of San Francisco City Hall — experienced a median house price decline of 15 percent. However, central areas outside San Francisco experienced a price decline of 24 percent, which is only marginally less than in either the inner or outer suburbs. The inner suburbs, which include much of the East Bay, including Oakland and most of the peninsula, experienced a decline of 28 percent.

    Outer suburbs — those beyond 20 miles from city hall, including eastern Contra Costa and Alameda counties and Santa Clara County — experienced the second lowest decline, at 26 percent. Overall, the largest decline was in the exurbs — the counties in the San Joaquin Valley to which so many households had fled seeking affordable housing. There, the decline was 44 percent.

    San Diego: The San Diego area indicates a fairly constant rate of decline, regardless of distance from downtown. The lowest decline was in the inner and outer suburbs, at 26 percent, while the central area experienced a median house price decline of 27 percent.

    Sacramento: Sacramento indicates the most unexpected results, with the central area experiencing by far the largest house price declines, at 42 percent. The lowest house price declines were one-half that rate, in the outer suburbs (generally more than 10 miles from downtown), at 21 percent, while the inner suburbs experienced a decline of 29 percent.

    Overall, within the central areas, inner suburbs and outer suburbs of the major metropolitan regions, price declines have been consistent, all at minus 26 percent. The major exception has been the city of San Francisco. However, it is well to keep in mind that the city represents barely 10 percent of its metropolitan region population and is a unique case.

    What does all this indicate? Perhaps most of all, it is a further demonstration of the growing irrelevance of what economist William T. Bogart calls the pre-Copernican view of the cities. Most people no longer work in the urban core and living in the suburbs does not necessarily mean longer commutes. This was evident in our previous analysis of metropolitan New York, where the greatest jobs-housing balances are in the suburbs. In fact, the price declines throughout the principal urban areas making up California’s largest metropolitan regions have not been materially different.

    Things have been tougher n the far flung exurbs, where the greatest price declines have occurred. This was to be expected. These are places that people fled to find lower-cost housing that had often been precluded in the over-regulated jurisdictions in the principal urban areas. Many such households bought their houses in the most recent cycle, largely because of the unprecedented relaxation of credit standards. The difficulties in the exurbs been exacerbated by the fact that employment bases there have not yet had a chance to catch up with their residential gains.

    Notes on Methodology: The data is calculated based upon the change in median house prices from July 2007 to July 2008, based upon data published by DQNews.com. Sector medians are is weighted by the number of house sales. All jurisdictions or geographies are included that had 25 or more house sales in July 2008. Generally, the data is based upon municipal jurisdiction, except in the city of Los Angeles, where geographical data is available and in the case of counties wholly within a zone (central, inner suburbs, outer suburbs or exurban).

    The central areas of Los Angeles and the San Francisco Bay Area are considered generally to be located within a radius of 10 miles from downtown, the inner suburbs are between 10 and 20 miles from downtown and the outer suburbs are more than 20 miles from downtown. The exurban areas are described in the sections on the particular areas above. In San Diego and Sacramento, which are considerably smaller, smaller geographic radii are used. The central areas are up to 5 miles from downtown, the inner suburbs from 5 to 10 miles from downtown and the outer suburbs are more than 10 miles from downtown. Because of their smaller geographic sizes, exurbs are not considered in this analysis for San Diego and Sacramento. The city of San Diego is excluded from this analysis because major parts of it are in each zone.

    Wendell Cox is principal of Demographia, an international public policy firm located in the St. Louis metropolitan area. He has served as a visiting professor at the Conservatoire National des Arts et Metiers in Paris since 2002. His principal interests are economics, poverty alleviation, demographics, urban policy and transport. He is co-author of the annual Demographia International Housing Affordability Survey.

    Mayor Tom Bradley appointed him to three terms on the Los Angeles County Transportation Commission (1977-1985) and Speaker of the House Newt Gingrich appointed him to the Amtrak Reform Council, to complete the unexpired term of New Jersey Governor Christine Todd Whitman (1999-2002).

  • The Social Function of NIMBYism

    Opposition to new development is fraught with so many acronyms that you need a lexicon to decode them. The catch-all term is NIMBYism, sufficiently well known to merit an entry in the Oxford English Dictionary, which identifies its first use in a 1980 Christian Science Monitor story. The term arose to describe opposition to large infrastructure projects undertaken by public agencies or utility companies, such as highways, nuclear power plants, waste disposal facilities, and prisons. (These are known as LULUs, Locally Undesirable Land Uses) It has now extended outward in concentric circles of opposition, each with its own acronym: NOTEs (Not Over There Either), NIABYs (Not In Anyone’s Backyard), BANANAs (Build Absolutely Nothing Anywhere Near Anyone), and even NOPEs (Not On Planet Earth!). It is also possible to find references to CAVE people (Citizens Against Virtually Everything) and NIMTOOs (Not In My Term Of Office).

    In any event, opposition to development has long since entered its second phase, targeting not just LULUs, but also ordinary development projects. It is now a standard feature of the development landscape, a form of ritual performance art. As a citizen activist and author of a NIMBY handbook unapologetically observes, “Everyone is a NIMBY, and no one wants a LULU.”

    The neighborhood meeting
    There are good reasons why NIMBYism is so pervasive (more about that later), but it is hard to witness firsthand, say at a neighborhood meeting about a proposed condominium project. First, people complain that they did not get notice of the meeting – yet they are in attendance, so what are we to make of that? Others voice complaints that seem embarrassingly trivial to air in public in a voice quivering with outrage: the developer’s trucks are muddy or the project description misspells the name of their street. General complaints emerge about neighborhood-wide conditions that are somehow now the developer’s responsibility to address. These throat-clearing denunciations are a way to limber up for the main event, which is to dismantle the actual proposal and its proponent in any way possible.

    The project-specific complaints follow familiar patterns too. The traffic in every neighborhood is, apparently, already intolerable, no matter what the transportation consultants say about “level of service.” The project will only worsen it, infringing upon residents’ inalienable right to uncongested streets.

    For large-scale urban projects, the second most prevalent objection is against building height, which often becomes the currency in which trades are made. For the neighbors, height is a signifier of all other impacts. For the developer, height is directly proportional to financial feasibility. So it rapidly becomes a zero sum game, which in turn leads to gamesmanship. The developer leads with a proposal which is taller than needed, to have something to trade with; the neighbors come to understand and even expect this and accuse the developer of duplicity. Sometimes the developer overplays the opening hand by asking for a height which is deemed scandalous, thereby lighting a fire that can never be extinguished.

    A third leitmotif is view. Virtually all residents believe that the Constitution protects the view from every window of their homes. Sometimes the developer (or a public official in attendance) will note that views generally are not protected as a matter of property law or by zoning ordinance, but this only further inflames the aggrieved party. The neighbors often elevate their personal views and lifestyle preferences to universal policy imperatives and are incensed if public agencies do not vindicate them. They view public officials as complicit if they express support for the developer’s position, so the officials retreat to the sidelines until the combat subsides.

    Length of tenure in the neighborhood often shapes the neighbors’ advocacy. Longer-term residents will recite their credentials: “I was born and raised on _______Street” or “I’ve lived here since____.” to give their views more weight. Their opposition is often poignant: they seem to want to preserve their immediate surroundings in the condition in which they first encountered them, maybe in childhood. Newcomers, with the zeal of recent converts, are often the most vocal in resisting change to the neighborhood they have just discovered.

    Some projects attract attention from advocacy groups concerned about affordable housing, historic preservation, open space, waterfront access, or sustainable design, but most opposition comes from those with a close geographic interest. While issue-oriented advocates tend to be progressive in their politics, NIMBYs come in every political stripe. Some are progressives who see their advocacy as a form of environmental protection they are bestowing on their unempowered neighbors. Some are middle-class burghers protecting the safety and stability of the neighborhood. Even libertarians justify opposing development as an infringement on their right to be left alone. It is rare to encounter vocal neighbors whose political views or personal values counteract the visceral sense that their very way of life is being threatened. Nobody, it seems, is precluded from principled opposition, no matter what their principles are.

    The overwhelming majority are homeowners. If the project includes large-scale retail uses, neighborhood business owners will join the chorus. Renters rarely feel they have enough at stake, and those outside of the project’s zone of immediate impact may show up to the first meeting or two out of curiosity and then stay home, letting their more vigilant neighbors continue the fight. So eventually, the field is left to the opponents, and the most strident voices prevail. Public hearings become forums for the chronically aggrieved; in an increasingly fragmented culture, they are what pass for community.

    Ironically, while the neighbors often feel helpless against sinister forces, developers lament how influential the neighbors are, even when their complaints are not factually accurate or are not encompassed within the zone of interests protected by the land use regulation at issue. The result is a shrill, dysfunctional, and seemingly interminable public conversation. Nobody seems to learn anything from the last experience, so it gets repeated with each new project. As planning shrinks in importance as a means to establish advance consensus about growth, the public approval process has become the crucible in which cities are actually shaped, one project at a time, in the most laborious way imaginable. How did it get this way?

    Historical roots of NIMBYism
    NIMBYism is, in a sense, just a modern manifestation of the larger phenomenon of civic engagement, a part of our national foundation narrative remarked on as long ago as de Tocqueville. Its contemporary expression arose in the second half of the 20th century, and each decade has made its own contribution to its rise. After the complacent prosperity of the 1950s, the 1960s saw the rise of citizen activism, exemplified by crusaders such as Ralph Nader, Saul Alinsky, and Jane Jacobs. The epic battle between Jacobs and Robert Moses over urban renewal in New York City (whose battle lines are still being redrawn) was based not only on their divergent views of how cities work and how to accommodate their changing physical needs, but perhaps more fundamentally on how such decisions should be made, with Jacobs pioneering citizen activism as an antidote to “top-down” planning and development decisions.

    In the 1970s, environmental activism re-framed growth not just as an engine of progress but as a competition for resources and, most importantly, as a potential threat to human health and natural systems. Educated opinion leaders began to distrust technology and fear the future. This spawned landmark federal legislation, including particularly the National Environmental Policy Act, which in turn spawned many state and, eventually, local impact review programs. These institutionalized two important ideas: (1) that development projects are generators of impacts that must be assessed before development decisions are made, and (2) that citizen participation is an essential component of such reviews. Along with other protections for wetlands, endangered species habitat, air and water discharges, and, in particular, comprehensive zoning administered by local officials who are obliged to be responsive to citizen participation, these regulatory processes have created many more opportunities for public involvement. If, as its detractors say, NIMBYism is the last lawful blood sport, it is one which is not only permissible but explicitly encouraged by our legal system.

    The 1980s was the decade which gave birth to NIMBYism as an art form – the break-out decade. By glorifying private initiative and sowing distrust of government, the era saw the rise of grass-roots anti-development activism as a necessary counterbalance not only to government-initiated projects like prisons and highways, but particularly to private initiatives unrestrained by government. In the 1990s, the environmental justice movement, aiming to ensure that low-income communities are not disproportionately burdened by high-impact uses, added a progressive arrow to the NIMBY quiver. Also, revenue-strapped local government began to pursue privatization strategies in earnest, creating additional impetus for citizen activism as a counterbalance.

    Finally, the first decade of the 21st century has established that the shift from manufacturing to “knowledge” as the driving economic force in American cities, and the reurbanization and gentrification this has spawned, have actually increased land-use friction in many ways. It is inherently contentious to graft new uses onto existing urban tissue, where there are so many incumbents whose rights are affected. Those incumbents, especially if they are knowledge workers, tend to have wider awareness of the power of the built environment to affect their own quality of life, have a reduced tolerance for development impacts, and are sophisticated about using public processes to vindicate their concerns.

    The scale of new development projects and our ability to measure their impacts have also increased over time. As the burgeoning land use regulatory regime has gradually supplanted planning, the effectiveness of public agencies in establishing publicly accepted templates for growth has also diminished. Perhaps more importantly, we have come increasingly to rely on private actors to build public infrastructure as a component of their large-scale development projects.

    These factors combine to almost mandate wider citizen participation in development decisions. While civic engagement may be dwindling generally, it has undoubtedly risen in the development arena. Filling the vacuum left by minimalist government, atrophied land-use planning, and an eroding social contract, NIMBYism is the bitter fruit of a pluralistic democracy in which all views carry equal weight.

    Emotional roots of NIMBYism
    NIMBYism starts with identification with one’s personal surroundings. “A sense of place” is of course not a bad thing, but it spawns a deep-seated resistance to changes to those physical surroundings. This at first seems based on a boundless sense of personal entitlement: People not only place their own needs above the public interest but come close to reframing the public interest as a social organization that vindicates their personal needs. No individual wants to accept the incremental burden of meeting a broader societal need. General reciprocity—the notion that I will accommodate your wishes because I know that someday I will want someone somewhere to accommodate mine, and that’s the only way society can move forward—has been replaced by specific reciprocity: I will accede to your wishes only in exchange for your agreement to accede to my wishes (for compensation or mitigation). So a general lubricating agent in society devolves into a series of negotiated (usually contentious) transactions.

    But, on closer inspection, this is not so hard to accept. Most people experience the world as an increasingly complex and bewildering place where most issues are well beyond their ability to influence and the pace of change seems to accelerate continually. This powerlessness leads them to yearn to control those things that they can, their immediate home and neighborhood being foremost, and to be tetchy if their efforts seem fruitless. But it is important to recognize that NIMBYs are not just reflexively change-averse; average Americans will move twelve times in their lifetimes, and, according to the National Association of Homebuilders, Americans have been spending record amounts in home renovation projects in the recent housing boom. The environmental change that NIMBYists resist is change imposed by others. This crucial distinction underlies virtually all opposition to development.

    It is also important to recognize the role of increases in homeownership – clearly a good thing insofar as it engenders economic security, personal autonomy, and community investment. As I noted above, the overwhelming majority of project opponents are homeowners. Their home is often their largest financial asset, unprotected by diversification of risk and subject to changes in value due to neighborhood circumstances over which the homeowner has little control. While many homeowners frame their objections to development with references to larger issues such as traffic impacts on the neighborhood or broader environmental consequences, if you listen carefully, there is an implicit calculus at work: will this project tend to increase or diminish the value of my house? Since the answer to the question is often unknowable or at least not commonly understood, homeowners’ rational impulse to protect their investment shades into an irrational fear of the unknown. As behavioral economists have demonstrated, most people fear losses more than they value gains, even reasonably certain ones. So it is only natural to fear the risk of the unknown more than you value the uncertain benefits of unasked-for change.

    Even when any reasonable calculus would suggest that property values would rise, say from a neighboring luxury residential development, neighbors want to capture that rise in value without suffering any impacts. After having been encouraged time and again by advertisers and public office seekers to expect greater benefits than the incumbent brand or officeholder offers without making any personal sacrifice and having been told by personal-injury lawyers that every wrong has a remedy, they have come to expect a kind of immaculate conception: zero-impact development. This is especially true when the neighbors are suburban migrants who have returned to urban neighborhoods in search of vitality and edginess, but, being used to their large-lot, single-family house, they find the density of urban life jarring. They want to lose the isolation of suburbia but not the insulation it provides from their neighbors.

    The fact is that the benefits of development in the form of jobs, real estate tax revenue, or housing production are diffuse and general, but the impacts are specific and local. Satisfying housing demand by building a new apartment or condominium building is inarguably a public good, but its tiny incremental benefit to the abutting homeowner is just as inarguably outweighed by its increased traffic, noise, and other impacts. In a world in which personhood is paramount, it does not warrant support from abutters.

    Constructive engagement
    So where does this leave us? Though shrill anti-development sentiment is beginning to seem quaint at a time when planners, public officials, and even project proponents are more likely to embrace the ideas of Jane Jacobs than those of Robert Moses, expecting public officials to “slay the NIMBY dragon” by standing up to their constituents is naive. Stealth, misinformation, bullying, and a host of other stratagems employed by frustrated project proponents generally backfire, deepening the sense of barely submerged outrage that fuels NIMBYism in the first place. It is possibly worthwhile and certainly laudable to work to rebuild public consensus about the broader societal benefits of development, but this is at best a long-term effort.

    In the meanwhile, any effective solution to NIMBYism must address its root causes: perceived powerlessness and actual impact risk. The time it takes to resolve development controversies is, in some measure, the time it takes abutting homeowners to evaluate the risk to their largest investment and adjust to impending changes to their personal domain imposed by others. The laboriousness of this process can be reduced by measures which address these root causes: control and compensation. First, although it goes against the grain of every project proponent’s deepest instincts, to overcome their sense of oppression, the neighbors must be invited to actually influence development outcomes within the bounds of feasibility. Ceding some measure of control over the design of the project eliminates the “zero sum game” negotiation that characterizes most approval processes. It often leads to creative solutions and empowers the problem-solvers and constructive participants more than the extremists.

    A second element is compensation. Every project has impacts, and most fall disproportionately on an identifiable subset of people within a narrow geographic radius, who generally believe, whether they state it publicly or not, that they are entitled to some special consideration for allowing some broader social need to be met at their expense. Since government often cannot or will not play this role, it falls to the project proponent to do so. Such compensation is generally indirect: the improvement of a neighborhood park, a contribution to a local charity, support for neighborhood crime watch efforts, and the like. It is better if there is some connection between the compensation and the area of impact (e.g., owners of the tall building that will shadow a park will contribute to park maintenance, owners of the fast food restaurant will augment the neighborhood litter patrol). Reasonable people could differ about whether it’s fair, but some specific benefit is generally necessary.

    NIMBYism serves many social functions. In an improvised and very democratic way, it forces mitigation measures to be considered, distributes project impacts, protects property values, and helps people adjust to change in their surroundings. It is a corrective mechanism that, if allowed to function properly, can even help to preserve a constituency for development. We owe the continued existence of many memorable places, from Washington’s Mt. Vernon to the Cape Cod National Seashore, to the efforts of past NIMBYs. In fact, if the forces that animate NIMBYism – attachment to place, increases in homeownership, and public participation in government decision-making – were waning, we would lament this more than we now bemoan NIMBYism. Though it’s not so easy to do, the only constructive approach is to accord development opponents the presumption of good faith and to engage with them. If it helps, think of it as Jane Jacobs’ revenge.

    This article originally appeared in Harvard Design Magazine, Spring/Summer 2008.

    Matthew J. Kiefer is a partner in the Boston law firm of Goulston & Storrs, P.C., practicing in the area of real estate development and land use law. A 1995-1996 Loeb Fellow at Harvard University, he teaches a course on the development approval process at the Harvard Graduate School of Design and is an active board member of private non-profit open-space, preservation, and design organizations.

    Photo by Leah Franchetti.

  • Minority America

    Recent news from the Census Bureau that a “minority” majority might be a reality somewhat sooner than expected — 2042 instead of 2050 — may lead to many misapprehensions, if not in the media, certainly in the private spaces of Americans.

    For some on the multicultural left, there exists the prospect of America firmly tilting towards a kind of third world politics, rejecting much of the country’s historical and constitutional legacy. Some left-leaning futurists, like Warren Wagar envision a nation of people fundamentally torn by “racial conflict.” By mid-century, Wagar sees an America suffering from a “gigantic internal struggle” that will eventually lead to its ultimate decline.

    The xenophobic right, probably much larger but no less deluded, sees the similar potential for mischief, where American values are undermined by what 19th century Nativists called “ a rising tide of color.” It is part of a scenario that the likes of Pat Buchanan and Samuel Huntington envision as the rise “revanchist sentiments” along the nation’s Southern border.

    Yet in reality America’s ability to absorb newcomers represents not so much a shift in racial dominance but a new paradigm, where race itself begins to matter less than culture, class and other factors. Rather than a source of national decline, the new Americas represent the critical force that can provide the new markets, the manpower, and, perhaps most important, the youthful energy to keep our city vital and growing.

    You can see this in all sorts of geographies. The most dynamic, bustling sections of American cities — places like the revived communities along the 7-train line in Queens, Houston’s Harwin Corridor, or Los Angeles’ San Gabriel Valley — often are those dominated by immigrant enterprise. At the same time many of our suburbs are becoming increasingly diverse, a sign of decline according to some urban boosters but in reality just another proof of the ability of suburbs to reinvent themselves in a new era.

    Even small communities have been enlivened by immigrants, where refugees often have an even greater impact than they do on the biggest cities. In the 1990s, newly arrived Bosnians and Russians in Utica, New York were widely seen as sparking new growth and jobs in a stagnating community, bringing values of hard work and sacrifice. “How long before they become Americanized?” asked the head of the local Chamber of Commerce. “Right now all we know is we love them, and we want more.”

    This is where America’s future diverges most clearly from that of its competitors, both the older industrialized societies and the newly emergent powers. In recent decades Iran, Egypt, Turkey, Russia, Indonesia, across the former Soviet Union, and the former Yugoslavia — became more constricted in their concept of national identity. In countries such as Malaysia, Nigeria, India and even the province of Quebec, preferential policies have been devised to blunt successful minorities. Because of such policies, sometimes accompanied by lethal threats, Jews, Armenians, Coptic Christians, and Diaspora Chinese have often been forced to find homes in more welcoming places.

    Europe, too, has received many newcomers, but to a large extent its society and economy have proven far less able to absorb them — a far different result than one would expect from a supposedly enlightened society widely admired by American ‘progressive’ intellectuals. This is particularly true of the roughly twenty million Muslims who live in Europe, but who have tended to remain both segregated from the rest of society and economically marginalized.

    In European countries, it is often easier for immigrants to receive welfare than join the workforce, and their job prospects are confined by levels of education that lag those of immigrants in the United States, Canada or Australia. And in Europe, notably in France, unemployment among immigrants — particularly those from Muslim countries — is often at least two times higher than that of the native born; in Britain, as well, Muslims are far more likely to be out of the workforce than either Christians or Hindus.

    Similarly, European immigrants often separate themselves from the dominant culture. For example, in Britain, up to forty percent of the Islamic population in 2001 believed that terrorist attacks on both Americans and their fellow Britons were justified; meanwhile, ninety five percent of white Britons have exclusively white friends.

    In contrast, only one-quarter of whites in a 29-city U.S. survey reported no interracial friendships at all. This measure of racial isolation ranged from a low of eight percent in Los Angeles to a high of 55 percent in Bismarck, North Dakota. Overall, it’s clear the integrative process in the United States, which over the past century has experienced the largest mass migration in history, is well advanced.

    This contrast is particularly telling when looking at Muslim immigrants. In the United States, most Muslims — themselves from diverse places of origin — are comfortably middle class, with income and education levels above the national average. They are more likely to be satisfied with the state of the country, their own community, and prospects for success than other Americans.

    More important, more than half of Muslims — many of them immigrants — identify themselves as Americans first, a far higher percentage of national identity than is found in western Europe. More than four in five is registered to vote, a sure sign of civic involvement. Almost three quarters, according to a Pew study, say they have never been discriminated against. “You can keep the flavor of your ethnicity,” remarked one University of Chicago Pakistani doctorate student in Islamic Studies, “but you are expected to become an American.”

    Even if immigration slows down dramatically, these groups will grow in significance as we approach mid-century. By 2000, one in five American children already were the progeny of immigrants; by 2015 they will make up as much as one third of American kids. Demographically, the racial and ethnic die is already cast. The forty-five percent of all children under five who are non-white will eventually be the 20-somethings having children of their own. Whether they achieve a majority by 2043 or 2050, many of these Americans are likely to share more than one ethnic heritage.

    So rather than speaking about growing separation and balkanization we are witnessing what Sergio Munoz, a Mexican journalist and long-time Los Angeles resident, has described as the “the multiculturalism of the streets.” Street level realities differ from those seen by political reporters or academics. People still talk about the South, for example, and its racial legacy. Years ago economic leaders in southern cities like Dallas, Atlanta and Houston recognized that to preserve institutionalized racism would be bad for business. By the mid-2000s these very cities, were seen as among the best places for black businesses and families.

    The remarkable progress on race, even in the Deep South, has in many ways forged the path for the new Americans, including Mexican-Americans and Chinese-Americans who have also faced discrimination. More important, the road to economic success, unobstructed by institutionalized racism, will be even more open for their children.

    This does not mean that there remains a great deal of confluence between particular ethnicities and higher rates of poverty. Massive immigration has brought to many cities, such as New York and Los Angeles, large numbers of poorly educated and non-English speaking newcomers. Critics may be correct that current policies tend to foster too much immigration among the less skilled. Although newcomers often increase their wages over time, the influx of even newer arrivals tends to keep wages for groups such as Latinos consistently below native levels, and likely depresses wages for the least skilled natives.

    Immigrants by their very nature constitute a work in progress. In the move to highly skilled positions — including in the blue collar sectors — the average immigrant income grows and the percentage of children who finish high school or enter college tends to rise (in some groups more decisively than in others). Rates of homeownership also rise with time, reaching native levels after about three decades.

    What is too often missing today is a focus on how to spur this upward mobility. This requires less racial “sensitivity” sessions and cultural celebrations, and more attention to the basics that create a successful transition to the middle class — like decent schools, public safety, better infrastructure, skills training as well as preservation and development of high paying blue as well as white collar jobs.

    The bottom line is that neither political nor the cultural arguments about immigration are central to everyday life: Concepts such as “ethnic solidarity,” “people of color” or “cultural community” generally mean less than principles such as “Does this sell?” “What’s my market?” and, ultimately, “How do I fit in?”

    In essence, if the economy can continue to work and expand over the coming decade, America’s increasing racial diversity not only will do no considerable harm, but lay the basis of a more remarkable, unique and successful nation in the decades to come.

    Joel Kotkin is the Executive Editor for Newgeography.com.

  • Skipping the Drive: Fueling the Telecommuting Trend

    The rapid spike in energy prices has led politicians, urban theorists and pundits to pontificate about how Americans will be living and working in new ways. A favorite story line is that Americans will start trading in their suburban homes, move back to the city centers and opt to change everything they have wanted for a half-century — from big backyards to quiet streets to privacy — to live a more carbon-lite urban lifestyle.

    Yet, there has been little talk about what could be the best way for families and individuals to cut energy use: telecommuting. For more than a decade, the number of telecommuters, both full-time and part-time, has been growing rapidly, gaining more market share than any other form of transportation.

    This seems certain to continue with the proliferation of broad-band technology — as well as the effect of high gas prices. By 2006, the expansion of home-based work doubled twice as quickly as in the previous decade, and now is close to nine million, according to the National Highway Travel Survey of the Federal Highway Assn.

    Nationwide, according to the Gartner Group, in 2007 13 million workers telecommuted at least one day a week, a 16 percent leap from 2004. That number was expected to reach 14 million this year. In addition, more than 22 million individuals, according to Forrester Research, now run businesses from home.

    Last year’s skyrocketing energy prices appears to have pushed employers in this direction. A CDW survey of private sector employers this year found that 76 percent now provide technical support for remote workers, up 27 percent from a year earlier. Federal IT support, however, has lagged at roughly 58 percent.

    In some regions, like the San Francisco Bay Area and Los Angeles, as many as one in 10 workers are part-time telecommuters. In the Greater Washington Area, more than 450,000 employees telecommuted at least one day a week in 2007, 42.5 percent more than in 2004, according to a survey by Commuter Connections, a regional network of transportation organizations coordinated by the Metropolitan Washington Council of Governments. The percentage of employees who telework surged to 19 percent from 13 percent during that time period.

    Not surprisingly, home offices, particularly in upscale homes, have become a necessity for many buyers — demanded ahead of security systems. A recent study by Rockbridge Associates suggests that more than one-quarter of the U.S. workforce could eventually participate full- or part-time in this new work pattern.

    The potential energy savings — particularly in terms of vehicle miles traveled — could be enormous. Telecommuters naturally drive less, not only to work but for the numerous stops to and from work. According to the 2005/2006 National Technology Readiness Survey (NTRS), the United States could save about 1.35 billion gallons of fuel if everyone who was able to telecommute did so just 1.6 days per week. That calculation is based on a driving average of 20 miles per day, getting 21 miles per gallon.

    A more recent study by Sun Microsytems, which uses telecommuting extensively, found that, by eliminating commuting half the week, an employee saves 5,400 kilowatt hours — even accounting for home office use. They also can save some $1,700 a year in gasoline and wear and tear.

    Related technologies, like teleconferencing, according to another survey, could save another 200 million tons of jet fuel, if 10 percent of air travel were reduced over the next 10 years. There are other signs of a shift to substitute the web for the road — some college on-line classes report a 50 percent to 100 percent boost in enrollment over last year.

    In comparison, the talk of a huge “surge” in transit riders as a result of rising gas prices, represents a welcome, but relatively minor, trend, since transit still accounts for under 1.5 percent of all travel. The vast majority — perhaps as much as 98 percent —- of the recent reduction in gas consumption came as a result of people simply reducing their driving, not switching to the rails.

    Some of this is structural. Most metropolitan regions are simply not set up for efficient public transit; work patterns are increasingly dispersed as opposed to centralized. As a result, the ranks of telecommuters are greater in every metropolitan area in the country outside of the New York, Chicago, Philadelphia and Boston areas.

    This trend is particularly marked in growing regions in the South and West. In Portland, the mecca for light rail, there are nine telecommuters for every rail commuter. In 2008 Nustats survey, covering Austin, Dallas-Ft. Worth and El Paso telecommuting (at 12 percent) was cited four times as much as using public transit to reduce gas consumption.

    Perhaps even more important, telecommuting and related technologies represent a potential sea change for the future shape of families and communities. Already women are well-represented among telecommuters, in part so they can stay home with their children. In a world with fewer permanent employees and longer hours, telecommuting could help mothers stay in the workplace even while rearing children. A growing number of fathers are also looking to work at home to participate in child-rearing.

    In many ways, this represents a return to patterns that existed before the Industrial Revolution. In pre-industrial societies, members frequently worked at home or walked to work. The Industrial Revolution changed all that, with its need for mass standardization — demanding the efficacy of office and factory. Marx, the ultimate chronicler and prophet of the Industrial age, saw how “agglomeration in one shop” was “necessary” for human progress.

    Writing a century later, Alvin Toffler foresaw how the rise of the “electronic cottage” would return work to the home — where it had been before. As he put it, “social and technological forces are converging to change the locus of work” — back to the home, neighborhood and village. This is part of what Toffler envisioned in his “Third Wave” society, a breaking away from the “behavioral code” of “second wave” industrialism, where work and family were segregated

    These trends will continue as economic relations between business firms become less constrained by proximity. Information inputs can come from any source, and increasingly, any place. Of course, there will be serious constraints to this development. Perhaps, most important, will be the reluctance of managers —both private and public — to allow this dispersed work

    There are also interests, like urban office developers and real estate developers, who might find these trends troubling. Many new urbanists and environmentalists, who one would think would favor this energy-saving trend, tend to ignore or downplay the digital frontier — preferring a return to the dense, transit-dependent patterns common a century ago.

    Even telecommunications firms, which logically should be pushing this shift, seem unable to tailor their products for home-based work, according to a recent Forrester Research study. Morley Winograd, a former AT&T executive, says these companies have persisted in separating their “consumer and business customers.” As a result, they have been slow to abandon what he calls “the obsolete gene” in their corporate DNA, and target the home-based business

    Yet in the future, Winograd, now executive director of the Institute for Communication Technology Management at USC’s Marshall School of Business, says that developers, corporate executives and, presumably, telecommunications companies will be forced to focus more on this growing segment.

    Indeed, new suburban developments, like Ladera Ranch in Orange County, have incorporated such mixed usage into their floor plans — with separate entrances for business clients. Suburban historian Tom Martinson, believes that the Ladera plan will “be in the history books in 20 years” because it anticipates “an incredible change in the way we live and work.

    Many leading companies also see the potential of full-time and part-time telecommuting. Particularly amenable to this trend are leading technology and business-service firms. At IBM, for example, as much as 40 percent of its workforce operates full-time at home. Other companies, including Siemens, Compaq, Cisco, Merrill Lynch and American Express, have expanded their use of telecommuting, with increased productivity

    As more companies let go of their “command and control” approach to management, this practice seems likely to increase. Certainly the employee demand is there; one-third, according to one survey, would choose this option, even if it meant somewhat less pay. Teleworkers also generally show a higher job satisfaction

    This is also being adopted in some states and cities. Georgia, for example, approved tax credits this year for creating and expanding telework.

    But perhaps the biggest impetus, suggests Winograd, the former telecom executive, is the gradual ascendancy of younger workers. The millennial generation — the subject of his recent book, “Millennial Makeover,” co-written with Mike Hais — “have grown up up with the Internet and stay connected to the world on their laptops or cellphones 24/7” and sees “distinctions between work and life as arbitrary and unnecessary.”

    These younger Americans will likely see no reason to spend an hour in a car, bus or train to get from one computer screen to another. Once adopted by employers, this shift may do more to reduce the carbon imprint than all the current calls for largely unwelcome shifts in the daily lifestyles of many American

    Joel Kotkin is a presidential fellow at Chapman University and executive editor of www.newgeography.com. This article also appears at The Washington Independent.

  • Wondering About Skid Row: Whatever Happened to Work?

    I found myself in separate, private discussions with a couple of high-ranking city officials recently. They were pleasantly challenging exchanges, especially because both of my conversation partners displayed intellectual curiosity and willingness to consider divergent viewpoints. Those are wonderful qualities in general, and encouraging when found in individuals who have some influence on public policy.

    The subjects of poverty and crime in the Skid Row district of Downtown Los Angeles came up in both talks. The conversations covered various causes and effects—a changing economy, substandard educational systems, racism, the erosion of the family unit, our consumer society’s penchant for marketing violence as entertainment. It wasn’t all sociology, though—the fact that some individuals simply choose crime as a shortcut in life also came up.

    The talks served as reminders that any genuine improvements in Skid Row and other hard-pressed locales will require our entire society to work on a circumspect and well-reasoned plan.

    Los Angeles might appear to be in the first stages of such a plan with its efforts to rid Skid Row of the violent crime that has plagued the area for years. The program has had some success, but there’s still far more poverty and crime in Skid Row than would be tolerated in most neighborhoods. Indeed, it has become apparent that law enforcement can only keep a lid on things. It’s clear that the rest of us—and other public agencies—must work toward a next step or remain stalled on a recently achieved plateau that falls well short of other worthy goals.

    That’s where it gets tough, because I came away from the recent talks with the two high-ranking city officials filled with the feeling that too few of their colleagues have given much thought to a next step for Skid Row. I now wonder whether the most recent efforts to forge improvements have stalled because the tactic of fighting crime on Skid Row is not part of any larger strategic plan. That sort of stall might be happening before our very eyes, because most of us continue to view the poverty and crime of the area from a distance safe enough to preserve misunderstandings.

    Sure, the Los Angeles Police Department (LAPD) is knee-deep in crime-fighting efforts inside Skid Row. Various activists are busy keeping an eye on the LAPD. A roster of social-service providers offers stop-gap shelter and patchwork health care.

    Meanwhile, the dynamics surrounding Skid Row have not changed much. Some folks want the cops to clear the poverty and crime away—and some of them don’t care how the job gets done. Another contingent views the whole thing from a few blocks away, anxious to somehow hear a magical “all-clear.” Some sit farther away, concerned only with keeping whatever is going on in Skid Row from bumping against their neighborhoods.

    It struck me—after I had a chance to reflect on the recent conversations with the two city officials—that any progress on poverty and crime in Skid Row will require one key ingredient that hasn’t gotten much attention lately: Jobs.

    When is the last time you heard anyone talk about work when the topic turned to Skid Row?

    I realize that some folks there won’t be able to work. There has been too much chemical and emotional damage, and they will be wards of the larger society for the rest of their lives.

    There are, however, many in Skid Row who would welcome a chance to earn a living, willing to do what it takes to make that possible. That means rehabilitation and training—and incentives for employers willing to serve as a bridgehead for workers who will likely be special cases for a period of time on the job. Someone will have to figure out what sort of employers might consider such an idea. We’ll have to determine what it will take to draw jobs to locations in or near Skid Row, or entice employers already in the area to do more local hiring.

    That’s a next step into another multi-tiered challenge. It’s a challenge that must start with jobs—or at least a requirement that the concept of work returns to the conversation when we talk about “cleaning up” neighborhoods such as Skid Row.

    Jerry Sullivan is the Editor & Publisher of the Los Angeles Garment & Citizen.

  • Excavating The Buried Civilization of Roosevelt’s New Deal

    A bridge crashes into the Mississippi at rush hour. Cheesy levees go down in New Orleans and few come to help or rebuild. States must rely on gambling for revenue to run essential public services yet fall farther into the pit of structural deficits. Clearly we have gone a long way from the legacy of the New Deal.

    The forces responsible for this dismantling are what Thomas Frank calls “The Wrecking Crew,” the ideological (and sometimes genealogical) descendants of those who have waged war against Franklin Roosevelt’s New Deal since its birth 75 years ago. Few today articulate any vision of what Americans can achieve together because “the public” is the chief and intended casualty in that long war.

    Those whom the mass media routinely refer to as conservatives better know themselves as counterrevolutionaries against what FDR wrought. Ronald Reagan proclaimed that government is the problem as he made it so. Almost two generations after President Roosevelt’s death, President Reagan and his conservative surrogates depended upon the amnesia of those who know little about what the New Deal did and what it still does for them to undo parts of its legacy.

    I was not much more enlightened when I began what became the California Living New Deal Project four years ago. I thought that — with a generous seed grant from the Columbia Foundation — photographer Robert Dawson and I could document the physical legacy of the New Deal in California. Since the New Deal agencies were all about centralization, I thought, I would find their records neatly filed back in Washington at the National Archives and Library of Congress. I was wrong on all counts.

    I discovered, instead, a strange civilization buried beneath strata of forgetfulness, neglect, and even malice seventy-five years deep. Aborted by the Second World War FDR’s sudden death, then covered with the congealed lava of the McCarthy reaction, the half dozen or so agencies that had created the physical and cultural infrastructure from which grew America’s post-war prosperity left few accessible records of their collective accomplishments. So many-pronged and multitudinous was the Roosevelt administration’s onslaught upon the Depression that even FDR’s Secretary of the Interior and head of the Public Works Agency (PWA), “Honest Harry” Ickes, admitted that he could not keep track of it all.

    With the help of hundreds of photographs scanned at the National Archives and other collections, journal articles of the period, historical surveys, mimeographed WPA reports, as well as local historians and other informants, an indispensable matrix of public works was revealed to me. Most of our urban airports and rural airstrips, it now appears, began as projects of the WPA and CCC (Civilian Conservation Corps), while California’s many community colleges are similarly New Deal creations. (Between two illustrated talks I recently gave to large audiences at Santa Rosa Community College, Professor Marty Bennett led the first New Deal tour of a campus almost entirely built by Ickes’ PWA.) Committed to public education in all of its manifestations, the WPA and PWA built and expanded literally hundreds of schools throughout the state to replace older buildings that were seismically unsafe, inadequate, or nonexistent. Most are still in use.

    The availability of plentiful and cheap labor as well as PWA grants and loans made the Bay Area one of the most desirable regions in the country by giving it a vast network of public parks and recreational areas. A WPA report on that agency’s accomplishments in San Francisco noted that WPA workers had improved virtually every park in the city: that now appears to be true of most older towns in California where federally employed workers left a legacy of handsome stonework, public stadia, tennis courts, golf courses, swimming pools, baseball diamonds, and restrooms but few markers. Other federal employees built a network of all-weather farm-to-market roads enabling growers to get fresh produce to towns and tourists to visit every corner of the state. Still others completed and expanded public water supplies and electrical distribution systems as well as sewage treatment plants that, for the first time, insured the majority of Americans safe and plentiful drinking water.

    As the scale and extent of that often forgotten civilization grew ever larger, cataloging and mapping it fast outpaced my organizational and technical skills. With the joint sponsorship of the California Historical Society, the California Studies Center, and the Institute for Research on Labor and Employment (IRLE) at UC Berkeley, the California Living New Deal Project morphed into an unprecedented collaborative effort to use informants throughout the State to inventory and map what New Deal agencies achieved and to suggest what might have been. In particular, I am grateful to the IRLE Library whose staff maintains and continually expands the CLNDP website with input from research assistants and informants.

    The Roosevelt Administration and those it brought to Washington envisioned a collectively built America whose immense productive capacities could benefit all. A profusion of splendid public spaces such as Mount Tamalpais State Park’s Mountain Theater and the Santa Barbara Bowl would, they believed, make citizens and community of a polyglot populace. Together with a plethora of well-built public schools, libraries, post offices, parks, water systems, bridges, airports, hospitals, harbors, city halls, county courthouses, zoos, art works and more, New Deal initiatives spread the wealth and enriched the lives of uncounted Americans.

    In his last State of the Union address, FDR’s firm and confident voice enunciated the need for a second bill of economic rights that would ensure everyone a modicum of freedom, a freedom that his country promised but so often failed to deliver. If extended worldwide, Roosevelt suggested, that Bill of Rights could short-circuit future wars such as the one still raging as he spoke. “Necessitous men are not free men,” he told the nation, a condition afflicting the vast majority of people today.

    Gray Brechin is a Visiting Scholar at the U.C. Berkeley Department of Geography and the Project Scholar of the California Living New Deal Project. He is the author of “Imperial San Francisco: Urban Power, Earthly Ruin” and, with photographer Robert Dawson, “Farewell Promised Land: Waking from the California Dream.”

  • The New Deal & the Legacy of Public Works

    Almost completely ignored in the press this year has been the 75th anniversary of the New Deal. Social Security, public housing, school lunches, deposit insurance, labor relations standards and banking regulations are among its many enduring legacies. On this anniversary, it is worth looking at the public works programs that constructed roads and buildings that still exist in every county in America.

    In a nation where a quarter of the adult population was unemployed, the immediate goal of the New Deal was to provide temporary relief for Americans who were destitute and put them back to work. The failure of the Hoover Administration to either curtail the Depression or inspire people created a political climate for dramatic action.

    During FDR’s first 100 days – called the “First New Deal” by historians – a truly impressive list of legislation was passed. Prohibition ended, the Tennessee Valley Authority was created eventually bringing electricity and development to an impoverished area of the South, and controls were placed upon industrial practices, Wall Street, labor relations and farm output. The Civilian Conservation Corps, which ended up planting two billion trees across the country, was founded. A historian would be hard pressed to find a more energetic first 100 days of any administration.

    Yet one of its most far-reaching accomplishments was the Federal Emergency Relief and National Industrial Recovery acts which created the bureaucracy to institute public relief by funding large-scale public works. Under the system, states applied for grants from the federal government. Over the next ten years, the government would spend nearly $9 billion dollars though the Civil Works Administration (CWA), Public Works Administration (PWA) and the Works Progress Administration (WPA).

    The depth and social unrest created by the Depression provided motivation for New Deal officials to act quickly and decisively. The official who was the center of the action was Harry Hopkins. A hyper-competent social worker who had created a program to deliver services to mothers with dependent children in New York City and founded the American Association of Social Workers, Hopkins jumped into his role as head of federal relief with tremendous vigor. After a five-minute meeting with Roosevelt on his first day of work in May of 1933, he was dispatched to a cockroach-infested building on New York Avenue where, by the end of the day, he had dispensed with $5.3 million in aid to eight states. In a year’s time, Hopkins had created a jobs program that spent a billion dollars and provided badly needed jobs to over three million people during the cold winter of 1933 (the average wage was $13 a week). He spent money quickly – perhaps too quickly, some maintained – but his focus was to respond to FDR’s demand to quickly create jobs and alleviate misery in the country.

    But Hopkins was not a welfare statist. His career as a social worker had taught him that individuals did not want to be “on the dole,” living off the largesse of the state. By finding work for unemployed breadwinners, Hopkins believed he could keep families strong and enable them to retain their pride despite the hard times.

    This psychological aspect should not be underestimated. The Depression was more than a huge decline in GDP, vast unemployment and lost industrial output – it was a great identity crisis for a nation that placed great value on self-sufficiency and self-reliance. Look at New Deal art (another achievement of the New Deal are all the beautiful murals still in existence created by government funded artists) and you will see a glorification of labor. Frescos from San Francisco to New York depict colorful scenes of men hard at work.

    Today bureaucrats stress cost-effectiveness ratios, but New Deal reports were most concerned with how many jobs a project provided. Conservative critiques of the New Deal for a mixed record of achieving economic growth often miss this critical point. The official report of WPA projects in San Francisco, for example, lists as its main achievement how “the program contributed to the continuance of the normal standards of living of the working man’s family in San Francisco and maintenance of the courage and morale of the ordinary citizens through a most distressing period.” Expenses for projects are listed not just in dollar amounts spent but also in the number of “man hours” provided to workers.

    When Roosevelt ran for re-election the first time in 1936 (“Four Years Ago and Now” was his campaign slogan), he could claim six million jobs had been created in the last three years. He could point to a doubling of industrial output and the creation of a Farm Credit Administration that on an average day saved 300 farms from foreclosure. Still, eight million people were still out of work in 1936 and the public works programs, historically audacious they were, did not solve many of the nations entrenched economic and social problems. Roosevelt himself did not want his public works programs to compete with private industry or to create dependency on the state.

    Yet, looking back at the WPA and its companion public works agencies, the list of lasting contributions to the nation’s infrastructure are indeed impressive: 78,000 bridges, 650,000 miles of roads, 700 miles of airport runways, 13,000 playgrounds, hundreds of airports built and 125,000 military and civilian buildings were constructed. The roads and public works constructed by the WPA and PWA ended up being lasting infrastructure investments.

    However, perhaps the New Deal’s most enduring achievement was creating a sense of unity at a time of unparalleled economic crisis. Whereas the nation had previously elevated Horatio Alger -style self-reliance, the New Deal tapped into the creative industrial potential both of common unskilled laborers and thousands of skilled and creative workers. It created a sense of pride among millions who for the rest of their lives could point to public buildings they helped design and build, as well as the roads they laid out and paved.

    The 1930s produced the Hoover and Grand Coulee dams, the Golden Gate and Bay bridges, La Guardia Airport and the San Antonio River Walk. Besides some luxury high-rises, high-tech sports stadiums with retractable roofs and edgy art museums, what great things have we achieved lately?

    Andy Sywak is the articles editor for Newgeography.com.

  • New York’s Next Fiscal Crisis

    Mayor Bloomberg needs to prepare the city for the crash of the Wall Street gravy train.

    New York City, dependent on Wall Street for a quarter-century, has gotten used to harsh cyclical economic downturns, including the lending contraction in the early nineties and the bursting technology bubble in 2000. But today’s turmoil may be not a cyclical downturn for Wall Street but instead the beginning of an era of sharply lower profits as it rethinks its entire business model. If so, it will produce the biggest economic adjustment and fiscal challenge that New York has confronted in more than three decades. If the city’s leaders don’t recognize this challenge and move quickly to meet it, New York could soon face an acute fiscal crisis rivaling its near-bankruptcy in the mid-seventies.

    Such a fate—almost unthinkable to a city that has grown complacent about its world-class standing—could set Gotham back in the colossal strides that it has made over the past two decades in restoring its citizens’ quality of life. As Mayor Michael Bloomberg said in May, we must “pray that Wall Street does well.” But we’d better have a plan if it doesn’t.

    Wall Street bankrolled New York’s long recovery from the seventies because New York, through its long economic, fiscal, and social deterioration, managed to keep its position as the nation’s financial capital just as finance was about to take off. In the early eighties, the nation’s financial industry—particularly Wall Street—was feeling its way toward a sweet spot where it would stay for two decades. As Federal Reserve chief Paul Volcker brought inflation under control, creating a stable environment for financial innovation and a stable currency for the world’s savings, baby boomers and international investors flocked to U.S. markets. The Dow Jones Industrial Average tripled between 1982 and 1990, despite the ’87 crash, while the assets of securities brokers and dealers more than doubled as a share of America’s financial assets. The financial industry also saw a huge opportunity in Americans’ increasing love of debt, creatively packaging it into everything from mortgage-backed securities to junk bonds and then selling it to investors. Between the early 1980s and the early 1990s, the financial sector’s profits as a percentage of the nation’s income more than doubled. The sector’s pretax income as a percentage of all national income started a similar march upward. Profits at securities firms, while choppy, easily doubled between the early eighties and the end of the decade (all numbers are inflation-adjusted unless indicated otherwise).
    Graph by Alberto Mena.

    New York reaped massive rewards from Wall Street’s good fortune. The city’s financial-industry employment grew by 14 percent in the eighties—more than triple the job growth in its other private-sector industries. Jobs in the securities industry in particular, which had decreased in the seventies, grew by more than a third. Since these positions were high-paying, they had an outsize impact: by the late eighties, according to the

    Fed, financial services contributed nearly 23 percent of New Yorkers’ wages and salaries, up more than 60 percent from the previous decade. And financiers’ heavy spending supported other jobs, from restaurant workers and interior decorators to teachers and nurses.

    For evidence of how Wall Street started to lure newcomers to New York, look to Hollywood. Movies chronicling Gotham’s grim decline, like Taxi Driver (1976) and Escape from New York (1981), gave way to films portraying the heady excitement of making millions in the city, like Wall Street (1987) and Working Girl (1988). While much of the city remained grimy and dangerous, the excitement outweighed those factors for young, child-free baby boomers who paid high taxes without requiring many city services. The result: after hemorrhaging nearly 10 percent of its population between 1970 and 1980, New York gained nearly 4 percent back between 1980 and 1990. The city’s tax take in 1981 had been slightly lower than its take a decade before; but by 1991, it was raking in a third more than in 1981.

    This money allowed New York to reverse some of its bone-scraping seventies-era budget cuts and to invest in infrastructure without making the politically difficult choice of cutting deeply into social services. In the seventies, the city had laid off nearly 3,000 police officers and 1,500 sanitation workers; in 1985, Mayor Ed Koch hired 5,300 cops and almost 1,000 sanitation workers. In the 1990s, it was largely Wall Street’s breakaway success that gave Mayor Rudy Giuliani the financial resources to focus on making New York City safe again.

    If high finance found its sweet spot in the eighties, it reached dizzying sugar highs starting in the late nineties and continuing, after recovering from the tech bust and 9/11, until last year. The nation was awash in the world’s money, encouraging record lending and speculation as well as the creation of more financial products, which yielded banks massive profits. By 2006, the financial industry’s corporate profits as a percentage of the nation’s income had doubled once again.

    It seemed that nothing could go wrong for Wall Street once it had bounced back from the tech bubble’s burst. With the dollar serving as the expanding global economy’s reserve currency, banks had oodles of money to lend. Cheap Asian imports were keeping prices and inflation expectations low, allowing central bankers to justify low interest rates. Beginning in the nineties, traditional consumer banks—previously tightly regulated to protect government guarantees for their depositors—began taking investment risks that once had been confined to Wall Street. As time went on, investment banks became more dependent on fees from debt backed by home mortgages and other consumer products, further blurring traditional lines between investment and consumer banking.

    The financial world took advantage of the easy money and better technology. It booked high fees by designing ever more complicated “structured finance” products, backed by riskier home mortgages as well as corporate loans. Wall Street sold these products to international investors, who couldn’t get enough of American debt, by making a seductive pitch: the products were structured so intricately that even risky mortgages were as safe as government bonds, and they paid better interest rates. Further, if an investor ever had to sell a mortgage-backed security after he had purchased it from a bank, it was a cinch, since Wall Street had “securitized” individual loans—that is, taken thousands of them at a time, sliced them up, and turned them into easily tradable bonds of different risk levels.

    In addition to lending, Wall Street was borrowing at record levels so that it could take bigger and bigger risks with its shareholders’ money, making up for lower profit margins on businesses like equity underwriting and merger advisories. Wall Street’s borrowing as a multiple of its shareholders’ equity was 60 percent above its long-term average by the end of last year (with sharp increases over the past few years). Firms were taking even more risks than that figure indicates, setting up arcane, off-the-books “investment vehicles” with shareholders still vulnerable if something went wrong.

    As banks and financiers got unimaginably rich, so did the city. The finance industry’s contribution to New Yorkers’ wages and salaries topped out at over 35 percent two years ago. Last year, the city took in 41 percent more in taxes than it did in 2000, capping off an era of unprecedented revenue growth. While the city’s stratospheric property market—itself a function of Wall Street bonuses and easy money—drove much of that increase through property-related taxes, corporate tax revenues rose by 52 percent, personal income tax revenues by nearly 20 percent, and banking tax revenues by nearly 200 percent.
    Graph by Alberto Mena.

    But today, the financial industry may be entering a wilderness period of lower profits, employment, and bonuses. “Whether it’s financials as a share of the stock market or financials as a share of GDP, we’ve peaked,” ISI Group analyst Tom Gallagher told the Wall Street Journal in April. One measure of how this downturn differs from those in the recent past: some Wall Street firms, after their disastrous miscalculations, are operating today only because the Fed, as Bear Stearns melted down in March, decided to start lending to investment banks, which it doesn’t normally regulate or protect.

    A new alignment of global demographics, inflation expectations, and interest rates may spell long-term trouble for the city’s premier industry. A decade ago, cheap Asian goods kept prices and inflation expectations down; today, Asia’s growth is pushing them up. Ballooning energy prices and too-low interest rates threaten to yield sustained inflation. America now faces intense competition—particularly from the euro—for the world’s savings and investment, meaning that it can’t depend on attracting as large a portion of the world’s nest egg to keep interest rates down. “It is not credible that the world will revert to the same level of capital flow to the U.S. after the credit crunch is over,” Jerome Booth, research head of U.K.-based Ashmore Investment Management, noted recently. The Fed can keep official rates low only at the risk of inflation and more capital flight. The end of cheap money means that the market for future debt may shrink, squeezed by tougher borrowing terms, cutting off a crucial profit line for banks.

    Regulators, too, will be harder on the banks. Because investment banks now benefit from taxpayer-guaranteed debt, taxpayers must be protected. The feds probably won’t let firms borrow from private lenders at the levels that they have over the past decade, and it’s unlikely that they’ll let banks rely so intensely on short-term debt—which is cheaper, but riskier, than long-term debt. (Short-term lenders can flee quickly, as the Bear Stearns crash showed, because they have the option of yanking their money out of investments, often overnight, while long-term lenders are stuck with the bets that they’ve made.) Less borrowing means lower profits, and not just temporarily. Regulation might also curtail Wall Street’s lucrative business of complex derivatives, another huge area of risk. Plus, international stock listings continue to bypass New York for Asia and Europe because of the six-year-old Sarbanes-Oxley law, which imposes an unnecessary regulatory burden on companies publicly traded in the U.S., and also because the world’s growth has moved east. Such losses could be ignored only when debt and derivatives were making up for it.

    The skepticism of Wall Street’s own investors and clients, though, is the real deal-breaker. The most startling news out of the current crisis is that Merrill Lynch, UBS, and others didn’t know that they had taken certain risks for shareholders, lenders, and clients until they were already reporting tens of billions in losses. Clients and investors shouldn’t mind losses when they understand the risks that they’re taking. They do mind if, after the firm that they’re investing in or doing business with has insisted that its careful models and safeguards protect them, it turns out that its only protection from bankruptcy is Uncle Sam.

    International investors will not again blindly trust Wall Street’s ability to assess and allocate risk. “Market participants now seem to be questioning the financial architecture itself,” Fed governor Kevin Warsh said recently. Don’t forget the stock market’s performance, either: it hasn’t been impressive over the past eight years.

    New York City, so dependent on the financial industry’s continued growth, should shudder.

    If Mayor Bloomberg and his successor view the current downturn as another short blip, rather than a long readjustment of the financial industry’s share of the economy, and they turn out to be wrong, the decisions that they make could prove ruinous. Over the past two and a half decades, whenever the financial industry underwent one of its periodic downturns, New York stuck to the same playbook: jack up taxes to make up for lower tax revenues, cut spending a bit, and wait for the financial industry to come roaring back. During the early nineties’ credit crunch, Mayor David Dinkins slapped two temporary surcharges on the income tax; one still persists. In 2002 and 2003, after the tech bust and 9/11, Bloomberg temporarily hiked income and sales taxes and permanently hiked the property tax.

    Those tax increases were never wise because they kept less profitable industries and their lower-paid employees out, making New York ever more dependent on finance. Even the financial industry didn’t ignore the tax hikes; partly in response, it sent back-office, five-figure-a-year jobs to cheaper cities, and as a result, New York today has less than one-fourth of the nation’s securities-industry jobs, down from one-third two decades ago. Still, the industry was growing so fast that it and its workers could withstand the higher costs posed by the tax increases.

    But what was once merely unwise could be calamitous today. Consider the last time that New York tried raising taxes when its premier industry was about to shrink—the mid-sixties, when the city’s leaders arrogantly believed that its record population of 7.9 million people, in the middle of a record economic boom, wouldn’t mind paying for a breathtaking array of Great Society social programs, as well as fattened public-employee benefits. In 1965, the New York Times had reminded city leaders that “New York City’s economy is prospering,” and its editorialists decreed a year later that “strong medicine, specifically higher taxes, is the remedy for restoring New York’s financial health.”

    Mayor John Lindsay, with state support, enacted the city’s first personal income taxes, as well as new business taxes, in 1966. New York went on to lose half of its 1 million manufacturing jobs between 1965 and 1975—a trauma as great as Wall Street’s troubles today, because in 1960, manufacturing had accounted for more than a quarter of New York’s jobs. At the same time, the city was also losing its collection of corporate headquarters and their legions of well-paid employees. By the end of the seventies, half of its 140 Fortune 500 companies had fled the city.

    New York didn’t anticipate this change or understand its significance as it was happening. Well into the early seventies, the city thought that it could keep taxing and spending because the future was bound to mirror the “Soaring Sixties.” City officials argued that fleeing companies were evidence of New York’s success because some companies just couldn’t afford to be here any longer. Worse, the city’s leaders didn’t understand how quickly urban quality of life could deteriorate: as they focused on social spending rather than vital public services like policing, murders shot up from 645 in 1965 to 1,146 just five years later. Nor did they realize how quickly middle-class residents would flee, taking their tax dollars with them.

    For a while, the city and its lenders found a way around these miscalculations. New York stepped up its borrowing against future tax revenue in the late sixties and early seventies, paying the banks back when the following year’s tax receipts rolled in. The foolishness of such a plan was always obvious: three years before the city skirted bankruptcy, the Times reported, Albany skeptics warned that large-scale temporary borrowing was folly. But even as economic and fiscal conditions worsened, the city kept spending and spending. In 1970, city leaders were heartened by the judgment of bond-rating agency Dun & Bradstreet, which noted New York’s “extraordinary economic strength . . . and long-range credit stability.” (Then, as now, ratings agencies weren’t good at predicting acute crises.) In 1972, as what had once seemed like a short downturn stretched on, Times editorialists encouraged complacency, noting that “after all the years of . . . warnings of imminent municipal bankruptcy, it is reassuring to find investors . . . bullish about the outlook for New York City’s long-term financial soundness.”

    By late 1974, however, as rising spending outpaced tax receipts, a crisis was inevitable. It came the following spring, when New York wrestled with a budget deficit that equaled 14 percent of its expected spending and creditors cut the city off. Forced to throw itself at the mercy of the state and federal governments for emergency funding, Gotham gutted trash pickup and policing, murders climbed to 1,500 annually, and more residents left.

    Millennial New York likes to think of itself as vastly superior to the troubled city of the 1970s. But once again, on the brink of what may be a major economic upheaval—this time, involving the financial sector rather than manufacturing—it is reacting with disturbing complacency. And yet again, the mayor has allowed the budget to swell dangerously during the good times, which could push leaders to make the same mistakes as were made in the sixties and seventies: raising taxes at precisely the wrong time and slashing vital services under pressure to keep up social and public-employee spending.

    During the past decade, New York used the cash that Wall Street was showering on the city not to ease its long-term problems but to make them worse. In 1974, under Lindsay, the city devoted one-quarter of its budget to social spending: welfare, health services, and charities. Today, the city continues to spend one-quarter of its budget on social services (not including the public schools’ vast social-services component). Nor has New York reformed the pensions and size of its still-huge public workforce, reduced debt costs, or cut Medicaid costs fueled by Albany’s powerful medical lobby, which helps ensure that New York’s per-capita Medicaid spending—rife with waste and fraud—is the highest in the nation. Even after adjusting for inflation and considerable population recovery, the city’s tax-funded budget for 2008 is 22 percent higher than it was at its Lindsay-era peak. While spending rose just 9 percent or so during the Giuliani era, it has risen three times as fast since—the highest rate since Lindsay left office.

    Echoing a time when people said that New York was ungovernable, Mayor Bloomberg often calls these costs “uncontrollable.” But there was no better time to start controlling them than during the past half-decade, an era of unparalleled prosperity and public safety when Bloomberg had an opportunity available to no other modern mayor. If he had successfully bargained with Albany and union employees to require new workers to contribute more to their pensions and health benefits, we would have seen the results by now. Likewise, if he had worked with Albany to rein in Medicaid spending—now nearly $6 billion a year—the city could have spent some of that money to build schools and fix roads, reducing debt costs. Instead, we’ve got a politically powerful public workforce that commands benefits belonging to another era and that remains vulnerable to corruption despite this generosity, as recent construction investigations show.

    The mayor has also sharply increased spending in one area that was easily controllable: the city’s public schools budget, up by more than one-third since 2001 even though enrollment is down 4 percent. Much of that spending funds plusher teachers’ salaries and the higher pensions that follow, plus borrowing costs for school construction and rehab, making it harder to cut than it was to increase. Today, the education budget is nearly $21 billion: one-third of the entire budget, and more than police, fire, and sanitation combined.
    Graph by Alberto Mena.

    Bloomberg’s failure to control costs during the boom means that big trouble looms. The city projects that spending over the next three years will increase by more than 20 percent, while revenues will increase by just 13 percent (neither figure is adjusted for inflation). If that happens, a $5 billion–plus deficit—more than 11 percent of tax-funded spending—will result in two years’ time. Moreover, that’s the best-case scenario, based on the city comptroller’s prediction of low growth this year and next and a quick, though weak, recovery after that. But the mayor expects a 7.5 percent economic contraction this year, followed by a smaller contraction. If that happens, revenues might not rise as much as 13 percent; in fact, they might shrink, as they often did in the seventies (and again in 1990 and 2002).

    This risk is especially acute because our progressive tax structure and the growth in wealth of our richest citizens over the past two decades make New York highly dependent on the rich, whose income is volatile. Two years ago, the top 1 percent of taxpayers paid nearly 48 percent of the city’s personal income taxes even after adjusting for the temporarily higher tax rate, up from 46 percent in 2000, 41 percent a decade ago, and 34 percent two decades ago, according to economist Michael Jacobs at the city’s independent budget office. A few bad years for the city’s wealthiest translate into a few terrible years for their home base.

    Cutting a $5 billion deficit—let alone an even larger one—is a formidable task even when done slowly. Cutting such a deficit in a hurry two years from now, under an inexperienced mayor, will endanger the city’s vitality. It’s not too late for Bloomberg to prepare the budget for a painful economic adjustment, and not just by cutting around the edges of the “controllable” budget, as he’s prudently done this year and last.

    The first principle is to do no harm on the tax side. Bloomberg will allow a temporary property-tax cut to expire, and he has told the Times: “If all else fails, we’re not going to walk away from providing services, and only then would I think about a tax increase, and my hope is that we’ll avoid it.” He’ll have to: while the city has proved that it can squeeze higher taxes out of a phenomenal growth industry, that trick won’t work on an industry that’s stagnant or in decline. New York’s sky-high income taxes for businesses and residents already put the city at a huge disadvantage, since they keep away lower-paying jobs from media, technology, and other industries that otherwise might be attracted by lower housing costs and commercial rents in the coming years. The city can’t afford to make this disadvantage any worse.

    Second, the mayor must carefully manage his budget cuts. This year, he proposed largely across-the-board cuts of about 6 percent in projected spending, covering everything from police and sanitation to homeless services and education. He also enacted a 20 percent slash to the long-term capital budget, which funds physical infrastructure. But this strategy won’t work for long. Vital services can’t withstand deep cuts. The mayor must not alienate the middle class, whose tax revenues he needs, and that means protecting the police department, cleaning streets, and keeping libraries open. (His May delay in hiring 1,000 new police officers for more than a year, even as New Yorkers are becoming wary of crime again, is worrisome.) Further, failing to fix decaying infrastructure isn’t a way to save money. It’s no different from borrowing to pay for other expenses, since waiting will worsen deterioration and mean more expenses later.

    So as Bloomberg readies his final budget over the next year, he’ll have to choose the deepest cuts to projected spending carefully, even though it requires fighting the city council, which nixed half his proposed cuts this year and especially protected education. Rising education spending under both Bloomberg and Giuliani hasn’t improved scores on national tests, after all. And within the capital budget, the city should reduce its spending on economic-development and affordable-housing subsidies in order to fund things like roads and transit adequately. Furthermore, New York pols should stop regarding the operating and capital budgets as unrelated. Ten percent of Medicaid’s $6 billion annual take would go a long way toward upgrading the city’s roads and subways. Last, tens of millions of dollars in politically connected earmarks by both the mayor and the council are unsavory in good times and unconscionable in bad.

    But ultimately, the mayor can’t fix the city’s budget without addressing its “uncontrollable” half, whose growth will be responsible for three-fourths of the deficit in three years’ time. Bloomberg—and his successor—can use fiscal stress to advantage in bargaining for changes in city contracts. In the past, in fact, the city’s biggest bargaining gains have come during fiscal turmoil. As Charles Brecher and Raymond D. Horton noted in their 1993 book, Power Failure: New York City Politics and Policy Since 1960, the city won sanitation productivity gains in 1981, while it was suffering the fallout from the fiscal crisis of the 1970s, and a less costly pension tier two years later. While police officers won a raise this year that was necessary to attract recruits, the mayor must not let the city’s other unions bring home similar gains through contract renegotiation.

    The city’s contract with more than 100,000 non-uniformed workers expired this spring, presenting an opportunity. New York should negotiate to get this union, DC-37, to allow new employees to accept a pension plan in which the city contributes to workers’ private accounts, rather than guarantees a pension for life. The independent budget office estimates sizable budget savings here—nearly $100 million annually—within half a decade. Requiring health-insurance-premium payments of 10 percent from these workers and retirees would save half a billion dollars more; extending the workweek from 35 and 37 hours to 40 (imagine!) would net another half-billion, savings that the next administration will dearly need if Wall Street doesn’t roar back. The mayor (and his potential successors) must impress upon unions that their members won’t get a better deal if they wait.

    But why the urgency? After all, New York has huge advantages today. Half a century ago, suburban growth was driven by cheap fuel, fast commutes, and low crime. Today, suburbs are choked off by congestion, $5-a-gallon gas, and bad public schools. The city’s governance approach is also different. If crime starts to rise, we know what to do: aggressively police neighborhoods and prosecute and sentence defendants appropriately. And the city’s new citizens—many of whom have invested their lives’ savings in their homes—should help politicians keep some focus, counterbalancing to some extent the organized pressure to sacrifice all else for education spending. The city’s budget has safety latches, too. New York’s fiscal near-death in the seventies spurred the state to impose extraordinary oversight and brought about local changes. The city can’t borrow much today for operating spending. It must balance its budget annually and project four years’ worth of expected spending and revenues, submitting the results to a state board.

    Yet these advantages aren’t limitless, as recent high-profile shootings in Harlem and Far Rockaway indicate. If a mayor lets crime spiral out of control over a crucial one- or two-year period, it will be harder to control later. The middle class won’t be patient for long if its voice isn’t heard, and the city’s “global” upper class is much more transient than it was 40 years ago. Plus, with one-third of the population leaving every decade, New York must continually attract new residents. As for city finances: no amount of regulation can guard against complacency. The city couldn’t have balanced its budget this year and reduced next year’s deficit if not for the huge surplus that Wall Street provided last year, before it ran out of steam. The city doesn’t have to default on its bonds to get into trouble, as it nearly did three decades ago, moreover. Sacrificing quality of life so that it can pay those bonds would do as much damage. Finally, if the city does need help, it can’t look to New York State to bail it out, as it did 33 years ago: this time around, Albany might be in equally dire straits.

    Even if we do all the hard work of fixing the budget and in two years’ time, Wall Street is defiantly humming along, once more channeling record tax revenues into the city’s coffers, the steps that we take today won’t have been wasted. By acting now, Bloomberg will enable his successor to consider income tax cuts and infrastructure investment. Just as we prepare for a terrorist attack that we hope will never come, we have to prepare for a fiscal and economic crisis that we hope will never come. The risk is real.

    Nicole Gelinas, a City Journal contributing editor and the Searle Freedom Trust Fellow at the Manhattan Institute, is a Chartered Financial Analyst. This article appeared in the Summer 2008 City Journal.

  • Thoughts on the Future of Seattle: A Vision of 2040 for Pugetopolis

    I have been attacked as a defender of ‘sprawl’ although I consider myself a man of the left, with a political-economy philosophy that is ‘social democratic – far to the left of the contemporary Democratic party. I view global warming as very serious, but consider continuing global warfare over resources, land and religion, and increasing national and global economic and political inequality as even more critical.

    As a realist/naturalist/skeptic, rather than idealist, I believe a scientist’s goal is to understand and explain the rich variety of actual needs, motivations and behavior of individuals, groups and institutions. I chose geography instead of planning, because I am uncomfortable with a normative approach of telling people how they ought to behave (in the absence of adequate theory and evidence).

    In my long career in planning I have become skeptical about many things that are widely considered “progressive.” This includes disbelief in two icons of a normative New Urbanist planning: urban growth boundaries and rail transit. In my original testimony to the Growth Strategies Commission 20 years ago, I warned that use of a crude geographic tool (growth boundaries) would lead to land and housing price inflation, leapfrog development and would benefit the rich at the expense of the poor. Sadly, this proved to be the case. Rather than use zoning to create open space, I believe fairness dictates it be acquired through public purchase for public use.

    On rail, my skepticism grew out of considerations of class fairness, since it squanders limited public resources for limited results, and again benefits the rich at the expense of the poor. The real transit problem is not capacity but accessibility to people and jobs. I like trains and have been on dozens of rail or subway systems around the world, many successful, others relative failures. Unfortunately, the geography of Seattle militates against rail’s success here.

    Before we try to guess what greater Seattle might or could (not “should” or “will”) look like in 2040, we must be clear about the nature of the geographic setting, and needs and preferences of its people. For example, there are distinct populations who prefer denser urban living (structures and neighborhoods), and those who prefer less dense living (single-family homes and neighborhoods). Some economic activities require dense agglomerative settings; others need greater horizontal space or external connections.

    In the immediate Seattle region currently about 40 percent of people and jobs are at the denser more agglomerative and 60 percent at the less dense, more dispersed end. Unfortunately for New Urbanist idealism, far more than half of people do not live within walking or biking distance to work or school. By 2040 the share of people preferring or accepting denser urban living in the close in areas could rise to 50 percent (for demographic and land cost reasons) but that will still leave 50 percent or 2.5 of 5 million people preferring a lower density environment. Planners should have learned that many people need private space (yards) as well as public (parks and playgrounds). And it is truly difficult to envision a higher share of more agglomerative jobs; costs of transportation will likely bring residences and workplaces closer to the peripheral communities.

    Another inescapable reality is that trucks will remain the dominant mode for goods transport and that the car, personal transport, will still, yes, be the dominant mode of person movement. Transit (and walking and bicycling) could rise to 25 percent and carpooling could become a lot higher, but cars, far more efficient and greener, will still be the rule. It is absurd to imagine otherwise – this is precisely the kind of innovation that at which American technology excels.

    Most political leaders and senior planners know these “realities” perfectly well but seem to have trouble reining in the their often overly idealistic staff. Yet an intelligent view of what will be in 2040 rests on facts and people’s demonstrated preferences, not on New Urbanist theorizing.

    So what does 2040 look like? The population will likely grow but the forecast of a 50 percent increase is far from sure. The odds are better than even that growth will be moderately less, because of demography (aging population, lowering fertility of past immigrants), and the high cost of Seattle for residence and for business. Instead we likely will see growth spill over to less costly and restrictive cities like Spokane, Bellingham, Yakima and the Tri-Cities.

    We don’t know the likely degree of housing affordability and of the relative severity of constraints on the land supply. Again based on history and demography/education, I’d say the odds are in favor of continuing constraints, over-regulation and housing unaffordability.

    Personal transport will still prevail in 2040, but much of transport technology and policy is uncertain. There will probably be new trains, because people seem to want them, although their contribution to mobility will be modest.

    Smaller communities around Seattle would be well-advised not to allow themselves to be pulled too closely into a downtown-centric transit network since, as Nobel economist Paul Samuelson showed in 1956, this almost guarantees that the outlying centers will lose high level functions and income to the central node. Tacoma, Everett and Bellevue would each be better off developing themselves than subordinating their destiny to downtown Seattle. Bellevue’s success as a competitive edge city is because of the barrier effect of Lake Washington!

    So given these considerations, what will Seattle and its region look like in 2040? Look around you because the future city will look and feel amazingly like the present city, just as the city today is much like the city of 1975. It will be somewhat denser, especially in the core region but overall the urban footprint will grow only slightly and begrudgingly. Instead, most substantial growth in Pugetopolis will occur in satellite towns and adjacent counties and beyond, which is not necessarily a bad thing but may offend many planners.

    In this new configuration, the central city of Seattle will do fine – due to its popularity, site and situation benefits (and the high land prices). There will be continued gentrification, dominated by the childless affluent, and displacement of the less well off to some of the older, less amenity rich suburbs. Inequality will remain high and segregation by class will probably increase. Transportation congestion and substantial long distance commuting will not have lessened, despite trains or the implementation of demand management, because of likely over-investment in large glamour projects, and the continued separation of residences and jobs.

    Experience suggests to me that the future Pugetopolis will continue to be the uneasy compromise between the idealist visionaries of the golden city and the dictates of the human condition and the economy. This is not a pessimistic forecast, rather a realistic one. The metropolis of 2040 may well be a somewhat better place than it is now, but just not very!

    Richard Morrill came to Seattle 53 years ago for graduate school, and after stints in Illinois and Sweden, returned to the University of Washington Geography department in 1961, where he has taught for 44 years.