Blog

  • Skepticism Towards Congestion Pricing in San Francisco

    If there’s one place in America most likely to adopt congestion pricing, you would think it would be San Francisco. The combination of affluence, deep-seated environmentalism and a tradition of progressive politics would lend itself to adopting the program. But even residents there are skeptical.

    Congestion pricing is the practice of charging commuters a fee for driving through a congested downtown area during peak commute times. In San Francisco, they are discussing a payment of between 50 cents and $5 to be assessed to drivers who commute between 6–9 a.m. and 3–6 p.m. The argument is that by doing so, you reduce congestion and raise public coffers to be poured into public transportation. In London, traffic was reduced 21% and public transit increased 36% when congestion pricing was adopted (it’s also been adopted in Singapore and Stockholm).

    But SF is no London when it comes to public transportation. Anyone who has ever stuffed themselves into a city bus headed for points westward after work knows it is not nearly as reliable or as comfortable as “the tube.” It seems like there would have to be a rise in the standards of public transportation there to really make it effective – and money for that would not be available for some time given California’s budget circumstances.

  • The Future of the Shopping Mall

    By Richard Reep

    “I had two rules for Christmas this year:
    1. Under 13 years old only;
    and
    2. Internet only.”

    –overheard at Stardust Video and Coffee in Orlando, Florida.

    One of the most distinctive benchmarks of contemporary American life, the classic indoor shopping mall, is now gasping for survival. The two rules expressed above were commonly heard during this shopping season, calling into question whether the 20th century indoor shopping mall will survive in its present form.

    Almost since it was born in the early 1950s, the shopping mall has engendered controversy. Few today recall the enthusiasm which greeted the first malls in the Midwest, giving shoppers something they previously lacked: adequate parking closer to a more varied selection of goods. Malls quickly caught on, and developers repeated this success across the country. The so-called regional mall became a new tourism destination, an economic engine powering local economies, and a cultural marker in which our suburban nation, recently empowered by the mass production of the car, took great pride.

    Malls, however, were decried by urban thinkers like Lewis Mumford and Jane Jacobs. For one thing, they turned the traditional building inside out, with the unlovely backs of the stores facing the exterior. For another, they required huge seas of asphalt to accommodate parking, necessitating long, arduous walks from the car to the mall door.

    Perhaps more seriously, however, thinkers criticized malls as dealing a lethal blow to the traditional Main Street. To support the development costs of the regional indoor shopping mall, the leasing prices only let large, national chain stores in, wiping out almost any vestige of local identity. Generally speaking, shoppers overlooked this fault in favor of access to a much greater diversity of goods and essentially deserted Main Street in droves.

    Architects and developers quickly gathered empirical evidence about people’s shopping patterns and applied these to the design, so by the 1970s the regional indoor shopping mall was perfected down to a reliable formula that could be applied consistently, with reliable and satisfying economic results to the landowner and his bank. Older malls, such as Lenox Square in Atlanta, underwent drastic renovations to adapt to the formula, increasing visitors and sales, and cementing the place of the regional mall in American culture.

    Yet the mall also had one largely overlooked advantage: its ability to deliver a safe, secure environment for its inhabitants. Being private property, the landowner could afford to eject suspicious behavior and deal with theft swiftly, in a way that police in a public setting could not. The mall could be secured in a way impossible for the traditional city street.

    Malls grew, finally testing the upper limits at over 4 million square feet in Bloomington, Minnesota. However, like dinosaurs, their great size and their slow speed have now limited their ability to adapt to changing times. Malls began to suffer a decline as early as the 1990s. This decline was due to challenges from big-box retailers, and the even more convenient commercial strip mall. Mall developers fought off these challengers by including both boxes and strips within new development tracts, so a new regional mall such as the Brandon Mall in Tampa, Florida opened in 1994 with a brand-new Target store and brick-façade strips flanking its entry. Shoppers parked at the main mall, shopped, and then parked in front of various strips, shopping their way out of the parking lot.

    Yet this model could not rescue malls, so developers started reinventing them as lifestyle centers. Retail was subsidized by dining and entertainment venues, and when the residential boom arrived around 2002 and 2003, condos were thrown in the mix. At the same time, consolidation of mall owners was taking place, and one of the single biggest mall owners, General Growth, was faced with the task of stewarding these giants into the new millennium.

    Yet even as “lifestyle centers”, malls have continued to suffer. General Growth and others like them found themselves fighting a defensive action, as per-square-foot sales of malls softened. At one time, they entertained the notion of adding hotels to malls, imagining that malls remained destinations. Shoppers, however, were getting scarcer, and except for Black Friday (the day after Thanksgiving) and the day after Christmas, it was becoming easier and easier to find a parking place in front of your favorite national department store.

    This year’s Christmas season has further weakened the malls. E-commerce retail, rising since 2000, accounts now for over $34 billion in retail sales, or 3.1% of total retail sales, for the third quarter of 2008 (source: U. S. Census Bureau). This rise continues to penetrate the physical retail environment, and the mall is the most vulnerable to this new form of commerce. Accompanied by a sudden drop of consumer spending, this trend has turned bad times into a veritable rout.

    For companies like General Growth, which has flirted with bankruptcy, tough times are ahead. Adaptive reuse strategies – turning malls back into town centers with residential density – remains one possible strategy. Another may be to retune old-line malls into destinations for fast growing consumer populations such as Hispanics. There are clearly many possibilities.

    In this sense malls represent a huge opportunity for a forward-thinking investor, and this building type should be analyzed for its positive features. Aside from the good portion of commercial debt it represents, the mall usually boasts a prime location within existing suburban infrastructure, and typically sits on level land that would ease redevelopment. A mall in east Orlando has already been changed into Mainsail, a private higher education facility. Others have been made into municipal service centers. The redeveloper may preserve the building and land whole or, like ancient Roman coliseums, malls may be disintegrated so that only fragments of the mall’s original development pattern will be noticeable.

    No doubt some malls will survive in unique pockets – and they could come to represent the new localism – if they have engrained themselves enough into local culture. This may be particularly true in outer suburbs where there was no Main Street and the mall has remained the focal point for local concourse and rendezvous.

    One thing is clear. Given the rise of internet commerce, and perhaps a long-term slowdown in consumer spending, the mall seems destined for a major makeover in the coming decade.

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

  • Case-Shiller Index, Housing Price Correction Continues

    Today’s latest release of the Standard and Poor’s Case-Shiller Housing Price Index indicates a continued price free fall across the board. Hyper-inflated markets such as Miami, Los Angeles, Washington, DC, San Diego, and Las Vegas continue to come back to earth. Check out the chart.

    Even Charlotte, Denver, Dallas, and Atlanta, which seemed to be holding their own after never seeing a huge price escalation, seem to be sliding again since July. Cleveland seems to have stabilized, but Detroit continues its drop into a black hole. Home prices in Detroit have fallen to almost 14% below levels in early 2000.

    Follow this link for a bigger version of the chart.

  • Stimulate Manufacturing and Production, Not Consumption and Consumerism

    As store earnings plunged last week, the National Retail Federation proposed that the country create the mother of all sales by suspending taxes on all purchases. These tax holidays would occur in March, July and October and be national in scope.

    The bill, they suggested, should be picked up by – who else? – the federal taxpayer, who would make up for the lost local revenues even for the five states without sales taxes. The rationale, suggests the Federation’s chairman, J.C. Penney Chief Executive Myron Ullman III, in a letter to President-elect Barack Obama, would be “to help stimulate consumer spending as one of the first priorities of your new administration.”

    Now I can understand the manager at the local Target, Macy’s or Nordstrom feeling a bit neglected as money pours out to prop up financial institutions and the Big Three. This proposed subsidy for mallrats, however, makes the previous somewhat-dubious bailouts look like good policy.

    In fact, if there is one thing Americans do not need, it is yet another incentive to spend money they do not have. This has become a fixture of stimulus-think under the Bernanke-Bush regime. Remember the tax rebates earlier in the year? That was a big help, wasn’t it?

    Sadly, this “shop ’til you go bankrupt” strategy is being adopted by the new kingpins in Washington as well. Already you can hear Barney Frank, chair of the House Financial Services Committee, talking about a big stimulus to “prop up consumption.”

    This quick-fix approach has become a new genus of bipartisan madness. Like “the best minds of my generation … looking for an angry fix” – to recall Allen Ginsberg’s Howl – politicians and policymakers seem to feel we need some quick high to restore our battered economy.

    Like a bad drug habit, reckless stimulation may make us feel better in the short term, but it could leave us shaky later on. To be effective over time, a stimulus plan must first address some fundamental challenges that have haunted the American economy for a generation.

    Of course, there are countries that should be spending more. Places like China, Germany and Japan have gotten fat off our consumption. Now their beggar-thy-neighbor policies are backfiring as shopaholic nations, most notably the U.S., rein in their spending.

    In contrast, our economy’s failing stems from not producing nearly enough in goods and services to pay our bills. Our long-term weakness stems not from a shortage of consumer credit – the main obsession of Wall Street and both parties – but from the decline in manufacturing, growing dependence on imported fuel and deteriorating basic infrastructure.

    Our consumption patterns – coupled with disdain for production – explain how our deficit in goods-related trade alone has soared over the past two decades from roughly $100 billion annually to over $800 billion. In the process, we have created an enormous shift in currency reserves to countries like China, Russia, India, Korea, Brazil and Taiwan. They produce and save too much; we consume and borrow too much.

    Reversing this dangerous disequilibrium does not necessitate the end for American-style capitalism – as suggested recently by France’s president, Nicolas Sarkozy – but instead a paradigm shift within it.

    First, we need to swear off our addiction to hype-driven bubbles, seen first in technology and more recently in real estate. The fact that the government may be about to start yet another – this one colored “green” – suggests bad habits are hard to break.

    Of course, bubbles certainly benefit some individuals and companies, most notably the financial sectors, who can best take advantage of wild speculative swings. The financial sector’s share of profits more than doubled as a percentage of national income since the 1980s.

    However, this pattern has not worked so well for most Americans, who have seen their wages stagnate or even fall. Most of us would benefit far more from robust growth that stems from productive industries like energy, fiber, food, logistics and manufacturing. Parts of the industrial Midwest, Texas and the Southeast have enjoyed expansions in these fields – until the onset of the recession, at least.

    More important, productive economic growth creates demography far more egalitarian than the Namibia-like bifurcation that characterizes bubble centers like Manhattan and San Francisco. In fact, notes University of Washington demographer Richard Morrill, areas with greater concentration of these kinds of industries tend to suffer less inequality and offer better prospects for the average middle class worker.

    Concerns over income equality should persuade Democrats – the supposed party of the people – to focus primarily on the basics of economic growth. This is precisely what we have not been doing for over a generation.

    Just think of the billions sunk into convention centers, yuppie condos, performing arts centers and other ephemera. These produce some high-wage short-term construction and architecture jobs, but after that, they offer largely low-paying service work. Meanwhile the Chinese and other competitors dredge new harbors, build high-speed rail systems, new freeways and fiber-optic lines – the keys for pushing their economies to the next stage.

    Sure, you can say the Chinese are also hurting from this financial crisis. But at least they can pay for their own stimulus. The Germans, Russians and Japanese, for now, can also dip into their dollar reserves to pay for new infrastructure investment. In contrast, we will have to beg the money for our stimulus like some busted-up small-town bookie.

    More serious yet, the real problem may be whether we even want to make the changes necessary to boost our economy. Americans were once masters of both innovation and production, but we have begun to fall behind on both counts.

    Indeed, our policies no longer focus on such things as manufacturing and energy production, deeming them beneath our dignity. As early as the mid-1980s, the New York Stock Exchange issued a report baldly stating that “a strong manufacturing economy is not a requisite for a prosperous economy.”

    At the same time, we have deluded ourselves into believing that a small number of “creative” alchemists – software engineers, hedge fund managers, urban developers – could transform code, cash and condos into limitless pots of gold. The huge winnings of these few would then allow the rest of us to spend like teenagers on a borrowed credit card, consuming everything made by the hard-working fools abroad.

    By now we should know better. Americans possess no monopoly on “creativity.” Our suppliers abroad are using the billions made from selling us everyday stuff to help finance future moves up the value-added scale. You can see it in every critical field from aerospace, steel and pharmaceuticals to software services, fashion design and entertainment.

    Americans can meet this challenge but not by goading the family to spend more at Wal-Mart. Instead, we need to remember what actually drives economic growth. The ultimate fate of the economy will not be determined in the malls, but in the mines, oilfields, farms, factories, design shops and laboratories of a more productive economy.

    This article originally appeared at Forbes.

    Joel Kotkin is executive editor of NewGeography.com and is a presidential fellow in urban futures at Chapman University. He is author of The City: A Global History and is finishing a book on the American future.

  • State Budget Woes

    A new report from the Center on Budget and Policy Priorities highlights the increasingly precarious fiscal situation faced by state governments confronting the ongoing economic downturn. According to CBPP, “at least 44 states faced or are facing shortfalls in their budgets for this and/or next year, and severe fiscal problems are highly likely to continue into the following year as well.”

    The scope of these emerging deficits varies greatly. Mississippi currently has a budget deficit of around $33 million, which “could reach as high as $70 million-$80 million by the end of the fiscal year.” On the high end of the spectrum, California faces the daunting prospect of a $15 Billion deficit for the fiscal year ending June 30, with the potential for “another $25-billion-plus for the next fiscal year,” if nothing is done to bring the shortfall under control.

    The process of bringing budgets into balance should be the source of much political turmoil over the next year. In Minnesota, which has a predicted two-year deficit of $6 Billion, legislators are beginning to spar over the potential tax increases and budget cuts. On Dec. 26, Gov. Tim Pawlenty announced $271 million in “emergency cuts,” with a large share coming from aid payments to local governments. Legally required to have a balanced budget, as are many states, legislative leaders in Minnesota face the prospect of a challenge “so ugly that a special summer session will be needed to finish the budget.” In New York, which faces the “largest deficit in state history,” Governor David Patterson recently presented an “austerity budget,” calling for cuts in state aid to local governments, education funding, and property tax rebate programs. Looking at all potential options to fill the gap, Patterson has also “appointed a commission to look into leasing state assets,” including bridges, roads, and parks. The privatization of state assets and infrastructure as a means to raise funds is also being considered in Minnesota and Massachusetts, which faces a FY2009 deficit of over $2 billion.

    With states potentially facing a combined deficit of $350 billion through FY2011, the pressure to make difficult policy decisions is sure to increase, as are requests for outside aid. Already, there are calls for the federal government to step into the fray, with governments across the nation “lining up to ask President-elect Barack Obama and the new Congress for hundreds of billions of dollars to plug holes in their budgets”. Gov. Ted Strickland of Ohio, facing a two-year deficit of $7.3 billion, is “preparing a pitch for three chunks of money,” to be delivered to the states to support education, infrastructure, and aid to the poor. CBPP also argues that there is a need for federal assistance, in order to “lessen the extent to which states take pro-cyclical actions that can further harm the economy.” Facing an increasingly challenging economic situation which may limit the options at their disposal, it appears that states will look to the incoming Obama administration to find ways to stop “the bleeding.”

  • The Importance of Productivity in National Transportation Policy

    For years, transit funding advocates have claimed that national policy favors highways over transit. Consistent with that view, Congressman James Oberstar, chairman of the powerful House Transportation and Infrastructure Committee, wants to change the funding mix. He is looking for 40 percent of the transportation funding from the proposed stimulus package to be spent on transit, which is a substantial increase from present levels.

    This raises two important questions: The first question is that of “equity” – “what would be the appropriate level to spend on transit?” The second question relates to “productivity” – “what would be the effect of spending more on transit?”

    Equity: Equity consists of spending an amount that is proportionate to need or use. Thus, an equitable distribution would have the federal transportation spending reflect the shares that highways and transit carry of surface travel (highways plus transit). The most commonly used metric is passenger miles. Even with the recent, well publicized increases in transit ridership, transit’s share of surface travel is less than 1 percent. Non-transit highway modes, principally the automobile, account for 99 percent of travel.

    So if equity were a principal objective, transit would justify less than 1 percent of federal surface transportation expenditures. Right now, transit does much better than that, accounting for 21 percent of federal surface transportation funded expenditures in 2006. This is what passes for equity in Washington – spending more than 20 percent of the money on something that represents less than one percent of the output. Transit receives 27 times as much funding per passenger mile as highways. It is no wonder that the nation’s urban areas have experienced huge increases in traffic congestion, or that there’s increasing concern about the state of the nation’s highway bridges, the most recent of which occurred in Minneapolis, not far from Congressman Oberstar’s district.

    In addition, a substantial amount of federal highway user fees (principally the federal gasoline tax) are used to support transit. These revenues, which are only a part of the federal transit funding program, amounted to nearly $5 billion in 2006. Perhaps most amazingly, the federal government spends 15 times as much in highway user fees per transit passenger mile than it does on highways. Relationships such as these do not even vaguely resemble equity.

    Moreover, truckers would rightly argue against using passenger miles as the only measure of equity. Trucks, which also pay federal user fees, account for moving nearly 30 percent of the nation’s freight. Transit moves none. Taking money that would be used to expand and maintain the nation’s highways will lead to more traffic congestion and slower truck operations – which also boosts pollution and energy use. This also means higher product prices.

    Productivity: For a quarter of a century, federal funding has favored transit. A principal justification was the assumption that more money for transit would get people out of their cars. It hasn’t happened. Transit’s share of urban travel has declined more than 35 percent in the quarter century since highway user fee funding began. State and local governments have added even more money. Overall spending on transit has doubled (inflation adjusted) since 1982. Ridership is up only one third. This means that the nation’s riders and taxpayers have received just $0.33 in new value for each $1.00 they have paid. This is in stark contrast to the performance of commercial passenger and freight modes, which have generally improved their financial performance over the same period.

    It’s clear spending more on transit does not attract material numbers of people out of cars. Major metropolitan area plans are biased toward transit but to little overall effect. At least seven metropolitan areas are spending more than 100 times more on transit per passenger mile than highways and none is spending less than 25 times.

    The net effect of all this bias has barely influenced travel trends at all. Since 1982, per capita driving has increased 40 percent in the United States. Moreover, the increases in transit ridership (related to history’s highest gasoline prices) have been modest relative to overall travel demand. Transit captured little (3 percent) of the decline in automobile use, even in urban areas. Most of the decline appears to be a result of other factors like people working at home or simply choosing to drive less. It is notable that none of the transit-favoring metropolitan area plans even projects substantial longer term reductions in the share of travel by car.

    The reason for this is simple. Transit is about downtown. The nation’s largest downtown areas, such as New York, Chicago, San Francisco, Boston, Philadelphia, Boston and Washington, contain huge concentrations of employment that can be well served by rapid transit modes. Yet relatively few Americans either live or work downtown. More than 90 percent of trips are to other areas where transit takes, on average, twice as long to make a trip – if there is even service available. Few people are in the market for longer trip times.

    These policy distortions are not merely “anti-highway.” They are rather anti-productivity. This means they encourage greater poverty, because whatever retards productivity tends to increase levels of poverty. It would not be in the national interest for people to choose to take twice as much of their time traveling. By definition, wasting time retards productivity and international competitiveness. These are hardly the kinds of objectives appropriate for a nation facing perhaps its greatest financial challenges since the Great Depression.

    For years, national transportation policy has been grounded in hopeless fantasy about refashioning our metropolitan areas back to late 19th Century misconceptions. It’s time to turn the corner and start fashioning a transportation strategy – including more flexible forms of transit – that make sense in our contemporary metropolis.

    Resources:

    Urban Transport Statistics: United States: A Compendium
    http://www.publicpurpose.com/ut-usa2007ann.pdf

    Regional Plan Spending on Highways and Transit
    http://www.publicpurpose.com/ut-rplantransit.pdf

    Wendell Cox is a Visiting Professor, Conservatoire National des Arts et Metiers, Paris. He was born in Los Angeles and was appointed to three terms on the Los Angeles County Transportation Commission by Mayor Tom Bradley. He is the author of “War on the Dream: How Anti-Sprawl Policy Threatens the Quality of Life.

  • A Housing Boom, but for Whom?

    By Susanne Trimbath and Juan Montoya

    We just passed an era when the “American Dream” of home ownership was diminished as the growth of home prices outpaced income. From 2001 through 2006, home prices grew at an annual average of 6.85%, more than three times the growth rate for income.

    This divergence between income and housing costs has turned out to be a disaster, particularly for buyers at the lower end of the spectrum. In contrast, affluent buyers – those making over $120,000 – the bubble may still have been a boom, even if not quite as large as many had hoped for.

    For middle and working class people, the pressure on affordability was offset by historically low mortgage interest rates which fell from over 11 percent around the time of the 1987 Stock Market Crash to 6 percent in 2002. Yet if stable interest rates were beneficial to overall affordability, the artificially low interest rates promoted by the Federal Reserve may have created instability. By allowing people to increase their purchasing power to an extraordinary level, low mortgage interest rates fueled a rapid escalation in housing prices.

    Now that prices are falling quicker than incomes, there should be a surge in new buyers. Since 1975, whenever the ratio of mortgage payments to income falls, home sales usually rise. The correlation coefficient indicates that for every 1% improvement in affordability there is a 2% increase in home sales. But now, something is wrong. In 2007, for every 1% improvement in affordability, home sales fell by 2%.

    Part of the problem is that prices still are simply too high. Even as recently as August 2008, the median home price was still historically high in comparison to median income – about 4 times. It takes lower rates than in the past for a family with the median income to afford the median priced house. This means that homes are less affordable today than they were 6 years ago.

    The last time that home sales fell as they became more affordable was in the 1990s at a time known as a “credit crunch.” At that time, the ratio of home prices to income was actually lower – 3.8 times in September 1990 compared to 4.3 in September 2008. The difference was that between 1990 and 1992 mortgage interest rates averaged a hefty 9.26%. In the last 3 years, the average was 6.14% and while the words “credit crisis” bled in headlines around the world, the regular mortgage interest rate barely budged.

    What we are clearly witnessing is a fundamental slow-down in the gains towards homeownership. Of course, most of the gains in homeownership in the US were made in the 20 years after World War II: owner-occupied housing went from 43% in 1940 to 62% in 1960. In the 40 years that followed ownership crept up a bit, from 62% to 68%.

    Boom, yes. But for Whom?

    One disturbing aspect of this slow-down has been its effects by class. Overall, ownership has gained only among households making $120,000 or more; for all other groups the ratio of owners to renters is lower today than it was in 1999. (About 80% of American households have income less than $100,000 per year. For Hispanics and African Americans, the number is closer to 90%.)

    There have been some exceptions, particularly among minorities targeted by national policy: expanding home ownership opportunities for minorities was a fundamental aim of President Bush’s housing policy. In the early years of this decade Hispanics enjoyed a net 2.6 percentage point gain in home ownership. In the next four years, while most Americans were seeing a decrease in home ownership, the Hispanic population continued to see gains. Although African Americans initially gained more than Whites in home ownership, they gave back more of those gains in the housing collapse

    The great irony is that exactly those programs aimed at improving affordability may have been responsible for this recent decline. We first wrote about Housing Affordability in 2002. One of our concerns then proved to be true: buyers would focus on “can I afford this home” instead of “what is this home worth.” Although there were some gains in overall home ownership rates in the US during the early part of the boom, about 40 percent of that was given back during the last four years as home prices surged out of reach.

     

    Rate

    Change in Rate

    Location

    2008 Q2

    1999-2004

    2004-2008

    1999 – 2008

    US

    68.1

    2.2

    -0.9

    1.3

    Northeast

    65.3

    1.9

    0.3

    2.2

    Midwest

    71.7

    2.1

    -2.1

    0.0

    South

    70.2

    1.8

    -0.7

    1.1

    West

    63.0

    3.3

    -1.2

    2.1

    City

    53.4

    2.7

    0.3

    3.0

    Suburb

    75.5

    2.1

    -0.2

    1.9

    Non-metro*

    74.9

    0.9

    -1.4

    -0.5

    White

    75.2

    2.8

    -0.8

    2.0

    Black

    48.4

    3.0

    -1.3

    1.7

    Other**

    60.2

    5.5

    0.6

    6.1

    Multi

    56.4

    NA

    -4.0

    NA

    Hispanic

    49.6

    2.6

    1.5

    4.1

    Table based on historical data from US Housing Market Conditions, U.S. Department of Housing and Urban Development, Office of Policy Development and Research,
    *Non-metro includes all areas outside metropolitan statistical areas (non-urban). Note from Census.gov: For Census 2000, the Census Bureau classifies as “urban” all territory, population, and housing units located within an urbanized area (UA) or an urban cluster (UC). It delineates UA and UC boundaries to encompass densely settled territory, which consists of: core census block groups or blocks that have a population density of at least 1,000 people per square mile and surrounding census blocks that have an overall density of at least 500 people per square mile.
    **”Other” includes “Asian”, which reports household incomes about 20% to 30% higher than the Racial/Ethnic category “All” regardless of income level category.

    The areas with the biggest losses in home ownership rates in the 2004-2008 period were outside the cities, particularly in the Midwest which encompasses Missouri, Iowa, Kansas, Nebraska, Minnesota and the Dakotas (west north central) plus Wisconsin, Illinois, Indiana, Michigan and Ohio (east north central). Of the geographic segments, non-metropolitan Americans gained the least in home ownership in the 1999-2004 housing boom; and only the Midwest geographic segment gave back more.

    What about the future? The Obama-Biden Agenda Plan on Urban Policy mentions housing nine times, including a headline on “Housing” with plans for making the mortgage interest tax deduction available to all homeowners (it currently requires itemization) and an increase in the supply of affordable housing throughout Metropolitan Regions. The former should help middle-class households; the latter will help lower-income households. This is not a continuation of the Bush Administration policy which relied on stimulating the demand for housing by providing mechanisms to bring households into the market. The data shows that low income households barely kept even on ownership (versus renting) under this policy, middle-class households suffered tremendous losses and only the wealthy, those making more than $120,000 in income, had a gain in home ownership.

    The last President ignored our advice in 2002: “A more balanced effort to stimulate supply would equilibrate the potential adverse affect on prices” from over stimulating demand. Let’s hope this new President gets the balance right.

    Dr. Trimbath is a former manager of depository trust and clearing corporations in San Francisco and New York. She is co-author of Beyond Junk Bonds: Expanding High Yield Markets (Oxford University Press, 2003), a review of the post-Drexel world of non-investment grade bond markets. Dr. Trimbath is also co-editor of and a contributor to The Savings and Loan Crisis: Lessons from a Regulatory Failure (Kluwer Academic Press, 2004)

    Mr. Montoya obtained his MBA from Babson College (Wellesley, MA) and is a former research analyst at the Milken Institute (Santa Monica, CA) where he coauthored Housing Affordability in Three Dimensions with Dr. Trimbath. He currently works in the foodservice industry.

  • Oregon’s Fringes: A New Rural Alternative

    Once the bastion of a thriving rural middle class, Oregon’s rural communities are now barely scraping by. The state’s timber industry employed 81,400 residents at its peak in 1978. At the time, the industry made up 49% of all manufacturing jobs in the state according to the Oregon Employment Department.

    Since then, the recessions of the early eighties and nineties, increased land-use restriction, decreased timber supply, global competition and automation of the timber industry have devastated rural communities that relied on once-plentiful timber jobs. Total timber industry employment has dropped to barely 11,000. Long term forestry prospects are glum. The benefits of carbon sequestration, endangered species protections, growing green building industry and the desire to protect Oregon’s forests for recreation will continue to hamper extraction and employment opportunities.

    Meanwhile, residents of such places as the southwest town of Oakridge (pop, 4,000) are left with few options. As the last mill went in the early nineties, so did the jobs. Many left for employment in surrounding cities. Those who stay often work multiple minimum-wage retail shifts; a trailer or shared space is many times their only living option.

    Oregon’s rural places were wrecked not just because of the necessary industry shift (away from logging) but because of the lack of long-term planning required to accommodate that shift.

    The obvious decline in timber employment called for a multi-generational plan to re-invent the state’s rural communities. Instead, towns like Oakridge were allowed to sink until the situation became bleak enough to gain state attention. What followed was reactionary policy that mandated mostly welfare and other band-aid solutions.

    The current situation calls for a more drastic plan that will once again restore Oregon’s proud rural tradition. The initial step is recognizing that rural Oregon – if the state is to preserve its natural resources and provide healthy communities for its residents – must transition from a rural layout to denser small town formations. The state lacks the resources, population density and geographic appeal to allow all of rural Oregon to make this change.

    Instead, select areas with the potential for turn-around should be identified across the state and given special attention in making the transition. At best, this should come from the ground up: through the initiative of local communities. These “New Towns” will be allotted state resources and special legislation to reinvent themselves as more compact and sustainable communities with the capacity of attracting skilled workers and business alike.

    Rather than attempt to wrestle with every factor in the discussion of the New Town model, what follows is a broad outline of the more crucial considerations suggested by such an approach . This leaves much open to discussion, to which the reader is invited to contribute.

    First, Oregon’s historically strict land-use regulations need to be re-evaluated. Instead of discouraging development, it should be encouraged within the New Town boundaries by incentive packages to developers who add an element of “community value” to their projects. Projects that are built sustainably, offer employment, scenic access, cultural attractions, restaurants, and/or retail options will qualify for the incentives.

    Of course many oppose almost any further development across rural Oregon. But in reality we really have two options: either accept a future of rural disenfranchisement and resource extraction; or concentrate resources, re-zone, and intelligently build new, economically as well as environmentally sustainable towns across Oregon.

    Alternative energy companies such as SolarWorld, Vestas and Solaicx, Inc. are just a handful of the dozens of renewable energy companies running or planning new facilities in Oregon.

    Initially, these firms have clustered around Portland or its surrounding suburbs. But factors such as dwindling space and access to workers could drive these firms further outwards. The right incentives package, inexpensive land and labor would make the New Towns an attractive option for the green industry in the coming years.

    Green business could provide one foundation for these places. Once the green industry demonstrates confidence in the New Town model, other economic players would likely follow. These include industries – such as food processing, data centers and specialized services – that could also be nurtured successfully, as has occurred in smaller communities elsewhere in the region.

    The New Town proposal also offers a viable solution to Oregon’s expected population growth. Between 1980 and 2006, the Oregon population grew from 2.6 million to 3.7 million, an increase of 40.5 percent. By 2050 population growth for the state is projected at 5.8 million according to the Northwest Rural Development Center using U.S. Census data.

    The state’s population growth – mainly from immigration and domestic migrants – will be attracted to locales with affordable housing and job opportunities. So far this has translated into a largely urban migration. Growth within cities or in their surrounding suburbs increased by as much as 50%, while non-metro growth increased by only 19%.

    As long as jobs remain in or near the handful of cities Oregon has to offer, these trends will continue. Fortunately, the majority of newcomers are not drawn primarily by urban amenities. Inexpensive housing, job opportunities, and scenic attractions could compensate nicely for the increasing cost and congestion that accompanies urban living.

    The development of the suburbs stemmed from the desire to escape the urban core’s problems. The suburbs continue to surround our cities because of the resources and job availability. However, there is little reason that with the digital revolution and the coming green revolution, once-isolated towns cannot become self sustainable and very desirable.

    Many readers will feel uneasy by the suggestion of deliberately spurring growth in particular places while allowing others to wane. It seems to go against free market ideology and even to be unauthentic.

    Yet a change is needed. These places initially thrived because they were located near natural resources. By shifting from extraction industries, the basis of the local economy has shifted. The whole approach to town development needs to be readjusted to meet these new realities.

    Without a complete shift in how planners view and design for the spaces across the entire state, the rural poor will continue to struggle, while population increases will make our metropolitan areas less and less attractive. The New Town model could present a viable option to the contemporary problems Oregonians face and perhaps to other problems now only on the horizon.

    Ilie Mitaru is the founder and director of WebRoots Campaigns, based in Portland, OR, the company offers web and New Media strategy solutions.

  • A Holiday Tale for All

    A few nights before Christmas
    The middle of Hanukkah
    Los Angeles is stirring
    A City Symphonica

    Shoppers on Broadway
    Like peas in a pod
    Wishing each other
    Feliz Navidad

    Crowds keep an eye out
    For gifts that will thrill
    On Pico and Central
    On Sunset and Hill

    When down Santee Alley
    Who should appear
    But Hanukkah Harry
    And a team of reindeer

    He pulls up his sleigh
    Steps down to the street
    He smiles and he waves
    To all those he meets

    He cannot stay long
    He just stopped to say
    That Santa and he
    Are working away

    “There’s trouble around
    all through our world
    Enough to be frightful
    for each boy and girl

    So Santa and I
    Must share this year’s load
    For only one person
    It’s too long of a road

    It’s a good thing we’re pals
    Old Santa and I
    Although our faiths differ
    He’s still a good guy

    So we’re splitting the load
    All through the city
    We’ll visit all homes
    The gorgeous and gritty

    Whether Christmas or Kwanzaa
    Hanukkah or New Year’s
    We want to bring hope
    And ease some of your fears

    So if you see Santa or me
    Or perhaps another fellow
    Dressed in red or white
    Or green or yellow

    Remember that different
    Doesn’t mean wrong
    We all have our customs
    Faith, feast and song

    So be like Santa and me
    As we’re dashing around
    Look past the difference
    And find common ground”

    Jerry Sullivan is the Editor & Publisher of the Los Angeles Garment & Citizen, a weekly community newspaper that covers Downtown Los Angeles and surrounding districts (www.garmentandcitizen.com)