Win the suburbs, win 2020; patterns in news stories that make this argument

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More than a year away from the 2020 presidential election, one narrative is firmly established: the path to victory runs through suburban voters. One such story:

Westerville is perhaps best known locally as the place the former Ohio state governor and Republican presidential candidate John Kasich calls home. But it – and suburbs like it – is also, Democrats say, “ground zero” in the battle for the White House in 2020…

In 2018, Democrats won the House majority in a “suburban revolt” led by women and powered by a disgust of Donald Trump’s race-based attacks, hardline policy agenda and chaotic leadership style. From the heartland of Ronald Reagan conservatism in Orange county, California, to a coastal South Carolina district that had not elected a Democrat to the seat in 40 years, Democrats swept once reliably Republican suburban strongholds…

“There is no way Democrats win without doing really well in suburbs,” said Lanae Erickson, a senior vice-president at Third Way, a centrist Democratic thinktank…

“There are short-term political gains for Democrats in winning over suburban voters but that doesn’t necessarily lead to progressive policies,” she said. In her research, Geismer found that many suburban Democrats supported a national liberal agenda while opposing measures that challenged economic inequality in their own neighborhoods.

Four quick thoughts on such news reports:

1. They often emphasize the changing nature of suburbs. This is true: the suburbs are becoming more racially, ethnically, and economically diverse. At the same time, this does not mean this is happening evenly across suburbs.

2. They often use a representative suburb as a case study to try to illustrate broader trends in the suburbs. Here, it is Westerville, Ohio, home to the Tuesday night Democratic debate. Can one suburb illustrate the broader trends in all suburbs? Maybe.

3. They stress that the swing voters are in the suburbs since city residents are more likely to vote for Democrats while rural residents are more likely to vote for Republicans. It will be interesting to see how Democratic candidates continue to tour through urban areas; will they spend more time in denser population areas or branch out to middle suburbs that straddle the line between solid Republican bases further away from the city and solid Democratic bases closer to the city?

4. Even with the claim that the suburbs are key to the next election, this often sheds little light on long-term trends. As an exception, the last paragraph in the quotation above stands out: suburban voters may turn one way nationally but this does not necessarily translate into more local political action or preferences.

Trying to revive buses in American cities

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A new book looks at how buses could become more viable transportation options. From the author of the book:

One of the statistics that is telling in the book is that when you look at bus ridership in a place like Germany, the people who ride the bus have the same median income as the average German. In the U.S., they’re much poorer. At the same time, it’s not a service that actually serves low-income people well at all. So is it really for them? It’s really a system for people who don’t have alternatives…

One of the biggest omissions from federal policy is that federal transportation programs are almost always about building things. But the biggest problem [with public transit] in most cities is that we don’t run enough service. You could use federal transportation funding to buy a bus, or stripe a bus lane, but you can’t use it to hire a bus operator, or dispatchers, or people who are planning bus priority projects. In the book, I write about this really bizarre set of affairs in the [2008] stimulus package, where cities all over the country were using federal stimulus dollars to buy buses. At the same time, they had to lay off all of their bus operators. That’s not really doing anything to further equity for people on the ground…

There’s a cycle between culture and reality. We design bus systems that are really inconvenient, and that only people without great alternatives will use, and that colors how decision makers think about who bus riders are. And that’s really important to disrupt.

One of the promising things you see in places that are improving bus service is how quickly it can turn around. You just provide more service in a route, and upgrade the shelters, and you see ridership increasing. We have this terrible conception of the so-called captive rider in transportation planning, when all the actual data shows that basically everyone has choices, and sometimes those choices can be pretty inconvenient, like having to get a ride with your friends, or having to walk four miles to work. Transit service can always deteriorate to the point that people are going to choose something else. But as you make bus service better, more and more people start gravitating towards it. It’s a very natural thing.

There a lot of issues to overcome in addition to the ones cited above. In my mind, buses have one major advantage over other forms of mass transit: they utilize existing roads and highways to provide mass transit. It would take a lot to reverse the American preference for driving and all that comes with it. Of course, as the article notes, buses that crawl along in traffic like cars and trucks may not be very attractive to riders and may require dedicated lanes. Similarly, buses in sprawling areas may not work as well if people are not willing to start at a common location and give up some freedom of mobility. (The discussion in the article revolves around cities but there are denser suburbs – and suburban like areas of some cities – where buses might work.)

The discussion hints at a related issue: there has to be enough bus service to be attractive but getting people to ride the bus in the first place is difficult when driving a car is a culturally preferred option as well as the option that best suits the existing infrastructure. How many local governments are willing to stick with busing even when it might not be successful at first? Furthermore, would increases in service be accompanied by changes in development policy that would seek to create housing and jobs along bus transit corridors?

Reading the full discussion, it does seem it might not be too difficult to revive bus transit in big cities. On the other hand, bus transit is a hard sell in many American communities and a long-term commitment from all levels might be needed before significant change occurs.

 

 

When the problems of America come out in the education systems

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Two recent articles reminded me of what I wrote in the headline: for many Americans, the problems the country faces are part of the day-to-day realities of the local schools.

First, a report on a recent controversy in the schools in Shaker Heights, Ohio:

Yet in Shaker Heights, healthy race relations are a cornerstone of the community’s identity, the reason many choose to live here, a central organizing principle for the schools…

But the story of Shaker Heights shows how moving kids of different races into the same building isn’t the same as producing equal outcomes. A persistent and yawning achievement gap has led the district to grapple with hard questions of implicit bias, family responsibility and the wisdom of tracking students by ability level. Last school year, 68 percent of white 11th-graders were enrolled in at least one AP or IB course, but just 12 percent of black students were…

The racial tension coursing through the packed auditorium last November traced back to a tense exchange between Olivia and a veteran AP English teacher, Jody Podl, six weeks earlier. Olivia had been dozing in class, playing with her phone. Now, her first big assignment of the year was late. The teacher had admonished and embarrassed Olivia. Olivia’s mom fired off a three-page complaint, suggesting racism and charging bullying. The district put the teacher on leave to investigate.

Second, on enrolling students in New York City’s public schools:

The system that dominates our waking hours, commands our unthinking devotion, and drives us, like orthodox followers of an exacting faith, to extraordinary, even absurd feats of exertion is not democracy, which often seems remote and fragile. It’s meritocracy—the system that claims to reward talent and effort with a top-notch education and a well-paid profession, its code of rigorous practice and generous blessings passed down from generation to generation. The pressure of meritocracy made us apply to private schools when our son was 2—not because we wanted him to attend private preschool, but because, in New York City, where we live, getting him into a good public kindergarten later on would be even harder, and if we failed, by that point most of the private-school slots would be filled. As friends who’d started months earlier warned us, we were already behind the curve by the time he drew his picture of the moon. We were maximizing options—hedging, like the finance guy, like many families we knew—already tracing the long line that would lead to the horizon of our son’s future…

New York’s distortions let you see the workings of meritocracy in vivid extremes. But the system itself—structured on the belief that, unlike in a collectivized society, individual achievement should be the basis for rewards, and that, unlike in an inherited aristocracy, those rewards must be earned again by each new generation—is all-American. True meritocracy came closest to realization with the rise of standardized tests in the 1950s, the civil-rights movement, and the opening of Ivy League universities to the best and brightest, including women and minorities. A great broadening of opportunity followed. But in recent decades, the system has hardened into a new class structure in which professionals pass on their money, connections, ambitions, and work ethic to their children, while less educated families fall further behind, with little chance of seeing their children move up.

Many factors seem to come together in these circumstances:

1. The American belief that schools are the great equalizer or should be if they are not.

2. The expectation that parents should help ensure their kids do better than them.

3. The idea that the right education is needed to be successful in life (both for the kids and the parents).

4. A difference in opinion over whether American systems should provide equal opportunities or equal outcomes.

5. The public nature of schools where community tax dollars and identity come together in a local institution.

6. An American preference for local control thus that public schools can be responsive to local residents and leaders.

7. With declining trust in other major institutions, schools might be one of the few remaining institutions that provide hope.

8. Varying opinions on how schools should (or should not) address issues of race, class, and gender present in communities.

Put these all together and the stakes are high for local schools and conflict can arise. On one hand, this passion about a local institution may help guarantee its success. Even as Washington invokes depression, Americans can dive into and try to correct issues in their schools. On the other hand, all of these expectations plus larger social forces at work beyond the control of local districts or residents means flashpoints can be difficult to resolve. A number of the problems schools face are not just school issues; they are tough issues for the whole country to converse about and address. Every school district has to work to address community and national issues in ways that are desirable to local constituents while also considering wider standards and approaches.

Keeping track of the Democratic field on housing

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Curbed is tracking the housing positions of the Democratic candidates for president in 2020. Here is part of the overview of YIMBY policies:

Yes In My Back Yard (YIMBY)…

Because these laws are administered at the local level, federal policy can’t do much to directly change these laws and instead attempts to incentivize—or punish—local governments to change them. Castro has proposed a Presidential Commission on Zoning Reform to establish federal guidelines on land use and zoning. O’Rourke would direct HUD to come up with a model for setting zoning and land use policies that let formerly restrictive communities to allow more housing production.

Warren’s plan puts $10 billion into a new grant program communities can use to build infrastructure, but local governments have to reform land-use laws to be eligible.

Booker’s plan uses a similar mechanism by tying more than $16 billion in federal block grant money—including Community Development Block Grants (CDBG)—to local governments reforming zoning laws that serve as barriers to building more housing units. Castro also wants to expand CDBG and rural development programs by $2 billion per year and tie the money to zoning reforms. O’Rourke would double CDBG funding and provide new grants to communities that eliminate restrictive zoning laws.

Klobuchar proposes “prioritizing” local governments that reform local zoning laws when allocating federal housing and infrastructure funds, but doesn’t specify which ones.

Bennet would create a one-time $10 billion competitive grant program for state and local governments that reform zoning laws to allow for more housing density, in addition to increasing the funding of transportation grant program BUILD to $4.5 billion and make it eligible only to local governments that allow for more housing density near transportation hubs. Eligibility for New Starts, a grant program for fixing rail infrastructure, would also be deployed in this manner.

O’Rourke has a zoning-related proposal that’s unique among the candidates. He would allow people to deduct more in state and local taxes from their federal tax returns if they live in areas without restrictive zoning. There’s currently a $10,000 cap on SALT deductions, and that cap affects mostly coastal cities where restrictive zoning is a major issue. He would also pass a $1 trillion infrastructure package to repair transportation lines that would be tied to eliminating exclusionary zoning.

Three quick thoughts:

  1. As the section above goes on to note, it will be difficult to enact change within wealthy communities through federal policy. Without buy-in from whole metropolitan regions regarding housing, would any YIMBY policies at a federal level simply push cheaper housing into communities that already have more of such housing?
  2. The subheadline for this article suggests “Housing policy is taking center stage in the 2020 election.” This is a bold pronouncement as housing seems to attract little attention in debates or drives little national conversation. I would still be interested to see someone really run with the housing issue.
  3. I have not seen recent numbers on this: how does housing as an issue rank among other possible issues among the electorate? There are certain areas of the country – like some of the largest metropolitan areas – where this is a pressing issue while it is less important elsewhere. On one hand, housing effects all possible voters but it rarely attracts national attention, particularly compared to other national economic issues like jobs or income.

Maybe modernist houses will appeal to millennials – in certain circumstances

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Architects and cultural critics often like modernist homes even as Americans largely do not prefer them. But, perhaps millennials will select modernist homes:

“For a while people were just tearing them down, but people are seeking them out now — they’re the anti-McMansion,” says Ellen Hilburg, co-founder of the real estate resource Mid Century Modern Hudson Valley. “For some people, it’s a nostalgia factor. But Millennials are discovering them, too. It’s an aesthetic that appeals to people who are aware and environmentally conscious.”

There are a number of pieces of this story that suggest preferences for modernist homes are tied to particular traits of the homeowner or observer:

1. A higher social class.

2. Higher levels of education.

3. Rejection of consumerism and the implied materialism and conformity that goes with it.

4. An interest in the “cool” factor of a home.

5. Living in a community – such as a wealthy, middle to upper-class suburb – where modernist homes are present and accepted.

Putting these categories together, there may indeed be a slice of Americans who prefer modernist homes. But, this also sounds like a taste connected to cultural capital, to invoke Bourdieu. In other words, expressing a preference for modernist design is connected to social class and education that not all Americans have access to.

Mapping vehicle emissions in the Chicago metropolitan region

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The New York Times maps and discusses vehicle emissions across American metropolitan areas:

ChicagoVehicleEmissionsMap

Even as the United States has reduced carbon dioxide emissions from its electric grid, largely by switching from coal power to less-polluting natural gas, emissions from transportation have remained stubbornly high.

The bulk of those emissions, nearly 60 percent, come from the country’s 250 million passenger cars, S.U.V.s and pickup trucks, according to the Environmental Protection Agency. Freight trucks contribute an additional 23 percent…

Suburban driving, including commuting, has been a major contributor to the expanding carbon footprint of urban areas, Dr. Gately said.

But, he added, “Even in the densest cities, the vast majority of trips still happen in a motor vehicle.” These trips include work commutes, school drop-offs and millions of other daily errands as well as freight deliveries and other business traffic, each of which contribute to planetary warming.

The United States has organized much of its society around driving. Plus, many Americans like driving or the benefits they believe driving offers. It will be hard to enact quick large-scale changes to this though smaller efforts (such as fleets of electric vehicles or denser suburban areas) could add up to change over time.

The data from the Chicago area is interesting. Like most metro areas, the emissions are centered on major highways with some of the areas with most emissions being the Kennedy Expressway, the Dan Ryan Expressway, I-88 at I-294, and I-88 at I-355 (these are likely areas with high levels of congestion and gridlock). From the maps, it is hard to know how much of the emissions come from freight trucks but I would imagine the proportion could be high in the Chicago area given its central location, highways, and intermodal facilities. Chicago ranks 5th in total emissions – behind New York, Los Angeles, Dallas-Fort Worth, and Houston – and the per-person emissions ranks on the low end of metropolitan areas. Although the region is the third largest metropolitan region in the United States, it does have more mass transit than a number of other regions.

What would happen if the Supreme Court addresses inclusionary zoning?

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A legal case involving zoning in Marin County, California may make it to the Supreme Court.

Back in May, authorities in Marin entered into a new voluntary compliance agreement with the U.S. Department of Housing and Urban Development to build new low-income housing outside areas where black or brown residents make up the majority. This is now the county’s second big push since 2010 to satisfy the government’s demand that it work on desegregating its affordable housing.

Fair housing is a challenge for Marin, an enclave of million-dollar bungalows across the Golden Gate Bridge from San Francisco. According to a nonprofit project called Race Counts, it has the highest racial disparities of any county in California. That’s in part because Marin County doesn’t want to build any housing. Homeowners here are at the forefront of NIMBY efforts to stop plans for new construction, whether they’re local, regional, or statewide.

The county’s iron grip on its land is the backdrop for a case that may soon appear before the U.S. Supreme Court. Back in 2000, two Marin County property owners, Dartmond and Esther Cherk, looked to split their undeveloped land into two single-family-zoned lots. As developers, they were liable to preserve some part of the property for affordable housing or pay into a low-income housing production fund. The fee was nearly $40,000; the Cherks sued.

The Marin County case may test the constitutionality of inclusionary zoning, a tool that local jurisdictions rely on to expand the supply of affordable housing, especially in tight housing markets. The court has expressed an interest in the case, which the justices may wind up using as a wedge to reshape property rights. It’s possible the inclusionary zoning ordinances—and local regulations more broadly construed—will not stand under the court’s scrutiny.

I’m on the record suggesting the Supreme Court would approve inclusionary zoning. While this piece suggests conservatives on the court might be spoiling to affirm property rights, the courts more broadly have helped develop plans to promote more affordable housing (think the Gautreaux case in Chicago or the Mount Laurel decision in New Jersey). Earlier decisions did not eviscerate property rights but they did suggest that the responsibility for housing was wider than a single community and its zoning. Additionally, having developers pay a fee into an affordable housing fund or provide some units of affordable housing as part of the larger project is common practice across American communities.

Beyond just the actions of Marin County and its own housing supply and population composition, the bigger issue is this: if a community or township or county restricts development and/or housing, it puts a bigger burden on other municipalities in the same metropolitan region to provide housing. And if many municipalities refuse certain kinds of development, more affordable housing ends up in a limited number of places that are (1) not necessarily located near jobs and (2) relatively lower-class. Housing is an issue best tackled by a whole metropolitan area (as are other issues including mass transit and transportation). More dispersed outcomes would likely lead to better outcomes across the region with the biggest loss being the communities that cannot easily remain as exclusive as they would like.

 

Recurring issues with teardown McMansions

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What if a suburban community continues to face the same issue of teardown McMansions angering neighbors? The case of Arlington Heights, Illinois:

Elgas called the home dimension differences “a form of gentrification” and asked the board to consider changing the building codes to prevent the number of larger homes being erected in Arlington Heights…

“This is not the first time it has come up as a phenomenon in Arlington Heights,” said Mayor Tom Hayes. “It’s probably 10 to 15 years ago this phenomenon first showed itself, not just in the village of Arlington Heights, many neighboring municipalities experienced the same issue with tear downs. We were sensitive to the issue at the time; we did a number of different things from legal, building, zoning and design, we addressed it at that point.”…

Charles Perkins, director of planning and community development, said the village had a task force that studied this issue with members from the Zoning Board of Appeals, the Plan Commission and village trustees. The leaders took bus tours around neighborhoods to view the tear downs and changes. As a result, he said, there were a number of changes made to village codes.

“We reduced the number of square footage you could put on a home, minimized impervious surface, and in the R3 district, which is this particular neighborhood, there was a 10 percent reduction on the ability of square footage of a home built on the lot,” Perkins said. “Those in single-story neighborhoods, typically go to the design commission for the architectural component of the home as well.”

This is not an issue facing just Arlington Heights: wealthier suburbs with older housing stocks can often be attractive to residents who have the means and desire to tear down older homes and construct new and often larger homes. And the teardowns can move in cycles, depending on changes in the housing market, what neighborhoods or communities are desirable, and how communities – including local leaders and neighbors – respond to such moves.

Three additional thoughts:

  1. The term McMansion is not used the article but this is the sort of home that is at issue here. A teardown home with a large footprint constructed in a neighborhood of smaller homes fits clearly within an understanding of McMansions.
  2. The community has some guidelines for new teardowns but not all neighbors think these go far enough. This is a common point of tension: should the property owners have say over their plot of land or should the community and neighbors be able to put in significant restrictions? Who gets more say can become a long local political process with the possibility for long-term bitterness.
  3. While neighbors might generally not like this development, this could be taken as a sign by leaders of a community that their community is desirable. Particularly in communities with limited opportunities for greenfield development, teardowns and infill development can represent a significant portion of change.

Reasons for replacing “Freeways Without Future”

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A new report from the Congress of New Urbanism titled “Freeways Without Futures” looks at the ten urban highways and interchanges that need to go. Why might cities pursue these projects? Here are some common themes in such plans:

1. Reconnect neighborhoods and communities that highways split. When constructed, highways with their width and imposing traffic split social collectives. Or, highways can impede development by providing a barrier. Removing the highway allows for more pedestrian traffic as well as more meaningful connection between residents and businesses on both sides of the highway. New development can span the former highway or help bridge the divide.

2. Create more green space. Highways are the result of auto-oriented urbanism that trampled over and through communities. Removing the highways allows for more parks and trees, among other natural features. Plus, it reduces noise and emissions from the highway (though these might be simply moved to another kind of thoroughfare).

3. Remove eyesores. Highways can create visual blight on the urban landscape. Highways block sight lines and present an imposing concrete structure. Without their presence, particularly elevated highways, people are free to see more of the city.

4. Removing the highway could be part of a larger project of reducing dependence on cars and vehicles and a shift toward mass transit and pedestrians. Removing the above-ground highway is one step but that same highway could simply be routed elsewhere or underground without affecting transportation choices.

Bringing grocery stores to rural areas and considering free markets

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Declining populations in some rural areas means it is more difficult to sustain grocery stores:

Some states are trying to tackle their rural grocery gaps. Supporters of such efforts point to tax incentives and subsidies at various levels of government that have enabled superstores to service larger areas and squeeze out local independent grocers. Now, dollar stores are opening in rural regions and offering items at lower prices, posing direct competition to local groceries.

Critics see that development as a threat to public health, since dollar stores typically lack quality meat and fresh produce.

But every town and every store is different, making statewide solutions elusive. Some legislators say they are reluctant to intervene too heavily because the market should close the gaps…

In rural areas, the poor tend to live farther from supermarkets than residents with more resources. The median distance to the nearest food store for rural populations in 2015 was 3.11 miles, and a shade farther for rural households enrolled in the Supplemental Nutrition Assistance Program (SNAP), better known as food stamps, according to a May 2019 report by the U.S. Department of Agriculture, which oversees the program.

Providing a range of social services and cultural services is an increasing issue, ranging from medical care to religious congregations to food.

While there are logistical issues in how to run, supply, and sustain organizations across such broad distances with limited participants, the political approach cited in this article is interesting. Should more conservative states provide government assistance for grocery stores? The article suggests there is some reluctance for state governments to step in. But, this might be exactly a good case where free markets simply cannot work well: there are not enough people in certain areas to generate profits or efficiencies. Plus, the federal government over the decades has helped rural areas, such as through rural electrification projects. Will state lawmakers refuse help just because of commitment to certain ideologies?

This situation also suggests Americans could think more about providing services in ways that do not have to generate profits. Instead, the services exist to serve the community. Think cooperatives. Think community-based organizations meant to help sustain each other rather than make a profit.