Sales of new homes in the US soared to their highest level since December 2006 in July as Americans took advantage of historically low interest rates.
Single-family home sales leaped 13.9% to a seasonally adjusted annual rate of 901,000 units, according to data released by the US Census Bureau on Tuesday. Median sales price gained 7.2% to $330,600 from the year-ago period…
The better-than-expected data follows a similarly positive report on existing home sales. Sales of previously owned homes spiked a record 24.7% to a seasonally adjusted rate of 5.86 million last month, according to a Friday release from the National Association of Realtors. Economists anticipated a 5.41 million rate.
At the same time, this is an odd time for increased housing sales. We are in the middle of a pandemic and the uncertainty and unemployment that has brought. Some indicators of the economy are okay but others are less positive.
With that, it is hard to know whether this is more of a blip or a long-term trend. Perhaps this is part of a rebound in homeownership or an odd confluence of factors in an unusual year.
And it would be helpful to have more data. The Census report suggests 61% of the private new homes sold in July 2020 were between $200k and $399k while 29% were over $400k. What kinds of homes are these and where exactly are they located (beyond regions, how about suburbs versus cities?)
In the first three months of 2020, 7.5% of homes sold in the United States were flipped, according to a June report from real estate research firm ATTOM Data Solutions. That’s the highest rate since 2006 and a jump from 6.3% at the end of 2019.
Home flipping rates had dropped drastically in 2007 and began to gradually recover in 2010. The number of flipped homes sold in a quarter peaked around 100,000 in 2005, and while it was on the rise in recent years, a decline began in the second quarter of 2019. In the first quarter of 2020, 53,705 single-family homes and condos were flipped, according to the report.
Profit margins have also dropped since 2019, hitting the lowest return-on-investment since 2011. After plummeting with the national economy between 2006 and 2008, profit margins on flipped homes grew at a steady rate until 2017. But since then, return-on-investment has been on a decline.
Still, it’s too soon to fully grasp how the coronavirus pandemic will impact the house flipping market through 2020 and beyond, ATTOM chief product officer Todd Teta said in a statement.
Flipping homes is by now a well-known process due to TV shows and personalities plus its spread throughout the United States. Yet, alongside other phenomena featured on HGTV and among certain groups (such as tiny houses), it can be hard to know how widespread a phenomena is.
Not surprisingly, these stats suggest flipping homes is connected to broader economic conditions: flipping increases when property values are high and repairs to a home can pay off in a sale. When times are tough and property values stagnate or even drop, there is less money to be made in flipping homes.
In the data above, it would be helpful to see how the national trends compare to patterns in particular places. Does flipping work in the hottest markets where prices are already high (limiting who can flip)? What about Rust Belt communities in good and bad times? Suburbs? Urban neighborhoods? I would guess there is a lot of variation across communities.
It is also worth considering what happens to the housing stock in places where flipping does or does not take place. If flipping happens, older housing stock gains new life. If it does not, do these homes simply keep sliding into disrepair?
Finally, this article starts with an example of a family involved in a flipping business but says very little about the role of small flipping businesses or more corporate operations. Even if flipping activity declines during tougher economic times, does it present opportunities for some to buy up properties to flip later? How do the profit margins differ across different kinds of flippers? Are smaller firms or family-owned flippers viewed more favorably by communities than corporate entities?
Google Maps image of Meachem Road and Illinois Route 390
Kennedy-bound traffic will be detoured onto the far-right Eisenhower lane and steered to the outbound Dan Ryan Expressway. From there, motorists will take a “Texas U-turn” at the Taylor Street interchange and go from there to the westbound Kennedy…
“The detour will be a dedicated lane separated by a barrier wall to restrict merging into the regular Dan Ryan lanes and requiring drivers to use the Taylor Street interchange,” IDOT engineers said.
What’s a Texas U-turn? It “refers to a roadway that allows vehicles to make a 180-degree maneuver to go in the opposite direction, usually without traffic signals,” IDOT spokeswoman Maria Castaneda said. “They were first widely used in Texas on one-way frontage roads that paralleled expressways.
“The free flow U-turn improves traffic flow and reduces congestion in certain situations because it keeps the U-turning traffic out of the cross road intersections. An example of this is at the Meacham Road interchange on Route 390.”
1. A precondition for the Texas U-turn seems to be having frontage roads along highways. There are some areas in the Chicago region where this is common – such as long the Dan Ryan Expressway – but many other areas where frontage roads are not present and properties back up to the highway. In Chicago, I wonder if the frontage roads are the result of fitting highways into the existing street grid (such as the Congress Street Expressway, later the Eisenhower).
2. It would be interesting to see how different road innovations spread across states. How do highway innovations diffuse across the United States? They may arise because of particular local conditions but then engineers and planners elsewhere see how they are applicable. At some point, there is federal intervention regarding safety and regulations. Having driven on highways across the United States, there is both familiarity with the system – similar signage, the roadways themselves look similar – as well as local peculiarities – exits on different sides, the size of on and off-ramps as well as the space between them, HOV lanes, etc.
California’s shelter-in-place order has forced millions of people to stay home and businesses to close to prevent the spread of the novel coronavirus. Some construction workers, however, are still reporting for work to build and renovate Silicon Valley mansions and San Francisco luxury condos because of carve-outs in shelter-in-place orders that exempt any housing construction as “essential” business.
Local officials say residential construction of all kinds is necessary to address the region’s housing crisis. The exemption means affordable housing projects are moving forward, too…
In Palo Alto, where the median property value is $3 million, according to Zillow, residential construction has been so ubiquitous that the city’s new coronavirus support line was inundated with calls about what kind of construction was permitted under shelter-in-place, according to the city’s daily coronavirus newsletter Monday. This past week, crews showed up to work on single-family homes valued on Zillow at $7.3 million for an eight-bedroom house and $9.6 million for a five-bedroom house…
Backlash from concerned neighbors is predictable, said Laura Foote, executive director of YIMBY Action, a Bay Area network of advocates for increased housing supply at all economic levels. “People find new reasons to believe what they have always believed,” she said. “We have a housing shortage and that is what’s driving up cost. More housing also helps bring down the overall cost.”
The article goes into more detail about the debates over the continued housing. There appear to be multiple issues: whether any construction should go on, whether construction should go on for building luxury or expensive housing, and if construction goes on, whether workers and developers should follow rules about social distancing.
Perhaps the question coming out of the pandemic will be this: will the Bay Area, the Seattle area, New York City, and other tight housing markets be more open to affordable housing conversations and action after everyone had to unite (or at least agree to stay away from each other) for a common cause? Crises tend to reveal inequalities but they do not always lead to efforts to address and rectify the problems.
Most people aren’t familiar with the zipper merge and have never even heard of it. But with construction season just a couple months away, the Illinois Department of Transportation wants drivers to use the zipper merge technique when approaching lane closures…
Experts believe that is the quickest way to get through construction sites and entrances on highways during busy season.
So much so that a new law for 2020 mandates the zipper merge be included in this year’s Illinois Rules of the Road handbook, following many other states that already use the technique like Minnesota, Missouri, North Carolina, Montana and Nevada, to name a few…
Not only is the zipper merge a safer and more efficient way to merge into traffic, it’s the law and carries a $164 fine, not including court costs and fees.
Changing decades of ingrained patterns is not an easy task. New drivers can be trained on this from the start but many drivers have been operating with different methods for decades. However, I would guess the presence of police and the use of tickets in situations where zipper merges will now be expected could help prompt people to follow the new guidelines. Or, imagine a campaign on public media where drivers who do not follow the guidelines are highlighted.
The one thing I do not get about resistance to zipper merges and the drivers who look to block traffic is that it is inefficient to not follow the zipper merge. Theoretically, everyone wants to to get where they need to go as quickly as possible. Hence, rampant speeding and other behavior intended to save time. Zipper merges are supposed to help with this which should be a win-win for everyone.
The construction of single-family homes employs many Americans. When demand for homes drops, such as in the late 2000s with the burst housing bubble, many are out of work until the housing market heats up again.
Critics of McMansions would argue such homes should not be built. Instead, the land could be put to better use or developers and communities should focus on building other kinds of housing units that do not suffer from the same flaws.
On this Labor Day, it would be interesting to consider how those who construct McMansions might be employed constructing other buildings. For many who construct McMansions, it could be hard to turn down the work if other opportunities are not present or the job pays okay. Should part of the fight against McMansions also include efforts to address labor issues?
A two-story, 3,145-square-foot house in Elmhurst that was built in 2005 and that the Illinois Tollway bought for $710,000 has a date with a wrecking ball later this year. It’s one of the more unusual aspects of the upcoming $4 billion widening of Interstate Highway 294…
The house due to be razed, at 505 E. Crescent Ave. in Elmhurst, abuts a noise wall that parallels a ramp linking Interstate Highway 290 to I-294. The Illinois Toll Highway Authority needs the house’s 0.3-acre parcel to provide room for an interchange ramp, said tollway spokesman Dan Rozek. It’s the only house in Elmhurst that the toll authority intends to acquire…
While the tollway’s plans call for just that one house acquisition in Elmhurst, the tollway intends to acquire and demolish some 11 homes farther south in Hinsdale for the project, many of which are on Harding Road and Mills Street. In a reflection of the relatively high cost of homes in Hinsdale, the tollway paid even more for two Hinsdale homes than it did for the Elmhurst acquisition, shelling out $870,000 for a house at 621 Harding Road and $825,000 for a home at 645 Harding Road.
However, most of those pending Hinsdale demolitions are of homes that are much older than the one in Elmhurst. Of the Hinsdale acquisitions, the house that was most recently built is a four-bedroom, 2,346-square-foot, neo-eclectic-style house at 417 Mills Street, which was built in 1996. The tollway acquired that house in December for $700,000.
Suburban areas have lots of homes adjacent to highways and relatively few meet this fate. And such homes can be worth quite a bit even with all that noise if located in the right community and with the right features (such as plenty of square footage and a recent build).
This is a reminder that perhaps the best lesson to take from all of this is for leaders and planners to do these sorts of things earlier rather than later to save money. If the plan is always to add lanes – which probably just encourages traffic rather than relieving congestion – then do it earlier. These more recent homes might never have been built and communities could plan earlier for such major changes to residential areas.
In January 2015 — just over a year into construction — university workers noticed the building had been sinking and shifting, leaving cracks in the foundation and making it impossible to shut some doors and windows, according to court records…
Over the next 1½ years, IDOT blamed engineering firms it had hired for missing the poor soil conditions that contributed to the problem. That led to a redesign of a key retaining wall that boosted costs by $12.5 million and dragged out that part of the project at least 18 more months…
IDOT’s Tridgell gave the Tribune a list of other reasons for delays. Among them: The city was leery of shutting down ramps and lanes on many weekends because of festivals and other events. And other local agencies required extra permits and reviews for work…
UIC’s Sriraj said public outreach is challenging on big projects, with no “gold standard” on how much is appropriate.
The public is likely not surprised that such a large project is behind schedule and over budget. This is common on major infrastructure projects. They just want the project done. (And I’m sure some of the cynical ones will note that even when the Byrne project is done, repaving of its surfaces will probably begin again very soon.)
Is this expectation of poor performance what then allows public agencies to not have to explain further delays and costs? Realistically, there is little the public can do whether they know about the delays and cost overruns or not: the construction keeps going until it does not. And the article hints that there is possibly little the state can do to compel contractors to do better work. So, because the news looks bad, is it just better to sit on the information?
I would prefer it work this way: given that such large projects affect many people and involve a lot of taxpayer dollars, the public should have access to clear timelines and explanations for delays. Many people won’t care, not matter how much information is available. But, in general, public life is valuable and information should be widely available and not hidden for fear of angering people or avoiding blame. At the least, knowing about delays and increased costs could theoretically help voters make better choices in the future about leaders who will guide these processes.
[T]he city rolls out plans to resurface 135 miles of streets, according to an announcement from the mayor’s office.
The work is expected to begin mid-April when the asphalt plants open for the 2018 construction season. The Chicago Department of Transportation and the Department of Water Management are leading the project and plan to resurface at least 275 miles by the end of the year.
Since 2011, more than 1,850 miles of streets and alleyways have been resurfaced (that’s out of the city’s 4,600 miles of roadways).
If these numbers are roughly consistent on a yearly basis, it would take 17 years to resurface everything. On the city’s page for Streets, Alleys, and Sidewalks, there is no description of how long an overall cycle might take. But, there might be some mitigating factors affecting which roadways are addressed: particularly bad pothole seasons that cause damage and draw attention and roads that are used much more than others.
And while residents may not be fond of all of this construction, roadways are a constant work in progress. Given the American emphasis on driving, they get a lot of use for commuting, trips within the community, and delivering goods and services. Poor roads do not look good for the local government and could impede activity. Residents can get unhappy pretty quickly if they feel their tax dollars are not leading to good roadways. Yet, if people truly do not want construction, they should really consider driving less and helping to create places with less driving so that the roads last longer.
For all of 2017, construction added 210,000 jobs, a 35 percent increase over 2016.
Construction spending is also soaring, rising more than expected in November to a record $1.257 trillion, according to the Commerce Department. That was up 2.4 percent annually. Spending increased across all sectors of real estate, commercial and residential, with particular strength in private construction projects. The only weakness was in government construction spending.
Construction firms are clearly looking to hire more workers. Three-quarters of them said they plan to increase payrolls in 2018, according to a new survey from the Associated General Contractors of America. Industry optimism for all types of construction, measured by the ratio of those who expected the market to expand versus those who expected it to contract, hit a record high…
Contractors are most optimistic about construction in the office market, which has seen little action since the recession. Transportation, retail, warehouse and lodging were also strong in the survey. Respondents were less encouraged by the multifamily apartment sector, which is just coming off a building boom.
Although this article does not say much about this topic, it would not surprise me if most of the gains in new structures in 2018 tend to go to (1) wealthier areas and (2) wealthier occupants (whether companies/organizations or residents). A thriving construction sector could theoretically float all boats but it sounds like the bifurcated housing market (and perhaps office and commercial as well) will continue.
It is interesting to see that the office market could see some significant construction. How much of that new office space comes at the expense of older structures that are less desirable because of less popular locations or because rehab costs would be too high?