Archive for the ‘Politics’ Category

Capitol Hill Gets Realistic with Water Research

Friday, May 8th, 2009

It didn’t command headlines but an important piece of legislation passed recently that involves water research.
The House of Representatives on April 23 passed H.R. 1145, the National Water Research and Development Initiative Act of 2009. It’s designed to coordinate national research-and-development efforts regarding water use, supply and demand.
The problem is Americans are drinking a lot of tapwater containing trace quantities of prescription drugs and other complex chemical compounds. Currently there is no long-term plan to address this issue and what level of drugs pose health concerns to the public. In line with investigating that problem, it’s also important to study how these compounds can be removed from our drinking-water sources.

The act basically calls for federal research on the on the impact of trace amounts of pharmaceuticals and consumer products in treated drinking water.
One goal of the act is to get the president to establish a National Water Initiative Coordination Office to provide technical and administrative support. What’s more, the act is expected to help facilitate technology transfer, communication and opportunities for information exchange with various parties through this National Water Initiative Coordination Office.
It’s not a big step but it takes baby steps to get priorities for a crisis in water management and quality set into motion. Let’s hope this will help spur further investment water research. –Lee Bruno

Bioethanol: Regional Scourge

Friday, April 17th, 2009

Researchers at the University of Minnesota reported recently that the production of ethanol fuelstocks may consume as much as three times more water than previously thought, depending on where they’re grown.
They found that ethanol fuelstock grown in Iowa uses the least water — about 6 gallons of water for each gallon of ethanol. While fuelstock grown in Minnesota uses about 19 gallons of water per gallon of ethanol.
And that’s just on the farm. The researchers found that total water use in the production of a single gallon of ethanol is up to 2,100 gallons of water — from farm to fuel pump — depending on the regional irrigation practice in growing corn. Although a dozen states in the Corn Belt consume less than 100 gallons of water per gallon of ethanol, making them better-suited for ethanol production.
Annual bioethanol production in the U.S. is about 9 billion gallons, according to the University of Minnesota researchers, who published their findings in an article titled “Water Embodied in Bioethanol in the United States” in the April 15 issue of the American Chemical Society’s journal.

Previous studies estimated that a gallon of corn-based bioethanol requires 263 gallons to 784 gallons of water from the farm to the fuel pump. Trouble was, those estimates were calculated without considering regional irrigation practices.
No doubt water usage needs to be weighed in policy discussions involving the location of ethanol plants. If not, there’s a good chance we’ll see ethanol plants about as sensible as an ice factory in the Mojave Desert. It’s important for policymakers to scratch from their lists those regions that have high water-usage ratios. Let’s instead steer them to places like Idaho, to encourage a smarter and more sustainable approach to biofuels. By Lee Bruno

Death of the California Dream

Wednesday, March 18th, 2009

For decades, California has epitomized America’s economic strengths: technological excellence, artistic creativity, agricultural fecundity and an intrepid entrepreneurial spirit. Yet lately California has projected a grimmer vision of a politically divided, economically stagnant state.

California has returned from the dead before, most recently in the mid-1990s. But the odds that the Golden State can reinvent itself again seem long. The buffoonish current governor and a legislature divided between hysterical greens, public-employee lackeys and Neanderthal Republicans have turned the state into a fiscal laughingstock. Meanwhile, more of its middle class migrates out while a large and undereducated underclass (much of it Latino) faces dim prospects. It sometimes seems the people running the state have little feel for the very things that constitute its essence — and could allow California to reinvent itself, and the American future, once again.
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California’s beautiful Salinas Valley.
Can the dream survive?
(Photo: EcoWorld)

The facts at hand are pretty dreary. California entered the recession early last year, according to the Forecast Project at the University of California, Santa Barbara, and is expected to lag behind the nation well into 2011. Unemployment stands at roughly 10 percent, ahead only of Rust Belt basket cases like Michigan and East Coast calamity Rhode Island. Not surprisingly, people are fleeing this mounting disaster. Net outmigration has been growing every year since about 2003 and should reach well over 200,000 by 2011. This outflow would be far greater, notes demographer Wendell Cox, if not for the fact that many residents can’t sell their homes and are essentially held prisoner by their mortgages.

For Californians, this recession has been driven by different elements than the early-1990s downturn, which was largely caused by external forces. The end of the Cold War stripped away hundreds of thousands of well-paid defense-related jobs. Meanwhile, the Japanese economy went into a tailspin, leading to a massive disinvestment here. In South L.A., the huge employment losses helped create the conditions conducive to social unrest. The 1992 Rodney King verdict may have provided the match, but the kindling was dry and plentiful.

This time around, the recession feels like a self-inflicted wound, the result of “bubble dependency.” First came the dotcom bubble, centered largely in the Bay Area. The fortunes made there created an enormous surge in wealth, but by 2001 that bust had punched a huge hole in the California budget. Voters, disgusted by the legislature’s inability to cope with the crisis, recalled the governor, Gray Davis, and replaced him with a megastar B-grade actor from Austria.

Yet almost as soon as the Internet bubble had evaporated, a new one emerged in housing. As prices soared in coastal enclaves, people fled to the periphery, often buying homes far from traditional suburban job centers. At first, it seemed like a miraculous development: people cheered as their home’s “value” increased 20 percent annually. But even against the backdrop of the national housing bubble, California soon became home to gargantuan imbalances between incomes and property prices. The state was also home to such mortgage hawkers as New Century Financial Corp., Countrywide and IndyMac. For a time the whole California economy seemed to revolve around real-estate speculation, with upwards of 50 percent of all new jobs coming from growth in fields like real estate, construction and mortgage brokering.

As a result, when the housing bubble burst, the state’s huge real-estate economy evaporated almost overnight. Both parties in the legislature and the governor failed miserably to anticipate the impending fiscal deluge they should have known was all but inevitable.

To many longtime California observers, the inability of the political, business and academic elites to adequately anticipate and address the state’s persistent problems has been a source of consternation and wonderment. In my view, the key to understanding California’s precipitous decline transcends terms like liberal or conservative, Democratic and Republican. The real culprit lies in the politics of narcissism.

California, like any gorgeously endowed person, has a natural inclination toward self-absorption. It has always been a place of unsurpassed splendor; it has inspired and attracted writers, artists, dreamers, savants and philosophers. That’s especially true of the Bay Area—ground zero for California narcissism and arguably the most attractive urban expanse on the continent; Neil Morgan in 1960 described San Francisco as “the narcissus of the West,” a place whose fundamental asset was first its own beauty, followed by its own culture of self-regard.

At first this high self-regard inspired some remarkable public achievements. California rebuilt San Francisco from the ashes of the great 1906 fire, and constructed in Los Angeles the world’s most far-reaching transit system. These achievements reached a pinnacle under Gov. Pat Brown, who in the 1960s oversaw the expansion of the freeways, the construction of new university, state- and community-college campuses, and the creation of water projects that allowed farming in dry but fertile landscapes.

Yet success also spoiled the state, incubating an ever more inward-looking form of narcissism. Even as the middle class enjoyed “the good life” — high-paying jobs, single-family homes (often with pools), vacations at the beach — there was a growing, palpable sense of threats from rising taxes, a restless youth population and a growing nonwhite demographic. One early expression of this was the late-1970s antitax movement led by Howard Jarvis. The rising cost of government was placing too much of a burden on middle-class homeowners, and the legislature refused to address the problem with reasonable reforms. The result, however, was unreasonable reform, with new and inflexible limits on property and income taxes that made holding the budget together far more difficult.

Middle-class Californians also began to feel inundated by a racial tide. This was not totally based on prejudice; Californians seemed to accept legal immigration. But millions of undocumented newcomers provoked fear that there were no limits on how many people would move into the state, filling emergency rooms with the uninsured and crowding schools with children whose parents neither spoke English nor had the time to prepare their children for school. By 1994, under Gov. Pete Wilson, the anti-immigrant narcissism fueled Proposition 187. It was now OK to deny school and medical services to people because, at the end, they looked different.

Today the politics of narcissism is most evident among “progressives.” Although the Republicans can still block massive tax increases, the predominant force in California politics lies with two groups — the gentry liberals and the public sector. The public-sector unions, once relatively poorly paid, now enjoy wages and benefits unavailable to most middle-class Californians, and do so with little regard to the fiscal and overall economic impact. Currently barely 3 percent of the state budget goes to building roads or water systems, compared with nearly 20 percent in the Pat Brown era; instead we’re funding gilt-edged pensions and lifetime guaranteed health care. It’s often a case of I’m all right, Jack — and the hell with everyone else.

The most recent ascendant group are the gentry liberals, whose base lies in the priciest precincts of San Francisco, the Silicon Valley and the west side of Los Angeles. Gentry liberalism reflects the narcissistic values of successful boomers and their offspring; their politics are all about them. In the past this was tied as much to cultural issues, like gay rights (itself a noble cause) and public support for the arts. More recently, the dominant issue revolves around environmentalism.

Green politics came early to California and for understandable reasons: protecting the resources and beauty of the nation’s loveliest landscapes. Yet in recent years, the green agenda has expanded well beyond that of the old conservationists like Theodore Roosevelt, who battled to preserve wilderness but also cared deeply about boosting productivity and living standards for the working classes. In contrast, the modern environmental movement often adopts a largely misanthropic view of humans as a “cancer” that needs to be contained. By their very nature, the greens tend to regard growth as an unalloyed evil, gobbling up resources and spewing planet-heating greenhouse gases.

You can see the effects of the gentry’s green politics up close in places like the Salinas Valley, a lovely agricultural region south of San Jose. As community leaders there have tried to construct policies to create new higher-wage jobs in the area (a project on which I’ve worked as a consultant), local progressives — largely wealthy people living on the Monterey coast — have opposed, for example, the expansion of wineries that might bring new jobs to a predominantly Latino area with persistent double-digit unemployment. As one winegrower told me last year: “They don’t want a facility that interferes with their viewshed.” For such people, the crusade against global warming makes a convenient foil in arguing against anything that might bring industrial or any other kind of middle-wage growth to the state. Greens here often speak movingly about the earth — but also about their personal redemption. They have engaged a legal and regulatory process that provides the wealthy and their progeny an opportunity to act out their desire to “make a difference” — often without real concern for the outcome. Environmentalism becomes a theater in which the privileged act out their narcissism.

It’s even more disturbing that many of the primary apostles of this kind of politics are themselves wealthy high-livers like Hollywood magnates, Silicon Valley billionaires and well-heeled politicians like Arnold Schwarzenegger and Jerry Brown. They might imagine that driving a Prius or blocking a new water system or new suburban housing development serves the planet, but this usually comes at no cost to themselves or their lifestyles.

The best great hope for California’s future does not lie with the narcissists of left or right but with the newcomers, largely from abroad. These groups still appreciate the nation of opportunity and aspire to make the California — and American — Dream their own.

Of course, companies like Google and industries like Hollywood remain critical components, but both Silicon Valley and the entertainment complex are now mature, and increasingly dominated by people with access to money or the most elite educations. Neither is likely to produce large numbers of new jobs, particularly for working- and middle-class Californians.

In contrast, the newcomers, who often lack both money and education, continue in the hierarchy-breaking tradition that made California great in the first place. Many of them live and build their businesses not in places like San Francisco or West L.A., but in the increasingly multicultural suburbs on the periphery, places like the San Gabriel Valley, Riverside and Cupertino. Immigrants played a similar role in the recovery from the early-1990s doldrums. In the ’90s, for example, the number of Latino-owned businesses already was expanding at four times the rate of Anglo ones, growing from 177,000 to 440,000. Today we see signs of much the same thing, though it often involves immigrants from the Middle East, the former Soviet Union, Mexico or South Korea. One developer, Alethea Hsu, just opened a new shopping center in the San Gabriel Valley this January — and it’s fully leased. “We have a great trust in the future,” says the Cornell-trained physician.

You see some of the same thing among other California immigrants. More than three decades ago the Cardenas family started slaughtering and selling pigs grown on their two-acre farm near Corona. From there, Jesús Sr. and his wife, Luz, expanded. “We would shoot the hogs through the head and sell them off the truck,” says José, their son. “We’d sell the meat to people who liked it fresh: Filipinos, Chinese, Koreans and Hispanics…We would sell to anyone.” Their first store, predominantly a carnicería, or meat shop, took advantage of the soaring Latino population. By 2008, they had 20 stores with more than $400 million in sales. In 2005 they started to produce Mexican food, including some inspired by Luz’s recipes to distribute through such chains as Costco. Mexican food, notes Jesús Jr., is no longer a niche. “It’s a crossover product now.”

Despite the current mess in Sacramento, this suggests some hope for the future. Perhaps the gubernatorial candidacy of Silicon Valley folks like former eBay CEO Meg Whitman (a Republican), or her former eBay employee Steve Wesley (a Democrat), could bring some degree of competence and common sense to the farce now taking place in Sacramento. Sen. Dianne Feinstein, who’s said to be considering the race, would also be preferable to a green zealot like Jerry Brown or empty suits like Los Angeles Mayor Antonio Villaraigosa or San Francisco’s Gavin Newsom.

But if I am looking for hope and inspiration, for California or the country, I would look first and foremost at people like the Cardenas family. They create jobs for people who didn’t go to Stanford or whose parents lack a trust fund. They constitute what any place needs to survive: risk takers who are self-confident but rarely selfish. These are people who look at the future, not in the mirror.

This article originally appeared earlier this month in Newsweek magazine and is republished here with permission from the author. 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.

Biofuel Myths and Realities

Wednesday, February 25th, 2009

Pamela Contag is a microbiologist who’s as comfortable in the lab as she is in the boardroom, dealing with the business of running a company. She has plenty of experience there, having helped found two startups: Cobalt Technologies and Xenogen. She also sits on the Department of Energy’s Biomass Advisory Board.

Contag is an astute observer of the biofuels industry. With much of the discussion today focused on second-generation biofuels, she points out that it’s still critical for people not to mix up biofuel feedstocks with human foodstocks. That sure spelled a lot of trouble during the first-generation corn-ethanol buildout, which alarmed the public and still dampens enthusiasm for the biofuels market.

Contag says there’s a list of myths that need to be addressed in order to keep biofuels on track.

“I think the three biggest myths are, one, technology or feedstock will solve our problem. The second is that climate change, energy security and water security are not somehow related. And the third myth is that solar energy to electricity is going to solve all of our problems.”
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The biofuels life cycle - can biofuels eventually
compete with petrochemicals, and if so, when?
(Photo: U.S. Dept. of Energy)

 

As for feedstocks, she says, “I don’t think we have the answer now. But I think we’ll have it in the next five years. What’s needed is for entrepreneurs and investors to look at smaller crops with a unified theme of being able to keep a lot of different seed crops. Think of crops as being renewable but also sustainable in terms of agricultural practices.”

Contag is putting her views to work in her latest startup, Cygnet Biofuels. The company is approaching biofuels with three core fundamentals: low energy, low water and local biomass. It wants to harvest local feedstocks and create fuels like biodiesel for communities, mirroring the early days of electrical utilities in the U.S. “Cygnet believes this isn’t an engineering project but an ecosystem project,” Contag says.

Part of Cygnet’s plan is to integrate a wide-variety of technologies into its power-generation plants, including solar, biodiesel, biobutanol, co-generation and digesters. In the company’s first phase, it plans to produce biodiesel with a business model that calls for extensive partnering to sell the company’s capabilities.

No doubt it will take several years to build out on a local biofuels model. But it sounds like an important step forward. –Lee Bruno

Green Neighborhood Design ala “Prefurbia”

Thursday, February 12th, 2009

After spending 25 years designing over 600 communities in 45 states and 10 countries, we wrote the book Prefurbia to make an awareness for those involved in the processes of land development about new ideas, techniques and methods that we had discovered relating to suburban site design. In addition to these new methods, the book explains problems with the current regulatory systems, mostly caused by our minimums based regulations, and ending with an example of a new type of “rewards based” ordinance.

No matter how great it may be, any development plan is secondary to the presentation. The site plan is only part of the process to approval - the best site plan is only as good as the presentation to convince council or planning commission for a “Yes” vote.

These critical public meetings are the most important part of the entitlement process – no “Yes” vote: no deal – simple as that! Each presenter deals with the dog-and-pony show in their own ways with an endless variety of styles (or lack of style).

All of these public meetings have one thing in common –the neighbors (if any) will be there to oppose to the new development. Perfurbia is written from the perspective (needs) of these various parties with the process to approval, the planning commission and council members, the developer, and the design team.

In the old days there were three factions – the developer presenting the plan, the neighbors opposing the plan, and the council listening to both sides. If the development was high profile, someone from the local press might also show up to write an article about the controversy. The planning commission and council are fully aware that all plans will be met with neighbor opposition and they will have to listen to their lengthy complaints along the route to approving (possibly) the developer’s plan. In the past the citizens sitting on these boards would most likely dismiss Elwood and Betsy Smith’s complaint on how a development in their back yard would invade their privacy, and would vote in favor of that new master planned community instead.

Today there is often an additional audience – the entire region of neighbors - when the meetings are televised. The televised council listens to the neighbor’s objections, no matter how absurd they may be, then answers to the camera – the general community watching at home with answers that show they really care about every citizen’s opinion. The televised council member must never appear too much in favor of the developer as it can be misconstrued as not caring about the citizens they represent.

A televised Council member hears the Smith’s complaint and may look into the camera with a very concerned look explaining on how maybe we have too many new homes in this town and proceed to tell viewers that the developer might want to consider a buffer and dropping density. What is happening is that concerns go from developing economically sensible neighborhoods, perhaps to: “please elect me Mayor when I’m on the ballot.”
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Coving reduces surface runoff, enhances privacy, and
exchanges road surface for increased lot sizes, allowing
higher density without punishingly small homesites.
(Image: Rick Harrison Site Design)

The design catalyst for Prefurbia is “coving,” a method created in the mid-1990’s that relies on new technologies to create a more efficient pattern of land development compared to conventional and traditional methods. Without lengthy explanation (the book is the best source for explanation) a by-product of Coving is that for any given density, the length of street is typically reduced by 25% with a corresponding increase in average lot size. Another side-effect is that the lot sizes vary greatly and rapidly from minimum to maximum to create the effect along the streetscape to pulloff the art of coved design.

With the new “green” movement towards environmentally responsible development – coving can be the perfect solution as a reduction in the run-off from paved surfaces combined with the increase in organic area is a perfect foundation for Green Design.

In the early years of Coved design, virtually all the work was done in the USA. Our first large site plan done outside the States, was in Freeport, Bahamas. We designed Heritage Village, which began as a TND layout (by another planning firm) and ended up with our new method of Coving. In 2000 when we were first contacted to design Heritage Village we asked about doing presentations to the city council and planning commission to help move the approval process along. We were told that the development company and the regulating entity were the same, if they liked the plan it would be built! That is exactly what had happened.

Our next attempt of the Coving outside the USA were not so easy. In Mexico City we were told to keep the minimum and maximum range of lot sizes under 20% - a regulation which essentially kills the use of coving to be efficient, however later we found the Monterrey region of Mexico more progressive to work with.

In Puerto Rico, the horizontal regulations were no problem to work with, but the vertical (slope) regulations were problematic in Coved design in steep slopes. These slope regulations did not have alternatives which would have made more sense – they were untouchable. On relatively flat sites – no problem, steep sloped sites are very difficult to comply with (not impossible but difficult) when coved.

Since then we wrongly assumed that planning outside the USA could have similar problems with restrictions that were absurdly prohibitive for designing great neighborhoods. In Puerto Rico, when we asked to sit down with the government officials to change policy to create better neighborhoods, the developer said - no. At the time we did not understand why it was so critical that we were rejected to suggest changes.

It was only when we worked in Bogota, Columbia that we realized their systems may not be so backwards after all… Last year we were hired to do some significant planning work in Columbia. My first request was that we meet with the authorities to show them new ways to design neighborhoods and start working on changing the regulations, and were given (like Puerto Rico) an absolute – NO!

Unlike Puerto Rico, the basic setback and engineering minimums were not as restrictive and did not limit the design process. We then asked to present the plan to the authorities – and were told that was not necessary. Being it was Columbia you can imagine that at first we thought: Cartels? Corruption? The reality was much simpler. Since our plans met the minimums (they actually exceeded them), they were automatically considered approved! Imagine that – no neighbors to complain! If everything conforms – it should be approved – right? Just plain old common sense! That was exactly what was going on in Puerto Rico – in Mexico City, in fact in many countries we would think were backwards were in fact very forward thinking. Developers who follow the zoning – who follow the minimums do not need public meetings!

When you think about it, in this country if the development being submitted meets or exceeds the zoning (and the subdivision regulation minimums), why does it need to go through any of the public approvals at all? The American Developer often faces months or years of delays, enormous interest payments, the tens of thousands (perhaps hundreds of thousands of dollars) spent on consultants and legal help for plans that conform. Instead that massive sum of money could go towards making a better neighborhood, better architecture, better landscaping, less environmental impacts! What a concept!

Reducing minimums would still require public meetings, however. The public would still have plenty of input when the regulations and zoning changes. Those types of meetings should be public to get citizen input. If the developer is proposing something that goes below minimums or does not conform to zoning, then it is reasonable to go through the more time consuming process that we currently have.

So this brings up the question – how would the developer introduce something different to the written law? This could be a particularly bad problem under typical PUD (Planned Unit Development) regulations which typically give blanket changes to the minimums when alternative designs are not covered by straight zoning. This PUD Pandoras box, once opened can have devastating results when the staff and neighbors both agree that the plan is simply not good enough.

When the developer thinks the plan is just fine a battle of wills ensues that can last years of revisions and legal battles – in the end these expensive delays increase lot costs – the home buyer ultimately pays. The problem is that most PUD’s are simply too vague.

If a PUD ordinance, or any special ordinance such as Cluster Conservation, or Coving was specifically spelled out – developers would get rewarded for great plans complete with open space and connectivity(typically density and setback relaxations). Simple and somewhat easy to administer.

Perfurbia’s hundreds of new concepts, methods, and industry bullet points are a wealth of information useful to anyone involved with land development. But what we began to realize after writing Perfurbia, is a new thought – how did we take something so simple and let it get so out of control?

These “third world” countries that are so progressive as to actually allow developers who comply with the rules to quickly build their neighborhood – maybe are not so third world after-all. Perhaps we have the regulations and systems as it exist is to keep the system “busy” with many billable hours. Imagine if we could simply get a plan stamped and the next day construction could begin. How many billable earning hours are eliminated, how much less construction and land holding interest saved? That would be very hard to calculate, but it’s most likely significant.

It is difficult to get a man to understand something when his salary depends upon his not understanding it…
Al Gore - “The Inconvenient Truth”

The inconvenient truth won’t win me many friends in the consulting industry who’s income depends upon generating billing time (meetings), but can we afford to continue down the path we are presently in?

Rick Harrison is the President of Rick Harrison Site Design (www.rhsdplanning.com), and author of Prefurbia, published by the efforts of Sustainable Land Development International, www.sldi.org and available directly from www.prefurbia.com.

Sundown for California

Monday, November 17th, 2008

Twenty-five years ago, along with another young journalist, I coauthored a book called California, Inc. about our adopted home state. The book described “California’s rise to economic, political, and cultural ascendancy.”

As relative newcomers at the time, we saw California as a place of limitless possibility. And over most of the next two decades, my coauthor, Paul Grabowicz, and I could feel comfortable that we were indeed predicting the future.

But much has changed in recent years. And today our Golden State appears headed, if not for imminent disaster, then toward an unanticipated, maddening, and largely unnecessary mediocrity.

Since 2000, California’s job growth rate - which in the late 1970s surged at many times the national average - has lagged behind the national average by almost 20 percent. Rapid population growth, once synonymous with the state, has slowed dramatically. Most troubling of all, domestic out-migration, about even in 2001, swelled to over 260,000 in 2007 and now surpasses international immigration. Texas has replaced California as the leading growth center for Hispanics.

Out-migration is a key factor, along with a weak economy, for the collapse of the housing market. Simply put, the population growth expected for many areas has not materialized, nor the new jobs that might attract newcomers. In the past year, four of the top six housing markets in terms of price decline have been in California, including Sacramento, San Diego, Riverside, and Los Angeles. The Central Valley towns of Stockton, Merced, and Modesto have all been awarded the dubious honors of the highest foreclosure rates in the nation during the past year.

Even with prices down, many of the most desirable places in California are also among the most unaffordable in the nation. Less than 15 percent of households earning the local median income can afford a home in L.A. or San Francisco. In Santa Barbara, San Diego, Oxnard, Santa Cruz, or San Jose, it’s less than a third. That’s about half the number who can buy in the big Texas or North Carolina markets. Moreover, state officials warned in October that they might have to seek as much as $7 billion in loans from the U.S. Treasury. This is a disappointing turn for a state that once saw itself as the harbinger of the future.

Not surprisingly, few Californians see a turnaround soon. In the most recent Field Poll in July, a record high 63 percent of Californians said they are financially worse off than they were a year ago, while a record low 14 percent described themselves as better off. Poll director Mark DiCamillo called it “the broadest sentiment of pessimism we’ve ever seen.”

Of course, California can still attract many newcomers, particularly young and ambitious people who dream of a career in Hollywood or Silicon Valley. The problem is that when you grow up and have failed to secure your own dotcom or television series, life in Texas, Arizona, North Carolina, or even Kansas starts looking better. According to real estate analysts, the only thing preventing the current outflow from being worse is that homeowners cannot sell their residences in order to move.

All of this suggests a historic slide of California’s role as a bastion of upward mobility. In 1946, Californians enjoyed the nation’s highest living standards and the third highest per-capita income, noted journalist John Gunther. As recently as the 1980s, Californians generally got richer faster than other Americans did. Now, median household income growth trails the national average while the already large divide between the social classes - often bemoaned by the state’s political left - grows faster than in the rest of the country.
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Can California recover the vitality that defines her heritage?

Today, notes a recent Public Policy Institute of California study, California has the 15th highest poverty rate in the nation. Only New York and the District of Columbia fare worse if the cost of living is factored in. Indeed, after accounting for cost of living, L.A., Monterey, and San Francisco counties - all places known for concentrations of wealth - have poverty populations of 20 percent. “San Francisco,” says historian Kevin Starr, a native of the city, “is a cross between Carmel and Calcutta.”

The Political Roots of the California Ascendancy

You can blame many factors for California’s fall from grace: too much immigration from poor countries, the impact of global competition on technology and aerospace industries, the end of the Cold War, failing schools, and the 12 years of political control by the Texas-centric Bushes. Yet other states have weathered similar storms and still gained ground on the Golden State.

The real problem lies in the decline of the state’s political culture. “Our society may be evolving spectacularly but our politics are devolving,” suggests Starr, the state’s most eminent historian. “California is in no way a role model for anyone from outside the state.”

For much of the 20th century, California - already blessed by climate, topography, and fertility - was also relatively well governed. California’s schools, universities, and infrastructure were considered among the finest anywhere. From the 1920s on, its prevailing ideology was a kind of business-like progressivism. Californians in both parties embraced the idea that government could be a positive force in the economic and social life of California. However, they also embraced the latest notions of scientific management. One report from the administration of California’s Republican Governor Hiram Johnson, produced in the early part of the 20th century, stated that the goal was “to systematize the business of the State of California.”

California’s state government laid the foundation for its remarkable ascendancy. Progressivism’s pragmatic orientation, the melding of science and technology into government, the large-scale investment in infrastructure, and a strong nonpartisan tradition produced spectacular results. In his famous book Inside USA in 1946, Gunther gushingly described California as “the most spectacular and most diversified American state … so ripe, golden.”

Another Republican California governor, Earl Warren, who served between 1943 and 1953, epitomized progressive virtues - pragmatic in policy, nonpartisan in approach, and activist in his manner. Later on, as the GOP became more conservative, the progressive mantle shifted to the Democrats. Under Governor Edmund G. “Pat” Brown, elected in 1958, the state continued with an aggressive program of public works, a rapid expansion of higher education, and the massive California Water Project.

Like his Republican progressive predecessors, Brown advocated civil rights for minorities but also promoted business interests, notably in real estate development, Hollywood, aerospace, and agribusiness. Equally important, the Democrat embraced the traditional good government principles of the progressives. Shortly after taking office, Brown initiated a thorough reorganization of state government, attempting to make it more businesslike. California, Brown himself noted, needed “to apply the latest concepts of management, organization, and cost control just as modern corporations have done.”

The End of the Progressive Era

By the mid-1960s, Brown’s traditional progressivism was being undermined by rising interest-group liberalism. State employees, left-liberal lobby groups, and minorities were demanding more and more from the governor. Fed up with ever-growing taxes and social spending, business interests became increasingly alienated. Once seen as a boon to the private sector, state government was becoming perceived by corporate interests as overly meddlesome and hostile.

Perhaps even more damaging was the cultural rift that developed. Many white middle- and working-class voters felt threatened by the rise of new militant minority and student groups. Riots at Berkeley and Watts deepened resentments against the university and African Americans, two linchpins of Brown’s support.

In the 1966 gubernatorial election, Ronald Reagan smashed Brown and the remnants of the old progressive coalition. The former actor captured both business support and grassroots votes in previously Democratic-leaning areas in suburban L.A. and the Central Valley. Numerous interviews conducted with his closest confidants at the time make clear that they did not intend to impose a conservative social agenda, but hoped to slow the regulatory regime and restore order on the state’s campuses and ghetto streets.

One scholar has claimed that Reagan “destroyed” progressivism, but some of the blame should also be laid at the feet of the Democrats. To be sure, Reagan slowed the growth of government, but infrastructure building continued and the state university grew, as did many social problems. Much the same could be said of later Republican governors George Deukmejian and Pete Wilson, whose policies were only moderately conservative.

Enter Governor Moonbeam

The real problems for the progressive model, ironically, began to surface with the rise of Pat Brown’s son, Governor Edmund G. “Jerry” Brown Jr. He veered away from the traditional focus on nonpartisan governance and infrastructure spending - what long-time advisor Tom Quinn called “this build, build, build thing” - and instead focused on an environmentally friendly, “small is beautiful” approach.

However, the real problems did not ultimately reside with the brash, creative, and sometimes unpredictable young governor himself. Entrenched Democratic interest groups, particularly public employees, resisted property tax relief for California’s middle-class homeowners. Ultimately, this failure brought about the passage of Proposition 13, a strict limit on property taxes that would sharply curtail infrastructure spending and reduce the ability of local governments to address serious problems.

During Brown’s watch, and even despite his occasional opposition, the Democratic Party came increasingly under the sway of public employees, trial lawyers, and narrow interest activist groups. Their ability to raise money and impose their political will often outweighed that of even the most powerful business interests.

The full bill for this transformation would eventually be paid not by Brown, but by his former chief of staff, Gray Davis. Becoming governor in 1998, Davis became the prisoner of the special interest groups with whom his predecessors, Deukmejian and Wilson, had struggled.

By then, California’s shift to the Democrats had become inexorable and, with the fading of a GOP counterweight, influence within the party flowed to its more radical factions further to the political left. As a result, the state moved decisively away from the economic growth focus of Pat Brown. It seemed determined to wage war against its own economy. As pet social programs, entitlements, and state employee pensions soared, infrastructure spending - the hallmark of the Pat Brown regime and once 20 percent of the state budget - shrank to less than 3 percent.

The educational system, closely aligned with the Democrats in the legislature, accelerated its secular decline. Once full of highly skilled workers, California has become increasingly less so. For example, California ranks second in the percentage of its 65-year-olds holding an associate degree or higher and fifth in those with a bachelor’s degree. But when you look at the 25-to-34 age group, those rankings fade to 30th and 24th.

Instead of reversing these trends, the state legislature decided to spend its money on public employees and impose ever more regulatory burdens on business. Davis, a clever and experienced public servant, understood this but could not fight the zealots in his own party. When the state’s revenues shrank after the high-tech bust in 2000, he appeared to be their complete captive. Perhaps the most telling example of the misplaced priorities of the state’s majority party took place amid the state budget crisis when legislators, facing an imminent fiscal disaster, took time to debate legislation about providing more protections for transgender Californians.

Enter the Girlie Man

Davis’s apparent inability to gain control of the looming budget crisis opened the door to his 2003 recall and the election of a Republican, Arnold Schwarzenegger. The former bodybuilder and action hero promised to clean up “the mess” in California. He took aim at what he derided as the “girlie men” in the legislature, promising to get the state’s affairs in order. It was not to be. After a bruising defeat by liberal interest groups over a series of propositions, the onetime tough guy embraced what he called “bipartisanship.” The media, particularly on the national level, cooed, but in reality the governor simply ceded initiative to the very “girlie men” - the left-leaning state legislators - that he formerly promised to rein in.

Under Schwarzenegger, notes former GOP Assemblyman Keith Richman, the state budget actually grew even faster - 10 percent annually as opposed to 7 percent - than under his spendthrift Democratic predecessor, Gray Davis.

Dan Walters, the dean of California political reporters, argues that Schwarzenegger never bothered to learn the basics of state governance. As a result, state spending, particularly on state employees and their pensions, continued with no notion that another budget crisis was looming.

The Economic Crash

The Terminator and his advisors also never understood the economic rot undermining the state. The governor assumed little could be done to preserve manufacturing, warehousing, and other high-paying blue-collar jobs in California. Instead, he bought the idea that “creative” professionals in technology, finance, and entertainment could keep the state economically vibrant.

To be sure, the big players in technology and entertainment still often keep their main offices, and sometimes their research facilities, in California. However, they also tend to locate their middle management and production jobs to more affordable, enterprise-friendly states and countries. This is one reason, notes the Milken Institute’s Ross DeVol, that tech growth has been relatively weak even during the much-ballyhooed Internet 2.0 boom.

Worst of all, the governor’s economic team did not see the danger of the state’s growing reliance on the real estate bubble. According to my colleagues at the Praxis Strategy Group and others, as much as 50 percent of the state’s job growth in the 2000s relied on an inflated property market. It worked for a time, keeping many people - investors, homeowners, construction workers, financial types - gainfully employed and the state, for a while, solvent. A better-informed governor might have known it would all unravel. Indeed, in early 2007, even as it was clear that the bubble was deflating, Schwarzenegger continued to play vaingloriously to the klieg lights, promoting California as “the harmonious state, the prosperous state, the cutting-edge state … a model not just for 21st-century American society, but the world.”

Instead of addressing the fundamental fiscal and economic problems, the governor preened for the local and national media by making California the focal point for addressing global climate change. He also proposed a gigantic $14 billion healthcare program largely funded by a state that has beleaguered smaller businesses.

Fiscal reality scuttled the healthcare plan, but business is still trying to figure out how to cope with a carbon regime faced by few of their competitors. Meanwhile, California’s unemployment is now over 7.3 percent, fourth worst in the nation, behind only Michigan, Mississippi, and Rhode Island.

In wide regions of the state - from San Diego up through the Central Valley - the only boom is in the foreclosure business. Nor are the inner-city revivals doing much better. Shining condominium towers in Oakland, L.A., and San Diego have either cut their prices or, in many cases, gone rental, a fitting tribute to an age of diminished expectations.

…and Now the Return of Governor Moonbeam?

The state’s Republicans might be expected to exploit such a record of Democratic failure but seem incapable of doing so. Since the mid-1990s and Pete Wilson’s embrace of Proposition 187, the ballot measure designed to restrict social services provided to illegal immigrants, many grassroots elements of the party have tended to demonize the immigrants who make up almost 40 percent of the workforce.

The state is already close to a minority majority; Latinos alone make up half of the current kindergarten class. Republicans could blame the Democrats for the state’s persistent fiscal crisis. They could score points against the elitist aspects of ultra-green policies, the gluttony of public employees, the prospect of higher taxes, and the more radical parts of the left’s social agenda. However, that argument must be addressed toward, not against, the state’s increasingly minority middle class.

Instead, the most probable political scenario is more of the same, or worse. The two leading candidates for governor, San Francisco Mayor Gavin Newsom and 70-year-old Attorney General Jerry Brown, are considerably to the left of and even greener than Schwarzenegger.

Brown is clearly the stronger candidate, with a demonstrated appeal to minority voters that Newsom lacks. And Brown enjoys greater name recognition and better access to the big urban land interests, Hollywood, and Silicon Valley, the main money sources of the party other than the unions. In addition, Newsom is particularly ill suited to make even Jerry Brown seem out of touch. In a campaign, Newsom will have to justify his city’s policy of shielding illegal alien felons. He has spoken publicly about fining residents up to $1,000 for failing to sort their garbage correctly, something sure to repel most Californians.

Yet a second Brown administration poses enormous risks. Although somewhat pragmatic as mayor of Oakland, Brown has become an increasingly strident apostle of Al Gore’s global warming ideology. Brown calls global warming “the most important environmental issue facing the state and the world.” He has made it clear that he hopes to use legislative and executive power to curb suburban growth and induce people to cram themselves into California’s already congested, often crime-ridden cities.

Brown also seems determined to declare a holy war against the state’s already weakened agricultural and industrial base. As attorney general, he has pledged to block a proposed northern California plant that violates green values by using plastic bottles, a policy which, if he carries it out to its logical end, will decimate almost every blue-collar and industrial industry in the state.

So is there hope for the Golden State? Perhaps, although California likely will never regain the preeminence of a quarter century ago. Brown is many things, but he is also smart and flexible, as he showed by embracing Proposition 13 after its passage in 1978. He could still find a way to push the legitimate part of the green agenda, such as expansion of renewable fuels, without forcing every carbon- consuming business or single-family homebuilder out of the state.

Finally, there is this: no place in North America enjoys California’s combination of fertility, natural beauty, and diversity. Many Californians accept high housing prices, silly regulations, and noxious lawyers as part of the price of paradise. In a country of 50 states and more than 300 million people, there should still be a niche for an exceptional place, even if it no longer can pretend to lead the nation.

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. This article originally appeared at American.com and is republished with permission.

Rational Urban Planning

Friday, October 3rd, 2008

It is our official position that long-range government planning cannot work no way no how. But it is a mark of how bankrupt the planning profession has become that many of its members never seem to bother to follow its standard planning system, which is known as the Rational Planning Model.

As defined by Wikipedia, the Rational Planning Model “is the process of realizing a problem, establishing and evaluating planning criteria, create alternatives, implementing alternatives, and monitoring progress of the alternatives.” This model, Wikipedia adds, “is central in the development of modern urban planning.”

If it is so central, then why do so few urban planners follow it? In particular, most plans that I have reviewed leave out step 3, “create alternatives.” They also leave out what should be step 4 (but which goes unmentioned by Wikipedia), evaluate alternatives. Which isn’t surprising if they don’t have any alternatives to evaluate.

Today, most planners follow what I would call the “Irrational Planning Model.” That model (to paraphrase Wikipedia) “is the process of thinking a utopian scheme, establishing planning criteria that are foreordained to support the scheme, creating a constituency of special interest groups that will benefit from the scheme, implementing the scheme, and proclaiming victory.” Notice that they leave out monitoring as well as alternatives, because there is no need to monitor when you know you are going to succeed.

My first exposure to the idea of a Rational Planning Model was when the Forest Service began writing plans for each of the national forests under the National Forest Management Act of 1976. The agency issued planning rules in 1979 that specifically followed the Rational Planning Model. Over the next decade, I read nearly all of the 100-plus forest plans issued by the agency. Nearly all of them had at least five alternatives. Some had as many as ten. Even though I didn’t agree with most of the agency’s decisions, the alternatives were very useful in identifying cost-efficient solutions to national forest issues.

A thing of beauty, or an abomination?
Should freeways have a future, as cars go green?

Nowadays, I review urban land-use and transportation plans. Most plans don’t contain any alternatives at all.

Some plans have token alternatives, usually because they are required by some federal rule, that everyone understands have no chance of being selected.

Take, for example, long-range transportation plans, which all metropolitan areas have to write to be eligible for federal funding. I recently happened to download such plans for the nation’s 65 largest urban areas. Only two — Jacksonville and Salt Lake City — included two or more real alternatives and compared the effects of those alternatives on such things as congestion and air pollution.

Most of the plans had no alternatives at all. A few had what they called the “no-build” alternative, which presumed that no new facilities would be built for 20 years. Some had something you might call (and one of the plans did call) the “wish-list” alternative, which included every transportation project that every transportation agency in the region could think of to build in the next 20 years.

Plans compared no-build and wish-list alternatives against the “financially constrained” alternative, which became the plan. This which only included projects for which funding was available. But neither no-build nor wish-list could be considered serious alternatives, since no one expected nothing to happen any more than anyone expected that every possible improvement would be funded.

So the question is: how do planners go from the wish list to the plan? Ideally, you would develop alternatives that included different combinations of projects on the wish list and then do an analysis to see which alternative works best.

I happen to have a 1958 book called Better Transportation for Your City (11 MB pdf) that was put together by a group called the National Committee on Urban Transportation, which consisted of a variety of planners, engineers, transit managers, and other transportation experts. The book describes the Rational Planning Model and recommends (on page 57) that cities and urban areas consider at least three alternatives: predominantly transit, predominantly automotive, and balanced transit-automotive. Planners from Jacksonville must have read this book for those are similar to the alternatives they used.

Many national forests followed a similar system: because timber cutting and wilderness were considered polar opposites during the forest planning process, they typically had a timber-emphasis alternative, a wilderness-emphasis alternative, and a supposedly balanced alternative. They usually also had a no-action alternative (meaning no change from previous plans), and at least one more, perhaps a wildlife-emphasis alternative.

I didn’t like this process. For one thing, it was polarizing: it made everyone defend “their” alternatives (which were, in fact, Forest Service caricatures of their alternatives). For another, it ignored many win-win solutions that could have protected more wilderness and wildlife while still cutting lots of timber.

I would suggest that, instead of focusing on inputs (how much land to manage for timber, how much for wilderness, how much money to spend on highways, how much for transit), plans should focus on outputs. Here is my four-step process for developing alternatives.

First, identify the goals of the plan. They might include safety, congestion relief, reduced air pollution and other environmental effects, energy efficiency, and so forth. Goals must be outputs, not inputs. Things like “multimodalism” and “walkability” are inputs, not outputs. Goals should not be biased towards any particular mode but should focus on the things that people consider important.

Second, measure the effects of every possible transportation project in the region on each of the goals. How many lives will each project save or destroy? How many hours of congestion relief will the projects provide? How much pollution will they prevent or generate? How much energy will they consume or save? In addition, how much will each project cost?

Third, rank all of the projects using each goal. Planners should divide the benefits of each project by its dollar cost to get a cost-efficiency estimate. Then sort the projects from high to low cost efficiencies.

Fourth, create an alternative from each goal’s ranking. Planners know roughly how much money the region will have to spend on transportation improvements. So pick the top projects ranked according to each goal until all the money is spent.

The result would be alternatives emphasizing Safety, Congestion Relief, Clean Air, Energy Efficiency, and any other goals planners considered important (and quantifiable). None of these alternatives are biased toward transit, autos, bikes, or whatever. Instead, they each focus on an important community goal. Moreover, it is likely that there will be a lot of overlap between alternatives, because some projects that improve safety will also reduce congestion and air pollution. By finding such overlaps, and weighing trade offs when goals conflict, planners can put together a preferred alternative.

All this supposes that planners really want to develop the best possible plans for their communities or regions. But it seems that few do, which is why so many use the Irrational Planning Model instead. If they don’t develop alternatives, then no one will know how much money they waste and how poorly their plans perform.

At the risk of repeating myself, I don’t think that the Rational Planning Model can save government planning from all the insurmountable problems with planning that the Antiplanner has identified. But it would go a long way toward keeping planners honest and keeping the public better informed about the benefits and costs of the often inane plans that planners propose.

If anyone knows of urban land-use or transportation plans that really do follow the rational model, I would love to learn about them.

About the author:  Randal O’Toole is the author of Reforming the Forest Service, The Vanishing Automobile and Other Urban Myths, and The Best-Laid Plans, and edits the website The Antiplanner.  This article originally was published on The Antiplanner on March 17th, 2008, and is republished here with permission.

Condos by the Train Tracks

Tuesday, September 23rd, 2008

The California legislature has approved a bill aimed at reducing greenhouse gas emissions through smart-growth planning. SB 375 requires that all metropolitan planning organizations in California develop plans to meet state targets for reducing auto-related greenhouse gas emissions. The bill also encourages planners to meet those targets through high-density development, improving the jobs-housing balance, and all the other usual smart-growth programs.

SB 375 has been described as the biggest California land-use bill in 30 years. It has also been called the “condos by the train tracks” bill. Legislators in other states are no doubt already drafting similar bills.

Before evaluating this bill, let’s set straight a few popular misconceptions. Despite hysteria from the San Francisco Chronicle, California is not being covered in “urban sprawl.” As the Antiplanner has previously noted, thanks to planning laws going back to 1963, California’s urban areas are the second densest of any state in America. Data from the 2000 census (which the Antiplanner has kindly summarized for you — see column U for urban densities) show that, if you leave New York City out, California’s urban areas are even denser than those in New York.

Specifically, counting all urban areas of 2,500 people or more, California’s urban densities average more than 4,000 people per square mile. Take out New York City, and no other state comes close: Nevada is second at 3,400 per square mile; Illinois is 3,000; all other states are less than 3,000 and most are less than 2,300. New York with New York City is 4,200, but New York minus New York City is just over 2,000. So efforts to apply smart growth to California urban areas will cram already crowded cities even more.

Another myth: “car-crazy California” is the 9th biggest emitter of greenhouse gases in the world.” California emits a lot of greenhouse gases because it has 38 million people, but its per-capita greenhouse gas emissions are the second-lowest of any state. Car crazy? I don’t think so. Californians drive less per capita than people in 38 other states. California also uses less motor fuel per capita than all but four other states.

In terms of urban driving, however, California is right in the middle. Annual urban miles of driving average 7,750 per urban resident, which is 23rd out of the 50 states. That’s not car-crazy, but it is not as low as you would think if density really reduced driving. Where California is low is rural driving, mainly because only 5 percent of the state’s residents live in the 95 percent of the state that is rural.

Does urban density translate into lower greenhouse gas emissions? Not necessarily. Despite using the fifth-least gasoline per capita, California has only the seventeenth-lowest per-capita transportation-related greenhouse gas emissions. While New York, Massachusetts, and Illinois produce less than California, so do Arizona, Idaho, Michigan, North Carolina, Ohio, Vermont, and Wisconsin. Many of these states have urban densities that are less than half of California’s, and they are not particularly noted for dense transit systems. This suggests that whatever travel Californians are doing when they are not driving is still emitting lots of greenhouse gases.

If you want to play with the numbers yourself, the Antiplanner has compiled a spreadsheet based on the following data sources:

1. The Energy Information Agency’s state-by-state emissions by sector for 2004.

2. Census Bureau state population estimates (to be compatible with EIS data, I used 2004). For urban populations, I used the urban proportions from the 2000 census.

3. Miles driven and highway fuel by state from the 2004 Highway Statistics.

So what do these numbers mean? First, density is associated with a moderate reduction in driving. The correlation between urban densities and per-capita urban driving is -.30. Statistically, this is modestly significant (perfect is 1.0 or -1.0, anything less than 0.12 or -0.12 is indistinguishable from random), but indicates that many other factors also influence driving.

 

Each red dot represents the urban areas in one of the 50 states; the green line is the average trend. The spread of the dots shows that density is only weakly correlated with driving. The shallow slope of the line shows that, if density does influence driving, large density increases will produce small reductions in driving. Clicking the chart will download the spreadsheet.

Based on the data used to make the chart above, a 1,000-person-per-square-mile increase in urban density is associated with a 395-mile-per-capita reduction in driving. That means if California can increase its densities by 25 percent, from 4,000 to 5,000 people per square mile, it will reduce per-capita urban driving by 5 percent. That assumes, of course, that higher densities are a cause of lower per-capita driving rather than being merely correlated with some other cause such as downtown job densities. To the extent that less driving means more transit ridership, the reduction in greenhouse gas emissions will be slight because we know that, on average, transit emits as much greenhouse gases as passenger cars (though admitted less than SUVs).

Proponents of SB 375 take it for granted that higher densities mean less driving and lower greenhouse gas emissions. But they never mention the costs. Thanks to California’s past land-use planning, the state has the second-least-affordable housing in the nation. (Affordability is slightly worse in Hawaii, the only state that has done growth-management planning longer than California.)

If California’s average urban densities were the same as in the rest of the country — about half its current densities — the state’s housing would be no less affordable than elsewhere. People might drive 800 miles per year more, or about 10 percent more than they drive today, but homebuyers would save about $125 billion or more per year on housing (see page 12).

Californians burn about 18 billion gallons of motor fuel a year, so 10 percent more is 1.8 billion. A gallon of gasoline produces about 20 pounds of carbon dioxide, so 1.8 billion gallons represents about 16 million metric tons of greenhouse gases. If it costs $125 billion to save 16 million tons, the cost per ton is about $7,800. When McKinsey says we can reduce our total greenhouse emissions by a third for no more — and often much less — than $50 a ton, $7,800 a ton is a big waste.

Housing isn’t the only cost of smart growth. SB 375 will impose costs on businesses, increased traffic congestion on shippers and commuters, and higher taxes (or lower public services to make up for the cost of compliance) on all Californians. Needless to say, what has really happened here is that smart-growth advocates jumped on the global warming issue and used it to push their own agenda regardless of the minimal benefits and high costs.

Realistically, California is not likely to increase urban densities by 1,000 people per square mile, or another 25 percent over their current levels. The state has already made housing so unaffordable that people are leaving the state for more affordable lawns elsewhere. All SB 375 will do is increase the costs of living in California still more without saving more than a handful of tons of greenhouse gas emissions.

About the author:  Randal O’Toole is the author of Reforming the Forest Service, The Vanishing Automobile and Other Urban Myths, and The Best-Laid Plans, and edits the website The Antiplanner.  This article originally was published on The Antiplanner on September 12, 2008, and is republished here with permission.

Watch for the Wrecking Ball, Kaleefornya

Wednesday, August 20th, 2008

Do you get the impression Gov. Arnold Schwarzenegger has reached a level of flippant frustration in his efforts to “fix Kaleefornya?”

The latest budget impasse may be the final, insulting reality that blew away any illusion he had that the nation’s most populous state, and one of the world’s largest economies, can be rationally governed.

His recent executive order to reduce state employees’ pay to the federal minimum wage level, and to lay off thousands of part-time state employees, might be an expression of peevish exasperation, but it does strike at the heart of California’s chronic budget problem, namely bloated staffing and overpaid government employees.

Not surprisingly, his actions were greeted with howling protests from the various International Brotherhoods of Public Treasury Pirates, i.e., public-employee unions, as well as by the mutiny of the state’s controller, a Democrat.

The largest union has filed suit against the governor in an effort to reverse his decree, and thus demonstrate, once again, that unions control state government, not the governor or anyone else.

Because Schwarzenegger was rushed into the governorship on the shoulders of voters disgusted with his feckless predecessor, Gray Davis, whom they had abruptly fired in a recall election, it was reasonable for Schwarzenegger to believe he had a mandate to repair state government - returning it to some semblance of fiscal sanity and honest representative democracy.

To that effect, he correctly identified the state’s fundamental problems and, through four initiatives placed on the 2005 ballot, sought voter approval of government reforms to address those problems.

To control spending, he wanted a line-item veto on the budget, something California governors had until 1983. He wanted an independent panel of retired judges, rather than self-interested politicians, to determine legislative districts, which are now unscrupulously drawn to secure sinecures for Democrats and some Republicans.

He wanted to improve the quality of education by improving the quality of teachers, awarding tenure after five years rather than just two. He proposed prudent budgetary restraints that would trigger spending cuts when necessary.

His ballot initiative to halt the growth of the outrageous public-employee pension liability by converting these pensions to defined contribution plans - like those in the private sector - was withdrawn under heavy fire from the public-employee unions.

He also supported efforts to curtail the devious practice of public-employee unions to make political contributions without the express consent of their dues-paying members.

Yet all of his ballot initiatives were defeated, and today, with the current budget impasse, and the usual partisan floundering in the Legislature, polls indicate the majority of Californians blame the governor. It is understandable, then, that Schwarzenegger might become grumpy and disillusioned with his job.

The real problem Schwarzenegger failed to identify was the neurotic capriciousness of California voters - a character flaw that makes them wholly unreliable in a struggle of the magnitude he was willing to lead. In 2005, he was counting on them to support his reform initiatives. He was disappointed.

Now, California has another budget lingering in limbo because Democrats and Republicans, the Shiites and Sunnis of state politics, cannot agree on how to address the irresponsible level of state spending that leaves California billions of dollars in debt every year.

The Democrats want to increase taxes and keep spending, which will ensure that the state maintains its position as the highest-taxed state in the union. Most Republicans want to reduce spending and not increase taxes.

That the state is seriously in debt is due to the profligate, irresponsible levels of spending that were established well before Schwarzenegger became governor. In the three years before he came to office, California state government increased its spending by 36 percent - more than double the rate of inflation and of population growth over the same period.

The most-favored recipients of legislated largesse are the state’s elected officials and government employees - the engineers of legal larceny. Thanks to the insidious symbiosis between these partners in piggery, public pay, benefits, and staffing continue to exceed prudent levels.

To accommodate its more than 200,000 employees, state government is riddled with redundancy, inefficiency and unnecessary bureaucracy.

With many of these employees eligible for retirement soon, funding California’s generous public-employee pension plans will become an even greater burden for California taxpayers to bear. Unscrupulous pension padding by some public employees only increases that burden.

All of this is what Schwarzenegger has tried to confront, but neither he nor any governor will be able to fix Kaleefornya alone. Sometimes things must totally collapse before they can be rebuilt.

I guess that is what Californians are going to let happen. Watch out for the wrecking ball.

Author Randy Alcorn is a columnist with the Santa Maria Times, where this editorial originally appeared on August 17th, 2008.  Republished with permission.

Scare du Jour Redux

Sunday, July 27th, 2008

Back in June, I wrote a blog entitled “The Scare-du-Jour” discussing the latest big food scare in the U.S., i.e., an FDA (Food and Drug Administration) dire warning that eating tomatoes probably is the cause of Salmonella poisoning in what has now been guessed to be over 1,200 people all over the country over a period of (so far) a couple of months. That’s somewhere around 20 people a day in a country of 300 million. So naturally grocery stores and restaurants all over the country stopped selling and serving tomatoes. Tomato growers in California have lost upwards of $200 million since the first warnings.

But WAIT!! Our FDA scientists and regulators have decided that California tomatoes were never a danger after all, but tomatoes from Texas or New Jersey.

NO, WAIT! it’s not tomatoes at all, but maybe perhaps chili pepers!! Oops, now our brilliant FDA guys say maybe perhaps it’s only chilis grown in Mexico, so don’t eat salsa. How much money have owners of Mexican restaurants lost as a result? One FDA investigator was quoted as saying, “You hate to hurt an industry and cause 100 million in damage. On the other hand, I don’t think any of us could sleep if we didn’t say something and then a kid died the next day” (I hope he loses sleep from eating salsa).  I know that most parents feed their babies hot salsa instead of baby formula, so that statement makes SO much sense, doesn’t it?

Healthy people who eat solid food don’t die from Salmonella, they get sick for a night. And, after having diarrhea all night, all those “victims” were sure to collect a nice sample to take to the doctor the next day for a lab test to be sure it was Salmonella and not one of four or five other species of food borne bacteria that could cause the same symptoms. And of course, people who do visit a doctor the next day because they are old and feeble, in bad general health, must recall everything they’ve eaten in the last 48 hours. “Well doc, I had bad smelling chicken sitting on the kitchen counter, so I doused it in salsa to cover the smell before I ate it”. Or, ”I went to an outdoor clam/oyster feed the other day and ate lots of the chips and salsa dip appetizer”. I guess the best words to describe this latest scare (last year it was strawberrys) is “farce”, or perhaps, “just plain stupid”.