Tuesday, May 30, 2006

Labelscar: The Retail History Blog

Perhaps the greatest thing about the World Wide Web is that it has taught each of us that as obscure as our passions and interests seem to be, there are other people out there who share them. Blogging has brought me into contact with numerous like-minded people who have enriched my life and given me new perspectives on a variety of subjects that I hold dear.

One of my peculiar interests is shopping centers and the retail business, but I am not alone in my pursuits. I am proud to share an excellent new blog by Jason Damas and Ross Schendel, Labelscar, that probes the state of retailing now and in the past, along with the relationship of retailing to urban form. A special focus is given to "dead malls," the increasing number of retail centers nationwide that have outlived their economic usefulness and community relevance, becoming stark reminders of the excesses of a consumer society.

I salute Jason and Ross on their blogging endeavor and wish them success in their blogging endeavor. If you have any interest whatsoever in malls, check out Labelscar.

Come Flyaway With Me

Chizi and I enjoyed a brief vacation in Manhattan last week. I'm happy to report that we had a fabulous time. I'll post some details of the trip and photographs here soon.

While "getting there is half the fun," there is one place that strikes fear into the heart of every traveler: Los Angeles International Airport (LAX). As one of the busiest airports in the world, its terminals buzz with organized chaos that requires sublime patience and logistical might. Smaller and less intimidating airports in Burbank and Long Beach have grown in popularity as relatively stress-free alternatives.

Angelenos know the worst thing about LAX is simply getting there. The notorious 405 Freeway is often a veritable parking lot for several miles in each direction, and the 105 Freeway can be just as bad. World Way, the semi-circular road linking the eight terminals, is a logjam of cars, taxicabs, shuttles, and overzealous Airport Police that tests the mettle of the most hardened road warrior.

What about mass transit? LAX doesn't really accomodate it. Many Metro Bus lines reach the vicinity of the airport, but if you don't live near the airport you must endure a transfer or two on long bus lines with numerous stops, then transfer to a shuttle to get to the terminal. That usually entails a travel time that could be longer than your flight!

The Metro Green Line is another option, but its nearest stop is a couple miles from the terminals, requiring a shuttle transfer. In addition, the Metro Rail network is both limited and complicated; from Pasadena, you must transfer from the Gold Line to the Red Line to the Blue Line to the Green Line to the shuttle. Got that?

Thankfully, last month Los Angeles World Airports (LAWA) launched the Union Station Flyaway. Modeled after the successful Van Nuys Flyaway service, this bus line brings passengers from Union Station directly to the LAX terminals with porter service for luggage. It costs $3 for one-way service and $6 for a roundtrip. Buses leave every half hour for most of the day (every hour from 1 a.m. to 5 a.m.) and arrive at LAX in 45 minutes or less.

Why is the Union Station Flyaway worthy of praise? First, access: it's easy for people throughout Southern California to reach Union Station, a hub for Metro Bus, Metro Rail, and Metrolink commuter trains. Long-term parking is also available. Second, cost: $6 for a roundtrip is a bargain compared to a taxicab or SuperShuttle-type service. Long-term parking is only $6 a day, much less than the going rate at parking lots near LAX. Third, convenience: the bus is relatively fast, as it uses "diamond lanes" on freeways and doesn't make any stops. Furthermore, the porter service means you don't have to lug your bags on a series of buses, trains, and shuttles. Fourth, you don't have to call in any favors by asking friends and family to endure World Way on your behalf!

Chizi and I took the Flyaway, and we were happy with the service. The buses are roomy and clean, the price can't be beat, and it only took about 20 minutes each way.

Angelenos, consider the Union Station Flyaway the next time you're traveling through LAX. If you don't believe me, look at the face on this satisfied customer:

Friday, May 12, 2006

Stop University Gateway?

In the fall of 2000, I was a Planning and Development major at the University of Southern California (USC). For a class project, I developed an ambitious plan to remake a half-mile long stretch of Figueroa Street near USC's campus (see it here). Along a strip dominated by parking lots, fast food joints, and strip malls, I imagined a dense, pedestrian-oriented district of multi-family housing, offices, regional retail, and entertainment venues. Naive to the workings of "the real world," I didn't quite understand how "pie in the sky" my scheme truly was.

And yet, it seems my dreams weren't that far from reality. University Gateway, a $135 million mixed-use development, has been proposed for the northwest corner of Figueroa Street and Jefferson Boulevard, adjacent to USC's campus. The eight story building will house 421 "luxury" student apartments, 83,000 square feet of retail, and 770 parking spaces in a pedestrian-friendly design. If successful, University Gateway might trigger redevelopment of other nearby sites, bringing a new sense of vitality to the "Figueroa Corridor."

The Shammas Group is leading the charge for University Gateway. Shammas operates numerous car dealerships along Figueroa Street and owns more land in the neighborhood than anyone else (except USC, of course). Shammas has begun consolidating its stable of dealerships in the so-called "Downtown Auto Mall" near the intersection of Figueroa Street and Washington Boulevard, about a mile north of USC, in order to free some of its land for redevelopment. Shammas teamed with Urban Partners, a prominent Downtown development firm, to devise a plan for three key parcels near USC. The University Gateway project will only occupy one of these parcels, and Shammas claims it no longer intends to redevelop the other two.

While supported by USC and the City of Los Angeles Community Redevelopment Agency (CRA), Universtiy Gateway has encountered some well-funded and well-organized opposition. The "University Park Association" has developed a Web Site, stopuniversitygateway.com, and has paid for several prominent billboard advertisements in the vicinity of the project. While "site fights" over development plans are hardly rare in Los Angeles, the battle over University Gateway has raised interesting questions. Why doesn't the "University Park Association" have its own Web Site when it obviously spent so much time and effort on stopuniversitygateway.com? And how can the "University Park Association" afford to pay for exremely expensive billboards if it is merely a coalition of local residents and small business owners?

This week the Los Angeles Downtown News revealed that the "University Park Association" is not really a "grass roots" opposition movement, but rather a stalking horse for Conquest Housing, another major land owner that owns hundreds of student apartments in the neighborhood. Its article, "The NIMBY Twist," explored the unprecedented nature of this "site fight," with one developer fighting the plans of a competitor under the guise of concern over environmental issues and community benefit. Conquest is less interested in the merits of University Gateway than the potential impact on its profitability. It's kind of like having McDonald's fight the construction of a Burger King across the street because it's "not what the neighborhood wants."

Despite its questionable tactics, Conquest and its allies have raised some valid issues. University Gateway is denser, taller, and has fewer parking spaces than current zoning regulations allow. Further south on Figueroa Street, Conquest is developing Tuscany, a similar project, but was not granted any of the variances that Shammas and Urban Partners are seeking. It isn't necessarily fair for the City to apply different standards to two similar projects in the same neighborhood. In addition, there are many issues that must be addressed in University Gateway's Environmental Impact Report (EIR). It was an unwise and disingenous move by Shammas and Urban Partners to initially determine that a project of University Gateway's magnitude didn't need an EIR.

The technical issues surrounding zoning and environmental impacts can, and should, be worked out expediently. On the whole, University Gateway is a suitable project for the area. Its surroundings are already quite dense, with numerous tall structures such as the Shrine Auditorium and several USC buildings. The Galen Center arena is under construction just steps away, and the Expo Line light rail transit project, which includes a station at Jefferson Boulevard and Flower Street, should begin construction this summer. University Gateway will not completely transform the character of the neighborhood, nor will it produce a plethora of negative impacts. Instead, this well-planned, well-designed "infill" project will enhance the community and provide new student housing directly adjacent to the USC campus.

While I feel that University Gateway is a good project, I do regret that it will serve the USC community exclusively. All of its residential units will be occupied by college students, and its commercial space will be dedicated to a bookstore and a health club owned by USC. If redevelopment of the Figueroa Corridor continues, future projects must include a wider variety of housing along with stores and services that serve the entire neighborhood. Figueroa Street has the potential to become a thriving urban district with a wide array of land uses serving diverse constituencies, so it would be a shame to see it become a "de facto" expansion of the USC campus that the rest of Los Angeles is unable to enjoy.

Immigration (Part Three)

We cannot ignore the unpleasant fact that the current debate over immigration has racial overtones. The majority of recent immigrants, legal and illegal, have come from Mexico and other countries in Latin America. As the rhetoric over immigration has escalated in recent months, many pundits have questioned whether our nation's growing Latino population is willing and able to "assimilate" into the larger culture. Most recently, the waving of Mexican flags at immigration rallies and the writing of a Spanish-language version of "The Star Spangled Banner" have been considered as evidence that Latino immigrants aren't truly loyal to the United States.

It's important to remember that immigration is not new, nor are concerns that "foreigners" are unwilling and unable to "assimilate." Over the last month, I've been reading an excellent book by Philip Fradkin, "The Great Earthquake and Firestorms of 1906: How San Francisco Nearly Destroyed Itself," that provides insight into similar sentiments felt a century ago. At that time, however, it was immigrants from Asia, not Latin America, that were the focus. I'd like to share some excerpts from the book here (my emphases in bold):

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The governor of the state had voiced his opinion on the immigration of the Chinese and Europeans in a letter to a correspondent that spring. "You must keep in mind, with inconsiderable exceptions, the Chinese who have immigrated to this country have represented that lowest class of the Chinese population. The immigration of a corresponding class of Europeans is not regarded as desirable, and much more of the incoming Chinese of this class is likely to be a detriment to the country." (p. 290)

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The Washington Star was blunt: "About the only gratifying feature of the San Francisco horror is the fact that Chinatown has been destroyed. The pestilential community is no more." (p. 294)

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The troubles then shifted to the schools. One thousand new Japanese immigrants were arriving in California every month. Japanese students in their twenties, eager to learn English, sat next to grade school children in San Francisco - not a good mix, thought white parents ... With the number of Japanese increasing, the board of education, pushed by the exclusion league, sought construction funds in 1905 for additions to the Oriental School so that it could accomodate Japanese students. The reason given by the board of education for this further segregation of the races was that "our children should not be placed in any position where their youthful impressions may be affected by association with pupils of the Mongolian race." (p. 300)

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Additional controversy arose around the issue of Japanese laborers taking the jobs of white laborers. A resolution unanimously passed the state legislature urging drastic limitations on the immigration of "immoral, intemperate, quarrelsome men bound to labor for a pittance." (p. 300)

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To the Chicago Tribune, which asked his opinion on the Japanese question in early December, however, Phelan was San Francisco's "foremost citizen." The former mayor telegraphed the newspaper: "Japanese naturalization is out of the question. They will not assimilate, remain foreign, and are loyal to their home government. Their competition will undermine the standards of American civilization and destroy the native population. Weakened by the infusion of Japanese and harboring an enemy within our gates, this Coast would be an easy prey in case of an attack. Not less dangerous, hoever, is the silent invasion which is now going on. Japanese coolies should, like Chinese coolies, be excluded. It is simply a question in the long run of the preservation of the Republic." (p. 301)

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Stating that "for all practical purposes" Hawaii was a Japanese colony, the Chronicle warned: "What we are fighting for on this coast is that California and Oregon and Washington shall not become what the Territory of Hawaii now is. If the Japanese are permitted to come here freely nothing can prevent that except revolution and massacre, which would be certain." (p. 302)

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The real issue was not so much about schools, however, as it was about halting immigration, preventing "race suicide," and protecting white workers. A labor newspaper stated that "the school question is a mere incident in our campaign for Japanese Exclusion." (p. 302)

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History tends to repeat itself. One hundred years later, the rhetoric over immigration is slightly less alarmist and overtly racist in nature, yet it echoes many of the same themes. Today's Latino immigrants are regarded as the "worst" element of their home countries, bringing the problems of Mexico and the rest of Latin America into the United States and "taking" the jobs of native-born Americans. Many view the growing Latino population as an "invading" force that will ultimately destablize the United States and destroy our culture much in the same way that many viewed the growing Asian population in 1906.

When it comes to the immigration debate, the greatest challenge before the American public today is whether it is willing to accept the lessons of history and divorce policy choices from racial concerns. The legalities of immigration cannot be tied to what race the immigrants are and where they come from. The ethnic groups vilified in previous generations, such as the Irish, the Germans, the Italians, the Chinese, and the Japanese, did eventually "assimilate" and became loyal to the United States. Mexicans will too.

Immigration (Part Two)

Monday May 1, 2006 was billed as "A Day Without Immigrants," with numerous demonstrations held across the country to express opposition to the Border Protection, Anti-Terrorism, and Illegal Immigration Control Act of 2005 (H.R. 4437), passed by the U.S. House of Representatives last December.

In Downtown Los Angeles, a large demonstration was held that included a march up Broadway from Pico Boulevard to the Civic Center, culminating in a rally at City Hall. The crowd was estimated at 250,000. Since I work in the Civic Center, I was able to take some photos to document the demonstration that I'd like to share here:

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Crowds on Broadway and Second Street, looking east from Hill Street

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Crowds on First Street, looking east from Hill Street

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Crowds on First Street, looking east from Hill Street

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Crowds in front of City Hall, looking east from Broadway

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Crowds in Front of City Hall, looking southeast from the 13th floor balcony of the County Hall of Records

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Crowds in front of City Hall and on First Street and Broadway, looking southeast from the 13th floor balcony of the County Hall of Records

You can see the rest of my photos here

Later in the day, a second demonstration was held in the city that drew an even larger crowd estimated at 400,000 people. This event entailed a march west along Wilshire Boulevard from MacArthur Park to the Miracle Mile district. Mike from Franklin Avenue took some photos of that demonstration that you can see here.

The jury's still out on whether "A Day Without Immigrants" was successful in changing people's minds about current immigration policy and H.R. 4437. At the very least, the demonstrations of that day exhibited a spirit of "people power" that has not been witnessed in the United States for many years.

Immigration (Part One)

The Growth of Wal-Mart