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Impact

Nurturing urban entrepreneurs.

July 6, 2020

Entrepreneurs will shape our future.

They have problem-solving coded into their DNA. They are innovative, embrace challenges and change, are critical thinkers, questioning and always forward-thinking. Entrepreneurs see the bigger picture, think outside the box, are creative risk-takers and have the tenacity to follow through on their ideas.

Entrepreneurs are enormously important. They have the potential to help address societal challenges not only by creating jobs that contribute to our economy but by re-shaping the way we work and live.

But just how do you become a successful entrepreneur? While an entrepreneur might be innovative, creative and a big thinker, she may not have a natural aptitude for business strategy or an ability to keep control of finances. Young companies require versatile skills to be successful and these skills need nurturing. Entrepreneurs need an environment that fosters innovation and inspires new ideas and universities are a great match for them. They encourage innovation and are not afraid to navigate the unknown.

One such university is Rutgers, in Newark, New Jersey, where Lyneir Richardson has been cultivating such a relationship with entrepreneurs in the Center for Urban Entrepreneurship & Economic Development (CUEED). The CUEED’s nine-month program for urban entrepreneurs has so far seen 400 enrol. Executive director Lyneir, an entrepreneur himself, plans to make it a 1,000.

The CUEED program isn’t just for Rutgers students or alumni. Its focus is on racially diverse, distressed urban neighborhoods and businesses like the local coffee shop or professional service provider. They want to accelerate and grow each and every one of them into a sustainable company. This will not only bring economic development to distressed neighborhoods, but also better neighborhood amenities, better educational outcomes and just altogether a better quality of life. And the entrepreneurs, as they become more successful, will become community anchors who employ locally and are active in their own community expanding the outcomes even further.

Listen to my interview with the passionate and energetic Lyneir Richardson.

Image by Jonathan Greene

Choose your own rent.

July 1, 2020

Born and raised in Baltimore, Thibault Manekin embodies a healthy idealism which has helped drive the choices he has made, and now, the career he has embraced. He describes his company Seawall Development, as a team of “social entrepreneurs who happen to be in real estate,” noting that real estate touches everyone. His goal, through Seawall, is to work against the division of communities by real estate. And to reimagine the power of the built environment to unite cities.

Thibault comes from a family long involved in real estate and development in Maryland. His grandfather started a real estate company in 1946, as a broker for commercial and industrial buildings. In 1975, Thibault’s father was drawn into the business when he saw that “the business was not about crunching numbers, but had everything to do with building relationships.” By 2000, when Thibault’s father retired, the firm had offices in Baltimore, Columbia and Frederick, and 144 employees.

Thibault, after graduating from college in 2001 worked with a friend on a non-profit, Playing for Peace (later called PeacePlayers International). They used basketball in Northern Ireland to bring children from divided backgrounds together. Thibault helped raise money for an expansion into South Africa, and then joined the team that helped launch the program there. They went on to replicate the model with Israeli and Palestinian children, and then in Cyprus with Greek and Turkish Cypriot children.

After five years, Thibault moved back to Baltimore, more confident in his abilities. He asked his father to help him start a real estate company, but one that “used buildings to create community and empower people.” When they co-founded Seawall, their initial focus was on creating affordable housing communities for teachers with centralized space for education nonprofits. Their first project was Miller’s Court (2009), a 100,000 sf former tin-can factory, abandoned for 30 years in a not-so-great neighborhood. Teachers were able to design their own apartments and amenities, and choose their own rent. Based on the rent the teachers said they could afford, Thibault and his father reverse-engineered the project to come up with a budget, which was $6 million, $14 million short of cost. So they assembled a team of ‘guardian angels’ made up of attorneys, accountants, banks and other lenders, and found creative financing solutions that included historic building tax credits, and local and federal assistance, finding that people wanted to help this project because it wasn’t a “real estate deal.”

For this project and the followup housing project, Union Mill (2011), Thibault was recognized by the White House as a Champion of Change. Since then Seawall has worked on a number of projects that are mixed use and geared to build community. Currently, they are working on the $40 million renovation of Lexington Market, the longest continuously operating public market in the country.

Insights and Inspirations

  • Seawall believes in re-imagining the real estate development industry so that the built environment empowers communities, unites our cities, and helps launch powerful ideas.
  • They strive to be neighbors, not guests, in the communities they work in.
  • Thibault just helped to launch Larger Than Yourself a collaborative space for brave people to share how they are helping small ideas become powerful movements.

Information and Links

  • Thibault loves watching how their R.House project has become one of the most diverse places to hang out in Baltimore.
  • Seawall transformed a Victorian-era dye factory into yet another teacher community, this time in Philadelphia.
  • Thibault is excited for the work they are doing to bring the Lexington Markets back to life.  
  • Thibault was honored by the White House in 2011 as a Champion of Change for developing affordable housing for teachers.
Read the podcast transcript here

Eve Picker: [00:00:13] Hi there, thanks so much for joining me today for the latest episode of Impact Real Estate Investing.

Eve: [00:00:19] My guest today is Thibault (Tee-bo) Manekin, the founder and CEO of Seawall Development. Seawall is rolling out the red carpet for teachers. They are building high quality, affordable housing, which in itself is a big task. Layer that with the inclusionary design process they employ and the fact that they are creating this housing by restoring large and stunning vacant buildings and seawall is altogether fantastic.

Eve: [00:00:55] Be sure to go to rethinkrealestateforgood.co to find out more about Thibault on the show notes page for this episode. And be sure to sign up for my newsletter so you can access information about impact real estate investing and get the latest news about the exciting projects on my crowdfunding platform, Small change.

Eve: [00:01:15] Hi Thibault, I’m really excited to talk to you today.

Thibault Manekin: [00:01:20] Hi Eve, I’m excited to talk to you, too. Thank you for having us.

Eve: [00:01:23] It’s a pleasure. So, you started your company by building quality, affordable housing for teachers, and that’s a really targeted mission and I’m wondering what led you to this work?

Thibault : [00:01:36] Yes, I probably have to go back a little further than that. When I first graduated from college at around 21 years old, I helped, with two buddies, we started an international non-profit organization called Playing for Peace. It’s called PeacePlayers Today. And the idea is that we would go to war-torn countries and we would use sports to get kids from two sides of a conflict, meet each other, finding common ground and eventually becoming friends. So, we raised about eight thousand dollars and was enough to get on a plane to Durban, South Africa, at the time, where we were going to try to get, use sports to get black kids and white kids post-apartheid meeting each other, finding common ground, becoming friends. And it had an amazing run with that organization, really grew it to be quite international. We had a program in Northern Ireland with Protestant and the Catholic kids, Cypress, the Middle East, with Israeli and Palestinian kids.

Thibault : [00:02:36] So in all of my travels with PeacePlayers, one of the reoccurring things that I continued to notice was that real estate had done more to tear us apart than bring us together, especially with my experience in South Africa, seeing what the apartheid government had done with townships and informal settlements. And then, as I would make trips back to my home city of Baltimore, seeing the negative effects of redlining. So I came back, I think it was around 2006 and I asked my dad, who’s a hero of mine, to go out to dinner and I pitched this idea of starting a company, a real estate company, but with the idea of really reimagining the real estate industry all together so that everything that we did used buildings and the built environment to empower communities, unite our cities and help to launch really powerful ideas. You know, I had seen the impact of reimagining the sports industry to bring people together, especially young people, and I wanted to do more with it. And if real estate was indeed the most powerful connected industry on the planet, then truly reimagined, there’d be the opportunity to bring people together in ways that possibly hadn’t been done before.

Thibault : [00:03:53] So, we launched this company. And, you know, we had an amazing dinner conversation around what we were going to focus on first. And my dad did spend a long time in real estate but was really passionate around education. And he had done a ton of listening to all of these new teachers and first year teachers that were showing up to Baltimore, maybe for the first time, and were having a really tough time figuring out the city. Figuring out where to live, figuring out who to live with, figuring out their classes and jumping into arguably what’s the hardest profession on the planet, educating the future generation. He basically was like, there’s a great opportunity to continue to listen to this community of educators and provide them what they’re asking for, which at the time was collaborative, affordable, well located, funky housing that would take the mystery for them out of where to live, provide them the ability to live some place special with like-minded people, which hopefully, over time, would translate to them agreeing to stay in the classroom for longer, falling in love with education, falling in love with our city of Baltimore, and maybe even making a permanent investment in buying their own home once they had a better lay of the land and been able to save some money as a result of staying in one of our projects.

Eve: [00:05:20] So, basically really supporting the pool of teachers who serve our city and, our cities, and really can’t afford to live in them anymore.

Thibault : [00:05:29] That was the idea behind it. And we coupled it with a similar thread that we’d been listening to, which was that there were all of these non-profits focused on kids and education and supporting the school system. Programs like Teach for America and Playworks and Wide-angle Youth Media and Baltimore Urban Debate League. They were spread out in dozens of buildings all over Baltimore all essentially doing the same kind of work around kids but with no ability to really deeply collaborate. And so, these non-profits who focused on kids and education and come to us and said it would be amazing if we could all be located under one roof, if we could share resources and have free conference rooms and training facilities that we don’t need all of the time but that we need throughout the day at different times. And so, our first project ended up becoming called the Center for Educational Excellence. We’ve always looked for a cooler name than that but that’s the one that’s kind of stuck. And it was a adaptive reuse of one hundred thousand square foot collapsing old factory building that got turned into about 40 apartments for teachers and thirty thousand square feet of collaborative office space for the non-profits underpinning the success of the school system.

Eve: [00:06:43] That’s a pretty big project to tackle for a first project.

Thibault : [00:06:46] It was funny. Yeah, we look back on it and, you know, when we first started the company, which is called Seawall, we weren’t sure if it was ever going to make it. And we had kind of said that we would, you know we’d been listening to teachers for so long, we’d probably buy a little four-unit row home and converted it into four apartments for teachers and that would be the first thing that we would do, which would probably cost four or five hundred thousand dollars. And our first project ended up costing 20 million dollars and we had no business taking on a project of that scale. And, you know, we can get into the movement that came as a result of it and what really propelled us forward. But that was, yes, that was our first project.

Eve: [00:07:31] How do you involve teachers in the process of creating these buildings? You’ve done three now, right? Three for teachers, is that correct?

Thibault : [00:07:39] We have, we have. So, everything that we’ve ever done has been built inside out. And what we mean by that is that we start with the end users, the people that are going to be living and working in our buildings. It’s important for us that they have a sense of pride, of authorship and ownership in what’s getting created. So, we start out by deeply listening to those people that are going to be occupying our spaces. And we let them drive the direction and the program of the space. We don’t ever pretend to have any of the answers. Our job’s to be quietly behind the scenes, asking the questions that held their thinking forward in a way that results in a finished product that makes them really proud and allows them to be more successful in whatever it is that they’re doing.

Thibault : [00:08:29] So in the case of the teachers, we assembled a group of, a focus group of about 10. We walked them through the collapsing building as we first bought it. They worked with our design team over the course of twelve months to design every square inch of their apartments. We let them pick their own amenities they needed like a resource center in the building that had access to copiers and laminating machines and staplers and hole punchers, so that they could plan their lessons within the building and not have to run out to Kinko’s in the middle of the night. We did the same thing with our non-profits. We let our teachers choose their own rents based on the salaries that they had and what felt like an affordable rent for them to be paying. And we really spent a ton of time with both the teachers and the non-profits from day one, letting them design what is their building.

Thibault : [00:09:19] I want to add something to that, because there are two other levels that we really focus on. As important as the teachers are, and whoever the end user is for any specific project we’re working on, equally as important is the community that we’re working with that. At the end of the day, they’re the ones that have been staring at these dilapidated, collapsing old buildings and it’s critical that they have a seat at the table in helping to shape what those new buildings are going to get turned into.

Thibault : [00:09:50] One of the things that developers are famous for, kind of going into a community and telling the community what they’re going to get, and we take the complete opposite approach. In the case of the first teacher housing project, we went to our first neighborhood association meeting, introduced ourselves and explained that a bunch of teachers and non-profits had this idea of creating the first Center for Educational Excellence and that the building that seemed to be a good fit for that was this one building in their neighborhood. And they loved the idea. And for the most part, everyone was thrilled.

Thibault : [00:10:24] And I remember this one young man stood up and raised his hand, kind of defiantly, at the end of the meeting as if he was going to oppose the project and he, he said look, as great as this is, what you’re missing is a little cafe or coffee shop on the corner of Howard and Twenty Sixth Street, which is where the project was. And there is no decent place to get a fresh sandwich or a good cup of coffee in this neighborhood and that would be an amazing thing if you guys could figure out a way to program a cafe into the corner there. And then he continued to say that if we brought in a Starbucks that they would throw rocks through the window at night when we weren’t there, that it was really important that it be locally owned.

Thibault : [00:11:06] So I’m sitting there, and I think that what this guy is suggesting is a terrible idea. The corner of Howard and Twenty Sixth Street is, at the time, was not a corner that anybody would feel safe walking to. We had programmed a two-bedroom apartment for a teacher to go in, for teachers to go in there. And that seemed way less risky than putting a coffee shop that we really had no control over and just didn’t feel like a retail type of location. But the community had spoken up and everybody kind of clapped and applauded and thought that it was a great idea. And so, we listened, and we took out the two-bedroom apartment, made space for a little thousand square foot coffee shop that ended up being one of the most powerful things that we did.

Thibault : [00:11:50] A local co-op started. They called themselves Charmington’s, and they opened up this rad little cafe that just was the place to meet in the community. It was the place to have a affordable cup of coffee, to come and chat, big communal tables and just a really beautiful vibe. So inspiring was this little cafe and the co-op and ownership behind it that, jeez, I guess, five or six years ago I was in it and unannounced, President Barack Obama showed up to speak with the owner and they had been working on something together and it was just such an inspiring moment. And it kind of goes to show the power of giving up control of the perceived ownership and authorship of a project to the end users in the community and the momentum that that can build in a project, especially a really complicated project coming to life.

Eve: [00:12:54] So, and I suspect it did more than just give something to the community. It probably added something pretty spectacular to the teacher community, having that.

Thibault : [00:13:03] Yeah, yeah. Charmington’s was amazing. You know, they committed to opening up at 6:00 a.m. so that the teachers on their way to school in the morning could stop and get a cup of coffee. One of the things that our management team is, we ended up setting up a property management company to manage every one of our properties because we’ve interviewed all these third-party property management groups and it felt like if you were about to have a baby, or had a baby, and you were going to give it to somebody else to raise. Like, nobody was going to love it as much as we would. And so, we set up this property management company. One of the things we did is, once a month at like five thirty in the morning, we would post up at the entrance and exit to the building and we’d be there with Charmington’s coffees and muffins and bagels and fruit. And we would, like, serve the teachers a cup of coffee and we’d walk them to their cars with their books if they had too much to carry and just kind of send them on their way with like a big hug and a warm smile and a fresh cup of Charmington’s coffee.

Eve: [00:14:03] That’s a very nice story. So, I have to ask, every developer has stories about putting in an amenity like a roof deck that everyone says they want and then no one uses them, right? So, did that, has that happened at all? The teachers who were involved and the amenities that were requested, have they been used?

Thibault : [00:14:26] Yeah, so look, so the amenities include like fitness centers and lounges and free gated parking. The one amenity that’s evolved is the idea of a resource center, right? The room where the teachers can make their, plan their lessons and photocopy. When we first built the building in 2008 or 2009, when it opened, teachers were still going to Kinko’s to make photocopies of their lessons. The evolution was that the classroom got more digital and people stopped making photocopies and printing hundreds of pages to hand out to students. And as that trend started, the need for the resource room, for the most part, went away entirely.

Eve: [00:15:19] So amenities evolve, right? And needs evolve it’s pretty fascinating. Going back to something you said earlier, which was that you allowed tenants to basically choose their own rent. How did you fill the inevitable financing gap? Because you can’t possibly restore a building like that and provide affordable housing without some sort of, I suppose, funny money, right?

Thibault : [00:15:44] Yes. This is a beautiful story and really a learning moment for us. You know, we had set off to do a project that would cost about five or six hundred thousand dollars to start. And we kept striking out. And eventually, a friend of ours pointed us to this collapsing old factory building that was way past our ability to wrap our heads around at the beginning. And we worked with the teachers and they told us what their rents needed to be. And the non-profits the same thing. And then we kind of backed into how much debt we could afford. And so, the number based on the net operating income was that we could afford about six million dollars’ worth of debt. And we went out and had a architect and contractor help us figure out what it would cost to build, this being our first project. And the price tag came back at 20 million dollars, all in for the project. So, we had a 14-million-dollar gap in our capital stack, which to most would have felt insurmountable but we were so driven by this, this movement of providing amazing space for the people doing the most important work in our cities that we were never going to give up on it.

[00:16:54] And we called a good friend of ours from Enterprise Community Partners, Bart Harvey. Enterprise was the brainchild of the late Jim Rouse, A total urban visionary. And we toured him through the building. Most of the people who we toured throughout the building told us we were crazy and that the idea would never work. And we toured Bart through the building and we went out for coffee afterwards and we told him about this fourteen-million-dollar gap and he said, Guys, I know just what to do. You’re in good hands now.

Thibault : [00:17:25] And I’ll never forget that moment. He started to tell us about Historic Tax Credits, which is a program that for every dollar you invest in keeping a historic building, rehabbing it, the federal and state government give you a tax credit for that which turns into actual equity into the project. There is also something called the New Market Tax Credits, which we knew nothing about, which encouraged commercial investment in low income census tracts. And so, Bart starts telling us about all this and he starts making introductions around the country. And before you know it, the phone’s ringing off, ringing off the hook with all these great community-driven lending institutions who want to be a part of the first Center for Educational Excellence. And with Bart’s help and Enterprise’s help we ended up closing that gap with all of those tax credits. We were still short about a million and a half dollars and we went to the city and state and just pled with them of the importance that this project had to the education community and to the neighborhood that it was going to be located in. And they collectively came up with that last million and a half dollars of, you know, fairly soft money. Certainly, we would owe it back at the end of the day, but the terms were super flexible. It allowed the building to, kind of, really ramp up and stabilize. So, when you kind of have the vision set for you, as hard as it’s going to be to get there, there’s always a way to push it forward. And it was an incredible learning opportunity for us around really not giving up when things got complicated and pushing forward. no matter how challenging the situation was.

Eve: [00:19:18] Yeah, I’ve done projects like that, they’re extremely challenging but very fulfilling. So, have you been able to stick to the choose your own rent mantra? Like, what happens now that the building, I suppose the first building, is stabilized?

Thibault : [00:19:30] Yeah. I mean, look, for sure, you know, the first building’s been a great success as a result of that and I’ll say, I will point out that when we started leasing the property, the entire building was fully leased nine months before we finished construction. And by the time we finished, there was a waiting list of over 300 teachers waiting to get in. There was clearly a demand for it. I mean, I think that was driven by all these teachers spreading the word and have it go viral organically.

Thibault : [00:20:03] You know, we’ve got this crazy developer that let us choose our own rent and pick our own amenities. He’s building this brand new building for us, it will probably never work, but if it does you’ve got to get in. And as a result of, kind of, the collective success of the first projects we got invited to do another one in Baltimore, and then we were asked to replicate the model in some other cities across the country. And yeah, across the board, we’ve held our rents low for teachers. They’ve certainly crept up. it’s been kind of maybe 12 or 13 years since the first project was completed. But we’ve actually had to artificially freeze the rents, even though expenses continue to go up, to remain committed to the teachers and what seems affordable to them.

Eve: [00:20:49] And so how many units have you built to date?

Thibault : [00:20:52] I think we’ve probably built around 400 apartments to date.

Eve: [00:21:01] OK, a hefty number.

Thibault : [00:21:02] Yeah, it’s a huge number considering where we started. You know, the original goal was to start off a little four-unit apartment buildings.

Eve: [00:21:11] Very different.

Thibault : [00:21:11] We’ve ended up doing about three hundred million dollars of really transformative, collaborative real estate projects over the last decade.

Eve: [00:21:20] So I have to ask, is there another group of needy tenants that you’d like to serve beyond teachers? It’s really interesting because I see that the very targeted mission has actually helped market the projects for you.

Thibault : [00:21:34] Yeah, look, we get a lot of requests to figure out a way to do some sort of similar housing for nurses, right. And first responders and police officers, many of whom can’t afford to live in the districts that they’re working in. And we’ve been evaluating that over the years. I think one of the things that’s been really fascinating to us is the impact of retail on communities and especially locally owned small businesses that reflect the demographics of the neighborhoods that they’re in, or not. Small retail, especially in today’s e-commerce world, is increasingly challenging. And finding really creative ways to provide space for these social entrepreneurs and small businesses to take real risk and to get their ideas out in the open is something that I think is really critical, a critical next step and something that we’re really studying very closely.

Thibault : [00:22:44] We’ve done a couple projects around that. And the more we learn and the more challenging we understand it to be, the more inspired we are to figure out ways to continue to push that forward.

Eve: [00:22:57] So what other projects are you working on right now? I think I read somewhere, a market building that you tackling?

Thibault : [00:23:04] We organically happened in to the food hall world. We don’t like to think of it as a food hall. About five years ago, a group of chefs in Baltimore approached us and asked us to do for them what we had done for teachers, which was to provide collaborative plug-and-play space at affordable rents where they could focus 100 percent of their energy and attention on what they do great – cooking, good food – and leave the, like, back-end side of running a restaurant to us. And we launched a project called R. House (R period House). It was incredibly successful, and we had 10 chefs open up. We had over 100 chefs apply for the 10 spots and we really looked at ourselves as a launchpad, not as a food hall but a launch pad for creating community and for helping chefs launch really inspiring ideas.

Thibault : [00:24:03] As a result of the work that we did with that, of the success of that project, we were invited to apply for RFP for the redevelopment and really the saving, of the oldest, longest continuously running public market in the country. A project called Lexington Market in Baltimore City that at one point was the place to be in Baltimore. My dad tells stories of taking the trolley down there on Saturdays with his father and literally, you didn’t start a weekend before showing up at some point at Lexington Market. That area where Lexington is in, has suffered from significant disinvestment and it’s really a shell of its former self and the market was at risk of closing. And so, we responded to the RFP with this idea of, on a citywide scale, doing the deepest listening that we’ve ever done and helping to breathe a new life back in, in essence, transforming Lexington Market into something that would work for the entire city of Baltimore. It’s the largest, most complicated, riskiest project that we’ve ever taken on. But it’s also the most soul fulfilling one that we’ve ever done. It literally checks every box of things that interest us as a company. And it’s pushed us so far out of our comfort zone that the amount of learning that we’re doing on a daily basis is so inspiring and I keep telling everybody that asks about it and I keep reminding our team that it’s impossible that we’re going to get this right the first time, even with the deepest listening that we’re doing. A project of this scale and magnitude is going to continue to grow organically. Our job and our role is to set it up, to evolve to be what all of Baltimore expects it to be and wants it to be as they close their eyes and dream of what this project should be.

Eve: [00:26:08] It sounds pretty fabulous. I cannot wait to visit it. When I travel, the local market is always the first place I go because I think it’s kind of the life and heart of every city. They’re always fascinating places, I think, so it’s really great to hear that it’s being revived. Have your plans for housing or housing amenities or the market changed at all with the pandemic? That’s a tough question, but I’m going ask – it’s a pretty tough time.

Thibault : [00:26:36] It’s a beautiful question. We think about it and we talk about it every single day. The challenge with the pandemic is that a plan you make one day is no good by the time you wake up the next morning just because, like, everything is changing so rapidly. I think we’re in a really fortunate place because all of the work that we’ve done has been around providing affordable, kind of, workforce, discounted apartments. And I think there will always be a need for that product.

Thibault : [00:27:11] We are watching it really closely. We’re trying to wrap our heads around how we can be even more helpful and supportive in these rapidly changing times, especially as it relates to how people live and interact with each other. But we don’t have any of the answers yet, and we’re just continuing to ask the questions that help us wrap our arms around what role we can play in that.

Eve: [00:27:35] Yeah, I worry very much about places like the little coffee shop surviving this and I have a number of tenants myself and I’ve been, sort of, we’ve been limping through this disaster trying to figure it out. So, it’s a big question but let’s move on to something happier and that is like, you know, what’s your big hairy goal. Where are you going with all of this?

Thibault : [00:28:00] Yeah, look, a lot of people ask us that question for me and for us it’s somewhat simple, right? Like, our goal and the work that we do is almost 100 percent driven by the communities that we work in. We want real estate to put the power back into the hands of the communities. So, this neighborhood where we did our first project for teachers, the neighborhood’s called Remington in Baltimore City. As a result of the relationship that we formed with the community associations that are there, they came up with this master plan of other things that they wanted to see happen in their community.

Thibault : [00:28:41] And we worked with them, we did a lot of listening and we’ve slowly but surely been chipping away at that master plan. We’ve helped to bring the first bank to the community. We’ve helped to bring the first pharmacy to the community. We’ve helped to bring the first dry cleaner to the community, the hair shops and hair places, the gyms. And all of it’s been done in an incredibly inclusive way where we’ve just, kind of, continued to ask what else, what else could serve you guys and what else do you guys think that you’re missing?

Thibault : [00:29:14] So in large part, our work’s been driven by the communities that we’re in and the cities that we’re in and what they collectively think that they’re missing. And what role real estate and what role our company Seawall can play in helping them realize their dreams.

Eve: [00:29:30] It sounds like you’re having fun. I have to ask; do you think socially responsible real estate is necessary in today’s development landscape?

Thibault : [00:29:40] I don’t know that necessary is the right word. I think mandatory should be the right word, especially with how quickly the conversation has been changing and especially with how aware we all must be around the inequalities that real estate has spread throughout our communities in our country. To sit on the sideline and pass blame on previous generations for how things are and hope that somebody else is going to fix it, is no longer an option. Now, more than ever, we are fully aware of it and we all have a responsibility to ask what role we can play in helping communities, especially disenfranchised communities, use real estate and buildings to help them achieve what it is their they’re after.

Eve: [00:30:35] Yes. So, are there any other current trends in real estate development that you think are most important for the future of our cities? Maybe things that you’re not working on?

Thibault : [00:30:48] Look, I think transportation is such an important part around the real estate and urban planning conversation and the cities that have gotten it right, and who are getting it right, are the ones that we all need to look to. Without adequate and exceptional public transportation, so much of this work that we’re all doing is just going to have its growth stunted. And I think that’s one of the most important things that cities and urban planners need to be thinking through, is exceptional public transportation.

Eve: [00:31:28] Of course, that’s shifting rapidly at the moment too, with the pandemic. So, we don’t even know really what that will look like. But perhaps the ideal is that, you know, the next time you build a building for teachers, they won’t need to have on-site parking. They’ll have transit that can get them to their jobs. So, whatever that looks like. Yeah, I totally agree with you. And what community engagement tools have you seen that have worked best? It’s always very difficult for most developers to contemplate how to engage a community.

Thibault : [00:32:09] Look for us, it’s been really important to come into a community as neighbors and not guests. And we’ve lived our entire professional career that way. And I think that’s really one of the differentiating factors around connecting with communities. Not just, kind of, coming in and being one and done, but spending real time there, sitting on people’s front porches and stoops and listening to what it is that they want. Those are the really important lessons that we’ve learned along the years, over the years, as we’ve worked in the communities where we have.

Eve: [00:32:52] Yeah, I can see that. It’s perhaps not part of the original job description for a developer, but it’s certainly a really important one. So, I have one final question, and that’s what’s next for you?

Thibault : [00:33:08] We’ve been asking ourselves what’s next for us for some time now, and I think that conversation has been amplified given what’s going on in the world around us. One of the things that we’re really aware of is the unintended consequences of successful development. You know, when we set out to do the first teacher housing project in that neighborhood of Remington, fully supported by the community, it was all high fives and hugs. And then when we worked with the community to start to chip away at their master plan to bring in all of these resources in retail and apartments and office space, all kind of things driven by the neighborhood, you know, hundreds of millions of dollars later, that little, somewhat forgotten community had become one of the premier destinations and places to be in the city. And as a result of that, the gentrification conversation became very real. And one thing that we’re really aware of is that we cannot run from it. We are responsible for it. And in hindsight, as well-intentioned as we were, we would have done more from the very beginning to make sure that if the neighborhood succeeded, people that had lived there for generations, the legacy residents, would never be displaced. And there’s been incredibly hard lessons learned along the way.

Thibault : [00:34:43] And so, our mandate, and one of the things that we think so much about today, is now that it is what it is. It’s not too late. And how can we creatively work with the community to continue to find ways for them to attain their development goals? But in a way that is going to really limit displacement and make sure that nobody’s ever kicked out of their store or their office or the home that they lived in for decades. And that’s really hard work.

Eve: [00:35:18] It is, it’s really hard to balance.

Thibault : [00:35:21] Yeah, it’s really hard to balance and it’s incredibly vulnerable. But it is something that we’re committed to and as we approach new communities and new projects, we’re even more aware of it going in at the early stage so that we can plan and get ahead of it if the development projects succeed.

Eve: [00:35:21] So, do you think, I mean I think about this a lot too, do you think government has a role in this?

Thibault : [00:35:44] Yeah, I’m hesitant to pass the blame on to…

Eve: [00:35:49] I’m just saying, you know, by the time a community is feeling the pain of gentrification, it’s too late. It’s over, right? So, I think a lot about what you could put in place decades before to encourage good development and investment in neighborhoods that need it, and safeguard people who are already there. It’s hard to think about. But I think you have to think about a long time before you show up.

Thibault : [00:36:19] You do. And you interviewed a friend of mine, Brian Murray, in Philadelphia that’s done things a little bit of the opposite way as us with Shift Capital. They went in and bought millions of square feet of projects with the idea of having gotten in early enough, bought it at the right price, and being able to have the community involved every step of the way as the neighborhood starts to meet its goals.

Eve: [00:36:47] And controlling real estate so they could control what happened to it, right?

Thibault : [00:36:51] Yep. You know, ours has been a little bit of the opposite. We’ve just been kind of, like, piecemealing things together totally unintentionally, just driven by what the neighborhoods wanted. But as a result of that, and it’d success, now other landlords are taking advantage of the rising tide and not doing it in an inclusive way that honors the people that have been there forever. So, it’s a little too late, it’s hard to buy anything in that community and invest in it in a way that would keep it affordable. And that’s the challenge.

Eve: [00:37:28] It’s a huge challenge. I’d love to know what strategy you come up with for your next community. I think it’s a really important challenge because not doing anything is bad too, right? These communities need investment because they’re disintegrating, and they haven’t been invested in for a long time and then when you invest, you become an unhappy player in the gentrification game, which is not what we intend, right Very difficult.

Eve: [00:38:00] Ok, well, thank you very much for this conversation. And I’d love to hear what you’re doing next. You’re tackling some really huge projects, and I really appreciate what you’re doing.

Thibault : [00:38:13] Yes, thank you so much. I’ve enjoyed listening to some of your past episodes, and it’s certainly a little bit of a niche market but you’re asking all the right questions. And I’ve enjoyed learning from your past guests over time so keep up the great work!

Eve: [00:38:29] OK, thanks, Thibault. You have a really great day. Bye.

Thibault : [00:38:32] You too. Thanks so much.

Eve: [00:38:45] That was Thibault Manekin, Seawall believes in reimagining the real estate development industry. They want the built environment to empower communities, unite our cities and help launch powerful ideas. Seawall’s projects tackle three things. First, they want to save large, historic and blighted buildings. Second, they want to create affordable communities with rents that are customized to pay checks. And finally, they strive to be inclusive in the communities they work in.

Eve: [00:39:19] You can find out more about impact, real estate investing and access to the show notes for today’s episode at my website rethinkrealestateforgood.co. While you’re there, sign up for my newsletter to find out more about how to make money in real estate while building better cities.

Eve: [00:39:36] Thank you so much for spending your time with me today. And thank you, Thibault, for sharing your thoughts with me. We’ll talk again soon but for now, this is Eve Picker signing off to go make some change.

Image courtesy of Thibault Manekin, Seawall Development.

Technology, finance and inclusion.

June 29, 2020

There’s been a major shift in the way our financial systems work.

FinTech, short for Financial Technology, or the use of technology in finance, is fast becoming the new normal. Increased connectivity and reliance on technology has brought with it a demand for new financial products, blurring the lines between traditional banking and less traditional financial providers.

One such example is Title III of the 2012 JOBS Act, better known as Regulation Crowdfunding. Regulation Crowdfunding is a securities regulation that permits anyone over the age of 18 to invest. Known as investment or equity crowdfunding, this regulation has allowed everyday people access to investment opportunities that were previously unavailable and has thereby expanded the pool of available capital for entrepreneurs.

The dramatic changes to our financial landscape provide opportunities for development as well as challenges for policy makers and the market. Financial regulations can either encourage or impede competitiveness. Government must walk a fine line between regulating the market and stifling market initiative. But they need to address the quickly evolving financial scene as innovative providers are entering the market with new financial solutions at a rapid pace. Risk management can ensure strong and sustainable growth by reducing the probability and severity of bad events but how do you make sure that a financial market cultivates growth and encourages people and businesses to participate and innovate in a socially responsible way?

Melissa Koide founded FinRegLab for just this reason. Previously the Vice President of Policy at the Center for Financial Services Innovation, she then served as Deputy Assistant Secretary for Consumer Policy at the U.S. Treasury Department until 2017. Through her work in government she saw the need for an independent organization to test financial methodologies and new technological tools. With FinRegLab she aims to inform policymakers and financial institutions alike in order to help advance financial inclusion.

You can hear more in my interview with Melissa Koide.  Listen in!

Protesting US Bank at OccupyMN – Day 20 by Fibonacci Blue, CC BY-2.0

Parking not required.

June 24, 2020

Donald Shoup’s large body of work centers on the connected urban issues of parking, transportation, public finance and land economics. A Distinguished Research Professor at UCLA, he is perhaps best known for two books: The High Cost of Free Parking (2005), which turned an otherwise academic topic into a significant policy issue; and as the editor of Parking and the City (2018), which makes the case that parking reforms can improve urban metro areas both economically and environmentally. This book has become widely cited as cities debate how to reduce parking to make room for other new modes of transportation, or other land uses.

Donald initially became interested in the impact of parking years ago when he came across data suggesting that free parking in Los Angeles led to commuters often driving twice as much. He became known for popularizing the idea that an 85 percent occupancy rate of on-street parking is the most efficient use of public parking, and for advocating for the idea of “parking cash out,” where employees are offered either a parking space at work or a cash payment to give it up. He has also written about how to promote higher density infill projects through new zoning ideas, such as ‘graduated density zoning.’

Donald is a Fellow of the American Institute of Certified Planners and an Honorary Professor at the Beijing Transportation Research Center. He has received the American Planning Association’s National Excellence Award for a Planning Pioneer and the American Collegiate Schools of Planning’s Distinguished Educator Award.

Insights and Inspirations

  • There are 3 million on street parking spaces in New York and 95% of them are free.
  • Donald advocates for demand parking rates. If there are always a couple of empty parking spaces available, the right price is being charged.
  • Parking spaces are cash registers at the curb, says Donald. Municipalities should charge for parking everywhere and use those funds to beautify the streets they were collected from.

Information and Links

  • In his 2005 book, The High Cost of Free Parking, Donald recommended that cities should charge fair market prices for on-street parking, spend the revenue to benefit the metered areas, and remove off-street parking requirements.
  • In his 2018 edited book, Parking and the City, Donald and 45 other academic and practicing planners examined the results in cities that have adopted these three policies.
  • Parking is sexy now, thanks to Donald Shoup.
Read the podcast transcript here

Eve Picker: [00:00:00] Hi there, thanks so much for joining me today for the latest episode of Impact Real Estate Investing.

Eve: [00:00:06] My guest today is Donald Shoup. Dr. Shoup is a distinguished research professor with a focus on economics in the Department of Urban Planning at UCLA. He began studying parking as a key link between transportation and land use with important consequences for cities, the economy and the environment. His book, The High Cost of Free Parking, turned an otherwise academic topic into a significant policy issue. A second book, Parking in the City showed that parking reforms can improve urban metro areas, both economically and environmentally.

Eve: [00:00:47] Be sure to go to rethinkrealestateforgood.co to find out more about Donald Shoup on the show notes page for this episode. And be sure to sign up for my newsletter so you can access information about impact real estate investing and get the latest news about the exciting projects on my crowdfunding platform, Small change.

Eve: [00:01:08] Hello, Donald. I’m really delighted that you’ve been able to join me today.

Donald Shoup: [00:01:13] Well, thanks for inviting me to Dallas.

Eve: [00:01:15] Yes. You’ve spent your career deeply immersed in parking and land economic issues, both of which are really hot button subjects right now. So, I’m wondering, first of all, how did you get interested in the economics of parking and why?

Donald: [00:01:33] Well, like everybody in parking, I think I backed in. Nobody wants to grow up to be in the parking business. They say, well, I was doing my PEC Dissertation in economics. I was working on land economics. So, I came to it from that angle looking at development and the value of land. And later on, I noticed that the market is the single biggest user of land of American citizens, the curb parking and the off-street parking. But it had almost no interest from any academic or even a lot of other professionals of the parking industry. But they were looking at it from the view of land economics. So, I had the field to myself for a long time.

Donald: [00:02:29] Universities always strongly advocate equality and equity, but they are very rigidly hierarchical in their own operations. Everybody has different titles like Chancellor or the Vice Chancellor or the Deans and the Professors, and the Associate and Assistant Professors and lecturers and even the students, you know, the seniors and juniors and sophomores and freshmen. So, I think it’s not just that we’re hierarchal, but the things we study are also hierarchical, like international affairs are very important and national affairs are too. But state affairs are very, a big step down and local affairs are parochial. And then I think the lowest status topic, you know, even in local government would be parking. So, I was a bottom feeder for about 30 years, but there was a lot of food at the bar. And that’s, that’s how I got into parking. It was so easy to discover new things that nobody, well not many people, have been paying attention. But now there’s almost a feeding frenzy. A lot of people are getting to study, at least among academics, or just studying parking and its effects. I think that’s what you’re interested in, not parking itself but how it affects the real estate of the city and the economy.

Eve: [00:03:58] Yes, and housing, right? So, you said it takes up a lot of land in American cities. How much land does parking take up on average?

Donald: [00:04:08] Well, nobody knows. It’s highly regulated but the, no city, except San Francisco, has any census of parking that… You couldn’t go to your city council or city planning department and say, how much parking is there in Dallas? They don’t know. Although they regulate it very heavily on every site, there’s no aggregate number that applies to all cities. But people who have looked at it in various ways think that, oh, maybe about 30 percent of the land is used for parking.

Eve: [00:04:48] Which is a lot of land. One of the statistics I read was that New York City, which has really high housing costs, actually is the eighth most affordable city out of 20 because the land is used really economically and there’s less parking. The two certainly go hand in hand, don’t they?

Donald: [00:05:10] Well, New York is a very special case, but most cities are like it. Several, the Department of Urban Planning’s estimated there are about three billion on-the-street parking spaces in New York and nobody knows how many off-street parking spaces. But of those three million…

Eve: [00:05:29] That’s a lot.

Donald: [00:05:29] …on-street spaces, only three percent have parking meters. So, 97 percent of all the car parking in Manhattan, in all of New York City, is free to the driver. So, of course, a terrific competition for it and it’s a nightmare trying to find a parking space in Manhattan because it’s free and lots of other people want it. So, there’s an incredible amount of cruising around, hunting for parking. Seinfeld often talked about it. I think one time in an episode, George is coming to Jerry’s apartment and Elaine is in the drivers, is in the passenger seat, and they can’t find a parking space. And she said, well, let’s park underground at the building. And he said, no, I never pay for parking. Paying for parking is like going to a prostitute. Why should I pay if, when I apply myself, maybe I can get it for free?

Donald: [00:06:31] So, I think that we’ve all been trying to get it for free for as long as we’ve had cars. And everybody wants to park free through to you and me, but we have twisted our cities is totally out of shape and real estate development totally out of shape with parking requirements that ensure that every new development has to have plenty of parking. So that won’t overcrowd the free curb parking. So, I think that I’ve seen studies. I think, yes, the Department of Commerce did one study saying that: What is the biggest impediment to real estate development? Is it property taxes? Is it leverage issues? And almost everybody says it was required parking.

Eve: [00:07:17] Yeah. And have you seen a shift at all, over time in the last decade or two, the attitude towards parking?

Donald: [00:07:25] Oh, I think so. I’ve recommended three basic things. One is to charge the right price for curb parking, which is the lowest price that cities can charge and still have one or two open spaces vacant. So, nobody can say there’s a shortage of parking because everywhere they go, they’ll see one or two open spaces. But like real estate that’s valuable, it won’t be free. And then to make this politically popular, because drivers don’t want to pay, is that the cities dedicate the meter revenue to pay added public services on the metered streets. You know, fix the sidewalks, plant street trees, clean the sidewalks, extra, well I shouldn’t say police patrol right now, but, extra security. And some say to give free Wi-Fi to everybody on the block that has market-priced curb parking. So that people can see the benefits of charging for parking. Instead of having the money disappear into the general fund. So that’s one policy to charge the right price and the second is to spend the revenue on added public services. And then the third one is to remove off-street parking requirements.

Donald: [00:08:39] And you’ve seen, all three of these happening in various cities. Houston just recently increased the share of the city that has no parking requirements. Houston is famous for having no zoning, but it has very elaborate parking requirements, just like any other city. Except for downtown, that they recently increased the area of Houston that doesn’t have any parking requirements. And some cities have removed parking requirements entirely. San Francisco removed all its parking, off-street parking requirements, and Buffalo did, Hartford and London and Mexico City. It’s spreading. I think that I and other peoples have preached the gospel that parking requirements do a lot of damage, that they raise the price of housing, they increase traffic congestion, they increase air pollution, they even contribute to global warming.

Donald: [00:09:43] So, I’ve never heard anybody, planners say: no, minimum parking requirements do not have these effects. The opponents of parking requirements are proving with study after study saying how it reduces the available land for development because so much of the space has to go for required parking. And it does increase housing prices at, and the prices of everything, because the cost of parking is hidden in the prices of everything else. Parking requirements make parking better, but they make everything else worse. And, as I said, I’ve never heard any urban planner say: no, parking requirements do not have these bad effects. I don’t think you could find any professional in the planning industry or development industry who would say: no, parking requirements do not have these effects.

Donald: [00:10:39] So, I think some cities have begun to remove their off-street parking requirements. Others have begun charging, you know, what I call the right price or demand-based price, based on the demand for this scarce land. And they’re spending it all on the, spending the revenue in the immediate district. So, I think all these three things are happening. So, I think the future of parking’s here is just not evenly spread.

Eve: [00:11:08] Right. So, you know, Covid19, the pandemic, has probably accelerated a bit of this thinking. I’ve been watching news about cities like Milan in Italy, grabbing street back for pedestrians before they’re fully occupied by cars again. And I’m wondering if you believe any of that will sort of help accelerate a move towards less parking, more purposeful use of valuable land.

Donald: [00:11:40] I’m sure it will. Covid19 has opened our eyes to a lot of things and one of them is a transportation. People are saying cities with very few cars, but a lot of pedestrians, and a lot of cyclists, and people eating at outdoor restaurants on the curb lanes, they could see that this is a lot better looking than having all the curbs completely jammed with cars and other cars hunting for, to find spaces being vacated. So, I think that it will lead to big reforms and it already is. Many cities have suspended the requirements of parking that the required parking lots have to be used for parking. They say, oh, you could use them for restaurants, outdoor restaurants with widely separated tables.

Donald: [00:12:34] But now in Dallas and every other city, they would say, if you want to have more outdoor city, you have to have extra parking for it. Most cities don’t allow parking to be converted into outdoor restaurants. Everybody wants to eat outdoors. But you can’t allow the required parking spaces to be used for a restaurant because that’s against the parking requirements. So, I think that cities are experimenting. I have no idea if Dallas has done it, but a lot of cities have allowed restaurants to expand into their parking lots for outdoor dining. It will show people that there are better uses for land than storing empty cars. And, even if they’re used for storing empty cars, they’re still vacant most of the time.

Eve: [00:13:21] They are, they’re vacant.

Donald: [00:13:22] If there’s all those building where the parking spaces are empty during the evening, schools — the average car as parked ninety five percent of the time so there have to be an awful lot of parking spaces wherever you go, because how can you drive somewhere, where there isn’t plenty of parking? But if we think, we thought of parking as free parking and, even in downtowns like in Dallas, a lot of the people who drive to work get free parking. Is it paid for by the employer? You get free parking where you work?

Eve: [00:13:57] I don’t park. I live downtown and my office is two floors below where I live. So my commute is very short, and I rarely, rarely drive.

Donald: [00:14:08] But in your apartment, are there a parking space or two available to you?

Eve: [00:14:13] Well, I have a tiny little building that has two spaces for the entire building. It’s a building I built so it’s a bit unusual, it’s probably not a fair comparison.

Donald: [00:14:23] How did you build it without a lot of parking?

Eve: [00:14:26] Because it’s downtown and in downtown Pittsburgh there’s no parking requirement for residential.

Donald: [00:14:32] Oh, you’re in Pittsburgh?

Eve: [00:14:33] Yes, I am in Pittsburgh.

Donald: [00:14:35] Oh, I thought you were in Dallas.

Eve: [00:14:37] No, I’m in Pittsburgh. So, downtown Pittsburgh for quite a while has had a zero parking requirement for downtown residential.

Donald: [00:14:45] Yes, yes.

Eve: [00:14:46] Not that the market didn’t demand parking, right? That was when the market, the downtown market started here for residential. It was very hard to get going because people wanted to park their cars downtown. But I think in the last 10 years, that’s really shifted. But I can’t say that’s extended to other neighborhoods. Somehow people feel entitled to have a car and a parking space.

Donald: [00:15:11] Pittsburgh does a lot of things right. The director of your parking authority is very famous in the industry, David Onorato, and I think they have some very good ideas. Say around Carnegie Mellon University, the university is the one who pioneered the policy of charging demand-based prices for curb parking. You know, they monitor the occupancy rate and they recommend the price that should be charged. So the best spaces have higher prices, than the distant spaces. I don’t know if it was in Pittsburgh, whether it was just an idea or whether it happened, but, in some city, say, a grocery store will have a meters by the, spaces near the front door.

Eve: [00:16:00] Oh, interesting. That’s interesting.

Donald: [00:16:01] You pay for, at a meter. The rest of the lot is free, and the meter money goes to pay, to charity. So, when you put your money into the meter you know that it isn’t going to programs, but it’s going to a local charity and they say what it’s going to. So, I think that’s another way to slowly bring prices into managing and parking.

Eve: [00:16:26] Yeah, that’s really interesting. You know, you see a lot of strip malls where, you know, you have a sea of parking out the front or even in small main streets where there are parking requirements that really, kind of, force architecture that’s overwhelmed by vehicles. And I worked at the planning department for a while, and I know what it takes to change a code, you know, a zoning code with the requirements, it’s a mammoth and expensive exercise. And so, we have many smaller boroughs all over the country that have pretty old zoning codes now that require parking, and I really wonder how they’re going to shift into, sort of, this new thinking.

Donald: [00:17:14] Well, it is very difficult to reform zoning for parking piecemeal that often on individual developments the developer will ask for a variance and say that “I don’t need so much parking as you should require” and they to get a consultant show that this is true. There’s so much study goes in to say, “If we if we reduce the parking requirement, well what should the new parking requirement be?” because it’s all pulled out of thin air, there’s no science at all. I mean students learn nothing about parking in their graduate studies because the professors have nothing to teach them. But they do learn that whenever they have a development project of their studios, the thing they have to worry about most is the parking requirement.

Donald: [00:18:02] So I recommend that cities should just remove off-street parking requirements. As I say, in Buffalo they had pages, like Pittsburgh does, pages of parking requirements, and it was replaced by one sentence and the zone goes: there’s no work parking required for any use. That was so much easier than saying, well, let’s have a study and say should they be cut by 20 percent or 30 percent or maybe the parking for a nail salon is too high, or something like that? That it’s better to, to just say there are no parking requirements except for handicap spaces and specially what they should look like – the landscaping of them, and the water run-off and the location. The quality of the parking is what planners should regulate, not the quality. But in the U.S. we have a huge quantity of very low quality urban designed parking.

Eve: [00:19:05] Why do you think there’s so much resistance to that? I think it’s a brilliant idea because a real estate developer who has financial risk in building a building is going to think very hard about how much parking they need to market their building.

Donald: [00:19:19] Of course, and they know how much a parking space costs. The ramp parking space will easily cost fifty thousand dollars. And whether we talk about the need for parking, they’re not talking about how much, whether people are willing to pay that much. I don’t want to get into today’s particular issue about Black Lives Matter. One of the things that I did through the years, I pointed out the fact that parking requirements strongly discriminated against low income people. Now we have measures of the net wealth of the population, you know, all your assets, minus all your liabilities. And of course, many young people have a negative net worth because they have student debts and no assets. Maybe a car or a cell phone. But I have looked at the median net wealth of Black families is about seventeen thousand dollars. Where for white families another hundred and sixty thousand, I think now. But cities are requiring for apartments for low income people and for Black people, two parking spaces per residence. That makes, the parking spaces could easily cost more than 17,000 dollars each. And then there has to be parking at all the restaurants, and all the theaters and all the grocery stores and every place else. So, planners are willy-nilly requiring wildly expensive parking spaces that low income people cannot afford.

Eve: [00:20:53] Yeah.

Donald: [00:20:54] Can you think that one parking space is worth more than the median net wealth of the Black population in this country? And yet it is. You’re saying oh, well, you need 10 spaces per thousand square feet for a fast food restaurant. They have no knowledge of how much parking spaces cost or what it does to the looks of the building or who can eat there and things like that. So, I think that everybody probably looks at systemic racism through their own lens but I think in planning for parking there is a bias against low-income people in general and because Blacks are a lower income, it’s a it’s a bias against Black.

Eve: [00:21:33] Yeah, I think you’re probably right. So, I’ve been working with an architect in Australia who has been developing workforce housing for service workers like schoolteachers and firemen and policemen. I mean, the cost of housing is so high there they’ve been driven further and further away, which means there is a bigger and bigger requirement for them to own a vehicle, right? Which is expensive. So, they actually built a building with 30 units and every person who was going to buy a unit signed a petition, because this building was right next to a train station and a bike, and a bikeway right into downtown. And every person signed the petition saying they weren’t going to have a car. They were going to give up their car. And all they wanted was a bicycle. So, and the town planning, you know the town council there agreed that they could just build a small bike garage, which saved them a lot of money because they didn’t have to build those 20,000 or 30,000….

Donald: [00:22:33] As you point out, that if we have parking requirements everywhere, it’d be hard for low-income people to get an apartment close to where they’re going to work because the whole city is spread apart, because, to make room for the parking.

Eve: [00:22:50] That’s right.

Donald: [00:22:51] And I think that if a low-income person has to buy a car to get a job, which is mostly the case, that they have to support the car. They have to pay insurance, for repairs and everything else. So, I think we have systematically favored the car through parking requirements. It’s something that more cities are beginning to look at and maybe, I hope, some of your listeners will think hard and say, well, yes, it’s a house of cars, these parking requirements. What you asked a planner say, well, how was this parking requirement set? They can never tell you. They can tell you what it is when you go to the planning desk and say, I want to build a nail, you know, open up a new nail salon, they’ll tell you how many parking spaces you have to have. But they have no idea where that number came from.

Eve: [00:23:42] Interesting.

Donald: [00:23:43] Or how it was derived. How would you set the parking requirement for a nail salon? And you probably know much more about real estate than most urban planners.

Eve: [00:23:53] Yeah, it’s really tough and so, now with this pandemic, you know, we kind of got to take another look at mass transit as well. You know, how are people going to get around when they’re worried about catching a virus?

Donald: [00:24:07] Well exactly? I think so. I think that well, that’s a slightly different policy that I’m recommending but as related to it, that, at least in L.A. and I suppose, in Pittsburgh, that we were amazed at how little traffic there is during Covid when people are staying at home. You could drive anywhere in Los Angeles.

Eve: [00:24:30] Yes. Here too.

Donald: [00:24:32] You never would have gone there before because you’d know that the traffic congestion was so terrible. Say, we have a city of Long Beach, which is south of Los Angeles and adjacent to it, has express buses to UCLA, it’s about a 30 mile trip. And the schedule before Covid it was, it took about, I think, 90 minutes or something like that, at an average of 15 miles an hour on the freeway. And now, during Covid it was a twenty-seven-minute trip. And so, how are you going to maintain that? And one of the things I recommend is, what we already have is called hot lanes. Do you have these?

Eve: [00:25:19] Yeah, yeah. We actually have a dedicated busway which is fantastic.

Donald: [00:25:24] That’s what we need more of.

Eve: [00:25:26] Yeah, I know. I can get from downtown to the airport faster on the bus for $2.50 than I can possibly drive, and it drops me right out the front door and it’s really pretty fabulous.

Donald: [00:25:39] Well we have, we have these high occupancy vehicle tollways. There’s HOV lanes that solo drivers can buy into it, if they pay a toll. But there’s an incredible amount of fraud on them. Because we have to have a transponder if you use the lane and if you say that you have three people in your car, you don’t pay any toll. I’ve seen the estimates that 30 percent of all the solo drivers in the tollways are saying that they’re a three-person carpool. So, they pay nothing and that bogs down the HOV lanes because they don’t perform the way they should. So what L.A. is just about to try is to say we’re going to change it that everybody pays on the tollways except vehicles that have five or more passengers. So, if you’re a two-person carpool or a three-person carpool or four-person carpool, you still have to pay. Of course, you get a discount on a per-rider basis – four people in the car, each person only pays 25 percent of the toll. It would be very easy to police the requirements that there be five people in the car. It’s very hard for the authorities to put cameras to look and see, to check whether you actually have two or three people in the car. So, but if it’s HOV5, as they’re calling it, I think our freeways will begin to work really well and that buses will be able to go at high speed. If you could have an express bus from Long Beach to UCLA, and it might take half an hour instead of an hour and a half now.

Eve: [00:27:20] Isn’t that great?

Donald: [00:27:21] So that it’s more land economics. The streets, your very valuable land and we’re giving it away free. And any, any time something’s very valuable and you’re giving it away free there’ll be a lot of competition for it. That’s why there’s this terrible congestion. And that leads to air pollution, fuel waste, global warming. I think I’ve been invited to Pittsburgh maybe only once.

Eve: [00:27:47] Oh, we’ll have to invite you again.

Donald: [00:27:51] I really enjoyed it. It’s a wonderful town, of course, and I think a lot of people are moving there, from New York… I remember one time there was and interviewer from New York and I had a nice event with him and then later I wanted to get in touch with him. It turned out he had moved to Pittsburgh because it was so expensive in New York and he thought he got a much better lifestyle for the price in Pittsburgh.

Eve: [00:28:17] Yeah, it’s nice city. It’s small, but there’s one of everything. But listen, I have another question for you, because if I were an economist ,I’d be figuring this out and you probably already have. So, with all that extra toll money and meter money, what would you do with it? And what could you do with it? How much extra money? I mean, how could that make other people’s lives better, or people who walk or bike or?

Donald: [00:28:44] You mean how could removing parking requirements?

Eve: [00:28:46] No, no just increasing the cost of those valuable spaces and the freeways, like charging more in tolls and charging more at meters and..

Donald: [00:28:58] Well, I think the key to it is to tell people that if we install, you don’t have to install meters because you could pay for parking now with your cell phones. And some people, some new cars have that app right in the dashboard of the car, that will be much more common in the future that your car knows what is the price of parking, if it’s a new one, knows from the web how much parking costs, off-street and on-street, and it guides you to a good parking space. And so, I think it’ll be cashless for paying for parking in the future and frictionless and when you find a parking space you just touch a button on your dashboard and you’re paying for parking because the car knows where it is and what the price of parking is and then when you leave it automatically stops paying for parking. It’ll be more like making a long-distance telephone call in the old days when you just paid for how long you’ve talked, where you called. So it will be like charging just the market price, the lowest price that you could, the city could charge for one or two open spaces. When they do that, if they spend the money in the metered area, the people will understand the meters are really helping because, say in a business center, because many people from outside the district who are paying for parking. It’s not, it’s not a tax on the merchants. It’s like putting a cash register out at the curb and the neighborhood gets the revenue.

Donald: [00:30:38] I think there was one place in Pittsburgh they were thinking of running the meters in the evening and people said no, and the city offered to run an express bus to downtown for free if…with the revenue. And they, that persuaded people, well, maybe we should run the meters in the evening if it gives us a free shuttle bus to where we want to go. I think that people ought to think of parking like, on-street and off-street, like real estate and you ought to allocate it. Why do we have expensive housing and free parking? We’ve got our priorities the wrong way around. We’ve just been doing the wrong thing for 100 years. And I think that it’s catching up with us now and we have different issues. We have global warming to worry about and clearly, requiring ample free parking everywhere is not going to slow global warming. And I think that when you remove all street parking requirements, it’ll mean there’ll be a lot of land available for development.

Donald: [00:31:43] The New Urbanists recommend liner builders, I don’t know if you’ve seen them in Pittsburgh but it would, it’s an important issue here in California where there will be an office building in the center of a giant parking lot, or a mall in the center of a giant parking lot, and if you built housing or even offices around the perimeter and turned some of the required parking into the housing, the land is already assembled, there’s no assembly problem. There’s no remediation needed, and you wouldn’t have to build underground parking. So, I think that some of these giant parking lots, when there’s liner buildings built around the parking lot, as you walk down the sidewalk, it will look like a real city. It’s only about 25 feet deep but behind it is what’s left of the parking lot. But people will have to start paying for parking both on-street out off-street for this to work. I think there is a lot of land right where we want to have it, ready for development, especially for work-adjacent housing. I think if you want housing / job balance, having the, building housing right on the parking lot of an office building is a great way to get it.

Eve: [00:33:04] And so, what’s next for you? What are you working on? More parking or something different?

Donald: [00:33:12] Well, a couple of things. There is a thing I think I sent you. It was a new kind of zoning, zoning for land assembly. There was a problem in older areas, yes well, Pittsburgh is a good example, but L.A. has a lot of old development but there are a lot of very small parcels. Very small businesses, or small houses and now they’re near a rail transit stop and it’s very hard to assemble that land to build high density housing because of the hold-out problem. Everybody thinks that I’m going to be the key parcel that, if I’ll hold out for a high price to get my share of the of the gain when they build a 10-storey building on this land. But if everybody thinks that way, everybody holds out and it’s very hard to assemble land. Well, there was a new idea that was pioneered here in Southern California, that there was an area that had in Simi Valley that had very narrow lots but very deep because it had been an equestrian subdivision from the 1920s. So, each lot was about an acre or two but they were fairly narrower along the street.

Eve: [00:34:35] Interesting.

Donald: [00:34:36] They wanted to redevelop it but it was very hard to assemble the land because it had been with various families since the 1920s. And I think it was the mayor who thought of it, he said, well, let’s say if you have more than five acres, we’ll double the allowed density. And everybody began to think, well, you mean if I’m part of a land assembly the zoning will go up? And if I hold out it won’t? And so, people began talking to each other, saying should we participate in a land assembly? And then people began to fear them being left out. That if some of the neighbors were beginning to agree to sell their land, some of which was vacant, there were no housing on it, some of which were vacant, if they sell their land and I can’t be part of a new five-acre development I’ll not be able to get this high density. And within a year after developers, maybe like you, real estate dealers had tried to organize land assembly that had never happened, within a year they’d assembled all but about three pieces of property. And within two years later, they have two hundred and seventy single-family houses at very high density over this county where there had been 13 before. So, I think this is, it’s called graduated density zoning. The larger your parcel, the higher the density that’s allowed so that people will begin to cooperate. Should we cooperate? And that means that the landowners will get a good deal for selling the land. They know they’re selling for a higher-density developer. So, the people bidding for the land will have to offer them a price which is appropriate for land that will be rezoned as soon as the assembly happens. So that’s, it’s been spreading. Not as fast as I had hoped. But I think for older areas, for where the city wants land assembly, for more housing and certainly for more tax revenue, I think this graduated density zoning, as it’s called, is a good idea. So that’s one of the ways that’s really not parking oriented. But also, it’s easier to provide the required parking on a big piece of land, say, that any older buildings, like the one you’re in, couldn’t have been developed with a parking requirement because you can’t get the parking and the building onto the same small site.

Eve: [00:37:18] Yes, you can’t.

Donald: [00:37:20] So I think that this land assembly is, where the city wants it and where were the neighbors agree to it and they realize that, well, this is, what is the term, under-improved is that a term that’s used in real estate? You know where there’s just a shack on valuable land, but that shack is somebody’s home. And if they have to move, they’ll have to get something else unless they can sell their under-improved land for, to make way for a higher, higher density. And if the city provides, you know, requires some affordable housing and I guess they’re giving away an increase in density they can then require affordable housing in some of the units. So, I think there are some good ideas out there.

Eve: [00:38:12] Yes, definitely. So, I especially like the no parking requirement idea. And I hope it takes hold really soon. And thank you very much for chatting with me.

Donald: [00:38:24] Ok, it was fun talking to you and I’m happy to be reminded of my happy visit to Carnegie Mellon.

Eve: [00:38:32] Ok. Thank you so much.

Donald: [00:38:34] You’re welcome.

Eve: [00:38:35] Bye.

Eve: [00:38:36] That was Donald Shoup. He has a simple fix for the chaotic and varied parking requirements in U.S. cities. Remove the many, many pages of complicated parking regulations and replace them with one short sentence instead. No parking required. In the end, developers know best how much parking, if any, is needed. Parking, as Dr. Shoup points out, is an expensive use of our land. New York City, for example, has three million on-street parking spaces and 95 percent of them are free. If people paid for parking, those funds could be put towards making streets and sidewalks more attractive with more amenities for everyone. That sounds like a great plan to me.

Eve: [00:39:26] You can find out more about impact real estate investing and access the show notes for today’s episode at my website rethinkrealestateforgood.co. While you’re there, sign up for my newsletter to find out more about how to make money in real estate while building better cities.

Eve: [00:39:44] Thank you so much for spending your time with me today. And thank you, Donald, for sharing your thoughts. We’ll talk again soon but for now, this is Eve Picker signing off to go make some change.

Image courtesy of Donald Shoup

Mobility and disaster resilience.

June 22, 2020

Many people struggle to find convenient transportation options. They may have personal mobility issues or maybe they have to travel from work late at night when buses no longer run. Or they may live far enough away from a transit stop to not be able to walk there easily. Compound that with a pandemic, such as Covid19, when social distancing becomes critical, and it’s clear how vulnerable our existing transportation systems are. The pandemic has underscored the need for a multitude of transportation options that go beyond the ones we currently have in place.

Earlier disasters should have taught us some lessons. In 2005, when Houston was evacuated before Hurricane Rita, the city was totally grid-locked despite having more freeway miles than any other US city. And in 2011, an earthquake in D.C. caused gridlock mayhem yet again. Yet In both cases a bicycle could have got you through the traffic if only there had been bike lanes. This may not be the solution for everyone, but it’s certainly a solution that could easily be made available for many.

At the same time cars are becoming increasingly expensive and out of reach for many households. This was illustrated during the 2007-2008 financial crisis when many people eliminated cars to reduce their transportation costs. Many of those people hold critical jobs that we all rely on – nurses, ICU cleaners and supermarket employees restocking shelves. Now, during this pandemic, they are struggling to get to work.

Our transportation systems are not serving us well. It’s been demonstrated that when bicycles and alternative individual transport modes become a visible and significant part of the transportation picture, there is a cultural shift in how the population views transportation options. In Amsterdam and Copenhagen, where cyclists easily outnumber vehicles on any given day, those cities have given over more and more space to accommodate them. We too need to make safe provisions for walking, biking and micro-mobility on our streets.

Harriet Tregoning is a smart-growth advocate who has spent over two decades focussing on resilience in the face of disaster and challenge, including the changing climate and equity in transportation and access. Her work with organizations around the United States, especially on smart mobility initiatives, is helping us to prepare for a range of future challenges. She is now the director of NUMO, the New Urban Mobility Alliance, a collaborative effort that aims to guide policymakers, the private sector and people toward a shared vision of cities and urban mobility.

It’s worth listening to what Harriet has to say in this fascinating podcast interview.

Image by Alexander Migl, CC BY-SA 4.0

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