Inequality, Not Regulation, Is Stoking America’s Housing Crisis

A Washington Post article on the forces that drive housing prices higher cited new research by UCLA Luskin Urban Planning Professor Michael Storper.

Some housing activists fall in the “Yes in My Back Yard” camp, arguing that building more housing — especially in dense, transit-accessible neighborhoods — will lower prices for everyone, thanks to the laws of supply and demand.

In a newly published paper, “Inequality, not regulation, drives America’s housing affordability crisis,” Storper and his co-authors directly challenge the foundational assumptions of the YIMBY point of view. They call for “bold, comprehensive thinking about housing systems rather than relying on trickle-down affordability.”

The scholars recommend direct approaches such as publicly funded vouchers to help pay for housing; market protections for low-income households, including rent control and tenant protections; and housing decommodification, including cooperatives, community land trusts, and public housing.

“To put it bluntly, in America we haven’t actually been underbuilding,” Storper says. “The problem is demand is now split in a very unequal society. The supply you get is the wrong kind of supply.”

UCLA student wins fourth consecutive national transportation prize Nick Giorgio’s award-winning analysis of traffic-calming treatments highlights how thoughtful street design can improve safety, equity, and livability in Los Angeles

UCLA graduate student Nick Giorgio MURP ’25 has been named a recipient of the Council of University Transportation Centers’ (CUTC) Neville A. Parker Award, marking the fourth consecutive year a UCLA student has earned the national honor. The award, presented Jan. 10 in Washington, D.C., recognizes outstanding master’s research in transportation, and Giorgio’s win brings UCLA’s total recipients to 15 since 2002.

“This award means a great deal to me, especially considering how strong many of the other capstone projects were,” Giorgio said. “It was a tough competition.”

Giorgio earned the recognition for his capstone project, Intersection Traffic Calming Treatments: A Comparative Analysis, which evaluated residential intersection improvements across Los Angeles in partnership with the Los Angeles Department of Transportation. Examining more than 30 intersections, Giorgio analyzed how all-way stop controls, traffic circles, and mini-roundabouts affect vehicle speeds and safety outcomes. His findings emphasize that context and design matter—and that no single solution fits every neighborhood.

“Roads are the largest share of public space in Los Angeles, and how we design them reflects our values,” Giorgio said, underscoring the link between traffic safety, equity, and livability.

Faculty advisor Brian Taylor praised the work’s practical impact, noting, “Nick’s analysis brings much-needed clarity to the question of what types of intersection treatments actually make neighborhoods safer.”

Read the full Institutes for Transportation Studies article on UCLA student Nick Giorgio’s national transportation award.

U.S. Inequality Through the Housing Lens: A Conversation with José Loya How race and policy continue to shape access to homeownership

by Peaches Chung

Homeownership is often framed as the American dream. For José Loya, it is also one of the clearest windows into how inequality is reproduced in American society. As an assistant professor of urban planning at UCLA Luskin, Loya examines how race, ethnicity, and structural inequities shape who has access to opportunity — and who doesn’t.

Loya’s interest in housing was sparked as an undergraduate at Brown University during the Great Recession, when countless families faced foreclosure.

“I was trying to understand why people were going into foreclosure and potentially losing everything,” he recalls. Working with a faculty mentor who specialized in homelessness and housing instability, he encountered the question that has guided his research ever since: How do we explain, and ultimately address, racial and economic inequality in the housing market?

Loya describes himself as a social stratification scholar. The patterns he uncovers aren’t new, discrimination in mortgage lending has been proven for decades, but his methods are.

Jose Loya stands smiling in front of the Public Affairs building at UCLA.

Professor José Loya

“I’m using modern statistical tools and richer, more comprehensive datasets than previous generations of researchers had,” he explains. “The findings may not be surprising — that whites and Asians tend to be the most advantaged in the mortgage market — but the nuance is different. I can show how inequality persists today, not necessarily in the same form as 50 or 70 years ago, but still present.”

Much of his recent work examines barriers that prospective homebuyers face in the post–Great Recession era, as well as the ways Latino subgroups experience the mortgage market differently. Traditional research often treats Latinos as a homogenous category, something Loya argues conceals important differences.

“Latinos are an ethnic group, not a racial group. There is tremendous diversity,” he says. “By drilling down into subgroups, we start to see how different racialized experiences among Latinos shape their access to homeownership.”

A Wealth-Building Tool That’s Slipping Out of Reach for Many

Homeownership remains the single largest vehicle for building wealth in the United States. But Loya’s research shows that the tool is becoming increasingly out of reach for the very communities who could benefit from it most.

“In the last decade and a half, home prices have grown much faster than wages or any measure of labor success,” he says. “Middle-class and lower-income families are being squeezed out.”

Add in rising interest rates, limited housing inventory, and skyrocketing demand, and a central question emerges: If homeownership is no longer accessible, how do families achieve upward mobility?

Loya points to a paradox at the heart of U.S. housing policy. “Our banks want you to be a homeowner. The tax system incentivizes it through the mortgage interest deduction, one of the largest subsidies in the U.S. tax code. But the financial risk is growing and making it less achievable for lower and moderate-income households. Today, those subsidies are being largely utilized by higher socioeconomic households.”

According to recent data, the homeownership rate for non-Hispanic white households sits around 73–74%, while Black households own homes at roughly 45–46%, and Hispanic/Latino households at about 50–51%. “Progress has been made,” Loya says. “But the gap is nowhere near closed.”

Why Research Matters Now More Than Ever

For Loya, UCLA Luskin offers the ideal environment to confront these challenges because the school engages students in opportunities for intersectional learning, bringing together perspectives from multiple specialties to tackle social, economic, and environmental challenges.

“Society doesn’t operate in silos,” he says. “If we’re talking about access to homeownership, we’re also talking about labor market insecurity, education access, local zoning, transportation, climate change — all of it.”

“Good research doesn’t always give you an answer. It shows you how much more work is needed to get to an answer.”

At a time when federal research funding faces threats and universities nationwide are navigating political pressures, Loya is direct about why research still matters.

“Universities don’t just study the problems of today,” he says. “We’re trying to anticipate the problems 20 or 30 years from now.”

His own work, he says, is less about providing immediate fixes and more about documenting how historical patterns of inequality still shape outcomes today — and will continue to shape them in the future if left unaddressed.

Preparing Students for Real-World Challenges

When asked what he hopes his students take away from his classes, his answer is clear but hard to explain.

“Problems are complicated,” he says. “Good research doesn’t always give you an answer. It shows you how much more work is needed to get to an answer.”

Rather than rushing toward solutions, Loya encourages students to sit with uncertainty and ask better questions about the systems shaping outcomes. “In my classes, it’s not necessarily about finding the solution,” he adds. “It’s really about understanding the problem.”

For Loya, that’s often where the work begins — with examining the forces that are often hidden in plain sight — and equipping students with the tools to question them.

Kim on Fire Recovery in Los Angeles

The Palisades and Eaton fires in January 2025 destroyed about 13,000 homes. Despite being one of the costliest disasters in U.S. history, according to Vox, only seven homes have been rebuilt.

With Los Angeles already facing a tight rental housing market and California experiencing a statewide housing shortage, the fires created significant political pressure to rebuild as quickly as possible.

Despite political backing, a year later, only about 900 homes are under construction.

Minjee Kim, an assistant professor of urban planning, claims that the system is ill-equipped for recovery in this Vox article. “The system structurally is not built for rebuilding and recovery,” Kim said. “You just need a whole different animal to enable comprehensive reconstruction.”

The rebuilding process requires multiple permits, which take time and money to obtain. Kim said regulatory hurdles are not caused by any single agency. “When you zoom into regulation as an issue, it’s not individual departments that are delaying the process,” she said. “It’s more like the entirety of the network of reviews that needs to happen that is an impediment to a faster recovery.”

Golden Bachelder and Prokriti Monolina: Fellows on the First Budget and Finance Advisory Committee

by Jiah Lee

The L.A. City Council’s Budget and Finance Advisory Committee met for the first time this November with the goal of tackling structural financial issues and shifting towards more long-term budget planning by introducing outside expertise. The creation of this committee was proposed by Los Angeles City Council member Katy Yaroslavsky, who now serves as its chair.

Two UCLA graduate students, Golden Bachelder and Prokriti Monolina, are currently serving as fellows on this committee. Bachelder is a second-year Master of Public Policy (MPP) student and Monolina is a second-year Master of Urban and Regional Planning (MURP) student at the UCLA Luskin School of Public Affairs. Bachelder and Monolina are both fellows in the Office of Councilwoman Yaroslavsky. 

“It is an honor being able to help with the Budget and Finance Advisory Committee,” said Bachelder. “As one of the graduate student fellows, I am able to work with inspiring Los Angeles leaders and public servants in the effort to put Los Angeles in the best possible fiscal footing. I’m grateful for the opportunity to be able to help a cause that could benefit the city and its people for years to come.”

Monolina also shared her experiences with the committee. “As a UCLA Luskin Leadership Fellow, I am committed to supporting the Budget and Finance Advisory Committee (BFAC) in reimagining Los Angeles’s resources through rigorous policy analysis and targeted research in municipal finance and resource allocation. This work also involves in-depth research in real estate development, land use strategy, and the development of sound financial policy frameworks. It’s an incredible opportunity to work alongside experts and learn from them. One day, I hope to bring these insights to Bangladesh, my motherland,” she said.

Outside of the committee, Bachelder and Monolina continue to make a positive impact on policy reform and the future of their communities. Bachelder served as a fellow in the Office of California Governor Gavin Newsom where he worked to promote shared goals through research on initiatives, and Monolina is a waste researcher who founded an app called Eco360 that promotes green consumerism.

Only Los Angeles could spend $1.5 billion to make airport traffic worse

by Jacob Wasserman

When millions of people come to Los Angeles for the World Cup, Olympics and Paralympics, their first taste of the city will probably be the infuriating congestion of LAX. Now, do we want to treat our guests — and ultimately ourselves — to an even worse welcome: a half-finished, $1.5-billion roadway project at LAX that will only end up making traffic more gridlocked?

Whether you are crawling along in holiday traffic — achingly close to the terminal just hoping you’ll make the flight — or are making your daily commute to work at the airport and the many businesses that surround it, the approach roads to LAX are already one of Angelenos’ least favorite places. Now, LAX’s board has approved what they call a “modernization” project to reroute and expand the roads leading into the airport’s infamous “horseshoe.” This project isn’t scheduled to be completed before the 2028 Olympics. And what’s more, it won’t fix traffic at the airport — it will only make it worse.

Why? For one, any short-term travel-time improvements won’t last. Most drivers use Google Maps and Waze to algorithmically navigate shifts in traffic when heading to the airport. So even if a new ramp is temporarily faster, it will soon fill up again as traffic is directed there and as drivers gain familiarity with the routing. The idea that new lanes quickly become congested again as they draw in drivers from other routes, times of day and modes of travel is what planners call “induced demand.” This same thing happened in 2014, when authorities widened the 405: traffic got worse within just nine months as people shifted their travel onto the new lanes.

Moreover, there is still only so much curb and road space along the LAX horseshoe. Imagine using a wider funnel to fill the same bottle. That’s what will happen with these new roadways: pushing more cars into the same bottleneck.

The project’s own estimates forecast almost 41,000 new miles of vehicle travel each day once complete. And its environmental review concludes that the new traffic and emissions are a “significant and unavoidable impact” with “no feasible mitigation measures.”

Spare a thought here for residents of Westchester, Inglewood and El Segundo. They already live with cut-through traffic and the dangerous crashes and pollution this traffic causes. This project threatens to make all of that worse, risking lives and livelihoods for not just the immediate neighborhoods but the nearly 1 million people living within seven miles of LAX. It’s no wonder residents continue to organize against the plan.

The project was originally part of a larger, long-discussed expansion of the airport, formally announced in 2019 with the initial aim of adding two new terminals in time for the Olympics. But with passenger counts still down after the COVID-19 pandemic, LAX authorities scuttled the terminal expansions. And yet, the roadway plan marches on, despite having less traffic demand than before and no new terminals to serve. With much of its justification dead, it has become a “zombie project.”

This is all the more disappointing after LAX has done so much to open the airport to options other than private cars. Despite continued delays in its opening, the Automated People Mover promises to connect the terminals to each other, to rental car facilities and to drop-off points outside the horseshoe. Metro recently opened the beautiful LAX/Metro Transit Center, a rail station and bus hub at 96th Street and Aviation Boulevard at the end of the coming People Mover, finally allowing people to take transit between LAX and Metro’s growing network.

Inside the horseshoe, LAX reserved the lower inner lane for buses and moved economy ride-hail pickups to the consolidated LAX-it area. Soon, you’ll be able to take a train, bus, Lyft or Uber — or be dropped off by a friend — and zoom past traffic to your terminal on the People Mover.

Yet LAX authorities still plan to throw bad money after good. The roadway project proposes to build concrete walls and supports around the airport, making it all the more difficult for anything but a car to enter LAX.

Instead of a counterproductive roadway scheme, the airport should double-down on their multimodal successes. With expanded FlyAway service, you could take a frequent, comfortable bus from locations across the region and speed along transit-only lanes into LAX. With a safe and direct network of paths, you could walk or bike to your job at LAX, instead of navigating through a spaghetti bowl of roadway ramps. And with proper regulations and curb management, you could even take a shared autonomous vehicle to your terminal.

Decades of research and experience prove that adding more lanes doesn’t fix traffic. Though the People Mover will offer an alternative to traffic in the horseshoe, the only way to end it is congestion pricing. A dynamic toll — set just high enough to keep cars free-flowing and with provisions for disability access — could finally ease gridlock at LAX. Plus, it could earn money for the city’s beleaguered budget, offsetting its billions in costs. The transponder infrastructure to collect tolls is already in place today. With the free-to-use People Mover soon to open, now is the time to consider pricing the existing roads at LAX — not tearing them up and fruitlessly enlarging them right as the world comes to our doorstep.

The “LAX-pressway” is the last thing our airport needs. With the LAX board’s approval, only intervention from officials like Mayor Karen Bass and Councilmember Traci Park now can pump the brakes on this project.

This op-ed was originally published by Los Angeles Times. Jacob Wasserman is a research project manager at the UCLA Institute of Transportation Studies and a planning commissioner in the City of Santa Monica.

Taylor on Why Traffic Is Getting Worse

UCLA Luskin’s Brian Taylor spoke to LAist’s AirTalk about traffic congestion that in some places has equaled or surpassed pre-pandemic levels.

Personal travel has waned, but delivery trucks and other commercial transportation have increased. And hybrid work schedules have added unpredictability to rush-hour traffic patterns.

Taylor shared the counterintuitive fact that Angelenos actually drive fewer vehicle miles per capita than most motorists in the nation’s 70 largest urbanized areas.

Southern California has a moderate level of density over a very big area, he explained. While the region is much denser than areas such as Memphis, Dallas or Kansas City, it is not dense enough to be walkable and transit-focused like San Francisco, New York and Boston.

“We actually have modest levels of driving but a very large number of people on a relatively limited road system, and that results in high levels of congestion,” said Taylor, a professor of urban planning and public policy.

In a megalopolis as enormous as the LA region, “there’s traffic because there’s 18 and a half million people who are trying to move around along with lots of goods.”

UCLA Luskin Faculty Win Grants to Internationalize Curriculum

Two UCLA Luskin faculty members are among 16 recipients of the inaugural Global Education Awards for Internationalizing Curriculum, launched as part of UCLA’s strategic goal to expand its global reach.

The awards support efforts to revise a current UCLA course, design a new course, or design a new program, concentration, or track that incorporates global perspectives.

Kian Goh, associate professor of urban planning, is developing Global Cities and Global Climate Change, an interdisciplinary course that will help students better understand global climate change and its impacts on urban ways of life.

Lené Levy-Storms, associate professor of social welfare, will partner with two Mongolian universities to develop a new elective for the gerontology interdisciplinary minor that uses international perspectives to explore intergenerational relationships throughout the human aging experience.

In its first year, the UCLA Global Advisors Council also awarded 10 Global Research Awards, focused on expanding an existing domestic research project, enhancing one or more international partnerships, or engaging students and other partners in a research initiative that addresses global issues. The 2025 global education and research grants totaled nearly $500,000.

Read the full story

National Shade Map a Stroke of ‘Bruingenuity’

A new national Shade Map spearheaded by experts at the UCLA Luskin Center for Innovation and the nonprofit American Forests made UCLA Magazine’s list of the top 25 “Bruinventions” of the 21st Century (so far).

The tool helps cities across the United States respond to extreme heat by mapping an essential climate solution: shade.

“Never before has it been this easy for communities in the U.S. to know how much shade they have, where it is and whether the source is buildings or vegetation,” said V. Kelly Turner, associate director of the UCLA Luskin Center for Innovation. The resource gives decision-makers in more than 360 cities and towns the data to guide local heat resilience efforts.

The top 25 Bruinventions, listed in the latest edition of UCLA Magazine, pays tribute to the long history of creativity and innovation by UCLA students, faculty and alumni. This century’s index of Bruingenuity includes scientific discoveries, technological wizardry, medical marvels, and ingenious gadgets.

Read the full story

Global Study Reveals Best Cities for Walking and Cycling

A new global study analyzed walking and cycling patterns in 11,587 cities across 121 countries, revealing that some cities consistently outperform others for active transportation. Dense cities with extensive bike lanes, such as Wageningen in the Netherlands and Copenhagen in Denmark, top the list, while terrain and climate have less impact than previously assumed.

The research also highlights the influence of policy and pricing: higher gas prices and investments in nonmotorized infrastructure significantly increase walking and cycling rates. Cities like Osaka, Japan, and Nairobi, Kenya, showcase how thoughtful urban design can balance pedestrians, cyclists, and vehicles.

Lead author and Luskin professor of urban planning Adam Millard-Ball emphasizes that infrastructure drives behavior: “It’s not that Dutch people are genetically predisposed to cycling; it’s that most Dutch cities have really good infrastructure for cycling. If it were quicker and safe to walk or bike to their kids’ school or to the store or to work, then Americans would do that just as much as anyone else.”