Researchers who study cities have long documented an “urban wage premium,” whereby workers in denser, larger cities tend to have higher wage and salary incomes. But a new study by a UCLA scholar is providing fresh insight into how growing population density in urban areas contributes to pay inequalities by race and gender.
In research published this month in the Journal of Urban Affairs, Max Buchholz, a postdoctoral researcher working with Professor Michael Storper of the UCLA Luskin School of Public Affairs, shows that this wage premium primarily benefits white and male workers, with significantly less positive impacts for Black workers, and possibly none for Latino and female workers.
Furthermore, gender-based wage inequality related to urbanization tends to be significant between men and women who have children but relatively insubstantial between men and women without children.
“My findings suggest there is something about cities that makes it particularly difficult for women to manage the dual responsibilities of child care and having a career,” Buchholz said.
He also looked at the constraints and tradeoffs that arise when urban workers balance employment opportunities with choices about housing quality and affordability, commuting and other activities. These “congestion costs” have been shown to have negative impacts disproportionately borne by women and people of color.
In particular, Buchholz found that the relationship between density and pay inequality became stronger when commute times to and from work also increased. Moreover, as urban areas get denser, commute times for Black workers and Asian American and Pacific Islander workers increase relative to white workers. But female–male commuting inequality decreases.
“This suggests that rising density doubly disadvantages Black workers with relatively lower wages and longer commutes, prompts AAPI workers to commute longer for pay that is equal to white workers, and constrains women’s access to jobs that suit their skills and qualifications,” Buchholz said.
The research was supported by a postdoctoral research fellowship from the National Science Foundation.
CNN spoke to UCLA’s Luskin’s Donald Shoup about why cities across the United States are cracking down on free curbside parking. Curb space is prime real estate for pedestrians crossing the street, residents looking for parking, workers dropping off food and deliveries, bicyclists, emergency vehicles, garbage trucks, sidewalk restaurants, electric vehicle charging stations and more. So a growing number of cities are removing free parking and charging for spots based on demand. Shoup, the dean of parking researchers in America, has been an advocate of such reforms for decades. “You pay for everything else related to cars. The one thing you don’t pay for — curb parking — is a mess,” he said.
Gregory Pierce, director of the Human Right to Water Solutions Lab at the UCLA Luskin Center for Innovation, participated in a discussion about the safety of tap water in California organized by KQED, the NPR and PBS member station for Northern California. Pierce, who received his master’s and Ph.D. degrees from UCLA Luskin Urban Planning, spoke about findings in a recent study conducted in cooperation with the University of Texas at Austin that found social factors — such as low population density, high housing vacancy, disability and race — can have a stronger influence than median household income on whether a community’s municipal water supply is more likely to have health-based water-quality violations.
Research by the UCLA Lewis Center for Regional Policy Studies was cited in a New York Times opinion piece regarding the racial gap in American road deaths. The piece brings attention to the higher rates of pedestrian deaths among Black and brown communities compared to white communities. In the city of Los Angeles, Black residents made up 8.6% of the population yet represented more than 18% of all pedestrians killed and around 15% of all cyclists killed, according to the 2020 Lewis Center policy brief authored by Madeline Brozen and Annaleigh Yahata Ekman. “For decades, the United States has prioritized the needs of people driving through cities over the well-being of the people living in them, and largely at the expense of communities with the least political clout,” the article states. It calls on cities to invest in safer road designs and speed limit enforcement to prevent pedestrian deaths.
“But it dawned on me that a really important foundational piece of work that was published one-half century ago, 50 years ago, was Marty Wach’s paper on accessibility,” said Cervero during a Feb. 28 presentation in honor of his former urban planning mentor and colleague. “And why don’t I wrap my talk … around the theme of that paper and try to show how it really shaped my own research in this field and, I would suggest, generations of other people as well.”
Titled “Physical Accessibility as a Social Indicator,” the article by Wachs and T. Gordon Kumagai continues to influence planning policy, said Cervero, who earned his doctorate in urban planning at UCLA in 1980 and joined UC Berkeley’s city and regional planning faculty, where he remained until 2016.
“The article really highlights a number of different contexts of which accessibility should really be an overarching principle that guides what we do in this field of urban planning and transportation,” Cervero said.
During introductory remarks, UCLA Luskin Professor Brian Taylor mentioned that the lecture was the first in the series to be presented without Wachs himself in attendance. The longtime urban planning scholar taught at both UCLA and UC Berkeley before his death in 2021. Members of the Wachs family, including his wife, Helen, were in attendance.
Presented in conjunction with the Luskin Lecture Series, Cervero’s talk was titled, “Accessibility, Social Equity, and Contemporary Policy Debates,” and he spoke about how the concepts put forth 50 years before still have relevance today, especially in regard to how access to transportation contributes to the well-being of people living in cities.
“Marty made the point with his co-author that this sensibility happens at multiple scales. It’s regional access to jobs or medical facilities, but it’s also at the micro-scale of ‘Do you have access to, say, a bus?’” said Cervero, who said he built on this notion in his own research about socioeconomic matching in terms of the realities of transportation access. A person might live in a transit-rich area, for example, “but if you’re in a wheelchair, and the buses don’t have wheelchair ramps, then you don’t have great transit access.”
In the 1970s, few scholars prior to Wachs had written about these types of human components to transportation access. “To me, it was truly revolutionary,” Cervero said.
For example, Cervero found that people living in central city neighborhoods often bear disproportionately higher costs for transportation services. Because they make frequent off-peak trips for necessities like groceries, they end up paying a lot more than affluent suburbanites taking fewer trips over longer distances.
The disparity also was apparent when he and other researchers looked at why people who seemed to have public transit options readily available to them choose to rely primarily on their vehicles instead.
“A lot of these individuals were people like working moms who had very complex travel patterns,” Cervero said. “They have a child to drop off at the child care center and then go to their job. They were taking vocational courses at night and had to get there at a time when public transit service was bad. They had split-shift weekend jobs when transit services are notoriously lousy. So, they need a car.”
In looking at the concepts articulated by Wachs so many years before, Cervero also found lessons that can be applied to some of today’s planning and policy debates. One example is the idea of a “15-minute city,” a place designed by planners to ensure that most people have ready access not just to work but to the other necessities of daily life within 15 minutes of their homes.
The idea is laudable, but it has its critics.
“If you really insist on this, you potentially stifle economic competition. Companies don’t want to thinly distribute activities everywhere,” said Cervero, as some in the audience of UCLA faculty, staff, students and alumni nodded their heads in agreement. “So, this idea of a 15-minute city really runs in the face of what economists have long argued are important economic drivers towards the economic growth and performance of a city.”
In his career, Cervero has consulted on transportation and urban planning projects worldwide, including recently in Singapore. “They’ve come up with this idea of the 20-minute town and the 45-minute city. You can reach a lot of things within 20 minutes. But when it comes to employment, when it comes to going to see a sporting event or buying a car or going to a regional hospital with specialized medical care, that’s a 45-minute city. So, I think we’re getting a lot better articulation and sensible policy.”
During a Q&A session after his formal presentation, Cervero spoke with UCLA Professor Adam Millard-Ball and took questions from the audience. When asked to talk more about his global experience, he explained that much of the scholarly work to date has focused on urban life in the United States and Europe.
Some of today’s researchers focus on climate change impacts and how to find “a little more efficiency out of electric mobility or ridesharing or whatever. But in the grand scheme of things, over the next 20 or 30 years, 80% to 90% of urbanization is not going to happen in the Global North. It’s going to be in south Asia and Africa, and whatever happens there is going to swamp any and everything we do here, particularly in the rates of carbon emissions and so forth.”
In the developed world, the focus is often on how to get people from the central cores to jobs in suburbia. That’s less true in places like Mexico, South America, Indonesia and other parts of Asia.
“It’s a totally different landscape. Most of the poor are not in cities but in far-flung suburbs or towns. When you’re talking about lack of access, it’s a two- to three-hour, one-way daily commute,” Cervero said. “The amount of time and resources you have to invest is enormous just getting to and from where you need to be in order to have the earnings to cover basic needs.”
He was also asked about the impact of the COVID-19 pandemic and the resulting rise in remote work.
“Historically, we think of physical proximity,” said Cervero, noting that when workers have highly specialized skill sets they depend on interactions in teams of people with other specialized skills to thrive.
“The whole idea of access being tied to location is being somewhat thrown around by all these rapidly evolving, powerful kinds of technological advances,” he said. “Technology is transforming. The notion of physical proximity as we all know it has long driven the idea of cooperation. But maybe it happens less.”
Established by students, the Wachs Lecture Series features prominent and innovative scholars and policymakers in the field of transportation. The UCLA Luskin Lecture series brings together scholars with local and national leaders to discuss solutions to society’s most pressing problems. This event was organized by UCLA’s Luskin School of Public Affairs and Institute of Transportation Studies, for which Taylor has served as the director and Millard-Ball the interim director. Cervero was the director of UC Berkeley’s counterpart to ITS for many years.
Donald Shoup’s travels down paths that other academics overlooked have profoundly changed the way we understand cities, and inspired a viable movement to improve them. That’s the message of an essay published in the Journal of Planning Education and Research that offers a personal glimpse into the life and scholarship of Shoup, the distinguished professor whose research has shed light on the consequences of misguided parking policies. The essay is written by Michael Manville, his colleague on the UCLA Luskin Urban Planning faculty, who describes Shoup as the unique academic who offers practical, specific solutions to policy puzzles. His work has led to a “monumental act of reform” in California, a new law abolishing parking requirements within half a mile of transit. “What truly sets Don apart is his relentless pursuit of clarity,” Manville writes. “Don has shown that when we give people knowledge, they will use it, and the world will, in small steps, get better.”
Assistant Professor of Urban Planning Kian Goh led a dialogue about equity, grassroots activism and climate change in the Mar. 2 Luskin Summit webinar “Cities and Global Climate Justice.” Goh, who serves as associate faculty director of the UCLA Luskin Institute on Inequality and Democracy, started the conversation by discussing community-based activism in Jakarta, Indonesia. Eric Chu of UC Davis spoke about competing visions of the urban built environment and the power of activist groups to reimagine what their communities will look like through a lens of justice and equity. Hugo Sarmiento of Columbia University noted that, in Colombia, the main drivers of risk are social, economic, political and oftentimes racial exclusion from the housing market. “Residents have already been displaced by war and conflict, and now they are being displaced by the city,” he explained. Idowu “Jola” Ajibade of Portland State University said issues such as environmental degradation, homelessness, joblessness, and lack of access to sanitation and health care affect the way that climate change is perceived in the Global South, where many communities are already marginalized. “The ways in which people are challenging the system also helps us think about how we might transform the urban society more equitably,” Ajibade said. Kasia Paprocki of the London School of Economics and Political Science discussed how the transition from a rural to urban economy is seen as a necessary and even positive development, which dismisses the experiences of many of the individuals being displaced. Michael Fleming of the UCLA Luskin Board of Advisors was on hand to welcome the panelists.
UCLA Chancellor Gene Block shared Distinguished Professor of Urban Planning Michael Storper’s research on the evolution of cities at the Milken Institute’s recent Global Conference, which convened thousands of leaders from government, health care, finance, technology, philanthropy, media and higher education to tackle urgent global economic and social issues. Building on the conference’s theme of “Charting a New Course,” Block joined several discussions with the aim of sharing lessons learned from recent social movements and the global pandemic to reimagine a more prosperous future for all. “Cities keep growing and they keep thriving, but they’re changing. We’re seeing from the pandemic something that we refer to as ‘social scarring,’ or deep psychological impact that’s not going away quickly,” Block said, pointing to Storper’s research. “It’s changing people’s behavior and how they feel about density.” The 24th edition of the Global Conference was held in Beverly Hills from Oct. 17-20.
Max Dubler is a Los Angeles-based photographer, writer, videographer, designer, downhill skateboarder and, now, master’s student at UCLA Luskin.
Dubler began his pursuit of a Master of Urban and Regional Planning degree at UCLA in fall 2021 after more than 10 years working in the skateboard industry. Although he was a sponsored rider for a while, most
of his experience has been as a photographer and magazine writer.
“I lived in a house with a bunch of skateboarders, and we would go out to Malibu and skate hills all day. When it was my turn to drive the car, I would go down ahead of the skaters and shoot photos,” Dubler recalled. When he wasn’t at home in L.A., he was traveling across America and the world making photographs and videos of his friends, which he sold to skateboard companies and skate media outlets.
How did he make the connection from skateboarding to urban planning?
“I wanted to understand skateboarding on a more intellectual level. The skateboard is a simple toy that has been invented thousands of times. Why did it catch on in Southern California in the 1960s?” Dubler said. “I realized that skateboards needed a hard, flat surface to roll on, and that those surfaces did not exist in large quantities until cars took over the built environment.”
In Southern California, concrete embankments are commonplace to prevent erosion. “I figured that those concrete waves made skateboarding fun enough to stick with after you fell for the third time,” he said. “Over the long term, the history of skateboarding mirrors the history of the built environment itself.”
In his travels, Dubler took note of how built environments shaped his sport. The soft sandstone of Southern California produces swooping, banked turns with a flowing quality — he says the one-way downhill Tuna Canyon Road in Malibu is the top-tier experience for downhill skateboarders. But in Colorado, many highways are cut straight through massive granite mountains, making
for a very different style of skateboarding.
“Street skateboarding is very reactive to landscape architecture,” he said. “Downhill skateboarding is more in the civil engineering space.”
Dubler later met planners through personal connections. And when he and his friends were forced to move after a wave of homes on their block in Westchester were bought out, renovated, flipped and sold, “I realized I had to have opinions about urbanism.”
Skateboarding remains banned or heavily restricted in many cities. “Skateboarding is superficially dangerous — kids frequently fall and break their wrists when they’re learning to ride — and since the ’70s there’s been this attitude that if kids are being hurt, we need to ban something,” Dubler said.
Plus, skateboarding culture has portrayed itself as a rebellious, counter-culture activity, for better or worse.
“It’s a creative approach to the built environment and an appropriation of landscape architecture as a space for play,” he said. “You’re not supposed to jump down a handrail — you’re supposed to use it to get down the stairs safely. So, it’s transgressive in its very nature.”
As a planner, Dubler sees a future for skateboarding as something more than a recreational outlet for “teenage white dudes” attempting dangerous stunts.
“The urban planning version of this is complete streets that are not designed solely for cars and parking, but where skateboards could roll next to bikes,” Dubler said. “That’s my vision at least: a lot more women, older people, queer people, people of color riding skateboards for fun and transportation and not buying into this very narrow vision of what skateboarding is and who it’s for.”
Urban Planning Distinguished Professor Michael Storper co-authored a paper assessing COVID-19’s anticipated impact on the economic, political and social fabric of cities for the journal Urban Studies. As the world continues to adapt to the pandemic, “we remain in a period of extended social experimentation, with households, business, the professions and the public sector all in the game,” wrote Storper and co-authors Richard Florida of the University of Toronto and Andrés Rodríguez-Pose of the London School of Economics. Throughout history, major metropolitan areas have proved resilient to epidemics and other crises and catastrophes, they wrote. “Nonetheless, even if large cities are unlikely to lose their prominent role, they will be transformed and changed — in the short term and even well after mass immunity.” The authors predict that “social scarring” based on the continued fear of coronavirus infection will continue to influence residence choice, travel and commute patterns, and the economic viability of certain businesses and social gathering spaces. The future of downtowns hangs in the balance as remote work is normalized and online shopping grows even more common. “Cities might increasingly become cultural and civic places rather than shopping destinations or office hubs,” they wrote. Despite its horrific toll, the pandemic offers a window of opportunity where cities can reset, re-energize and call old practices into question, the authors conclude. “As cities rebuild and recover, … they can pilot efforts to confront the widening chasms between classes and neighborhoods and prepare for the many threats of climate change.”