Business

On a Crenshaw Boulevard corner, old gives way to new, but it stays in the family

Published

1 year ago

December 5, 2024

On a Crenshaw Boulevard corner, old gives way to new, but it stays in the family

The corner lot on Crenshaw Boulevard and 54th Street looks like any other construction site. Inside the chain-link fence encircling the property, an excavator last week was moving a pile of rubble — the last remains of an old building that had been demolished to make room for something new.

But the mundane scene belied an unusual story in Los Angeles real estate: Instead of selling it, a Black family with deep roots in South L.A. chose to hold on to a property they’ve owned for decades and develop it themselves into a $24-million apartment and retail building.

They’ll mark their progress with a formal groundbreaking ceremony Thursday, a rare instance of a local, minority property owner participating in the redevelopment of their neighborhood, which had long been overlooked by conventional developers. In keeping a seat at the table, they are bucking the norms for how development in L.A. typically is done, in which owners sell to outside developers looking to capitalize on the rising fortunes of once-neglected historic neighborhoods.

But even with a train stop for Metro’s new light rail K line nearby, funding for the project was hard to come by. It took years of effort before siblings Jamial Clark and Bridgette Reed, who inherited the property from their parents, could start turning their mother’s former hair salon and wig shop property into a six-story building with 48 apartments and perhaps a small grocery store in the first-floor retail space.

The grind, they said, has been worth it. Their parents, Henry and Lucretia Clark, scraped together money in 1995 to buy the building and the siblings didn’t want to let go of it. Perhaps, they said, they will provide a road map to others who own properties in evolving neighborhoods near the many new transit lines being built and planned by Metro.

Co-developer Kacy Keys, left, and Clark family members Bridgette Reed and brother Jamial Clark at the site.

(Myung J. Chun / Los Angeles Times)

“There are a lot of Black-owned properties up and down Crenshaw,” Reed said. “We just want to encourage other families to do the same thing and not sell out to these developers who are coming in and actually pricing us out of our own communities.”

Key to getting their project underway was teaming with developer Kacy Keys, who has spent nearly three decades building commercial projects including apartments, offices and stores. She heads Praxis Development Group, which will have an equity stake in the project, which is named Clark on 54th.

“We were responsible for playing the developer role,” Keys said of her company, such as getting city construction approvals, overseeing the design, hiring contractors and finding financing. The Clarks “agreed to contribute their land into a joint venture with us.”

Both Praxis and the Clarks had to put up cash for the last few years to make sure the project didn’t falter, which was worrying, Jamial Clark said.

An apartment building will be built at Crenshaw Boulevard and 54th Street in Los Angeles near the Metro K line.

“I invested over $100,000 of my money just to keep things going,” he said, “and to keep bills paid and the mortgage paid,” but he and his sister didn’t want to let go of the property their parents toiled over and where they spent many hours of their young lives.

“Selling was never going to be an option, even though we got to a point where we had to think about it” as rising interest rates and inflation drove the potential cost of the project so high it looked out of reach, Clark said.

The pair attended nearby 54th Street Elementary School and after classes they walked to their mother’s salon, where they pitched in answering the phone.

“It was like our second home,” Clark said, a place with a nurturing vibe that encouraged customers to linger and chat.

“Mom was old-school press-and-curl,” he said, referring to a popular hairstyle in the 1990s. “My mom was taking out those weaves and regrowing their hair.”

The salon had a private area where women with thinning hair could get scalp treatments that included massages from their late beautician sister Carla Taylor and oils formulated by their mother.

“It was almost like a counseling session,” he said. “The ladies would stay after they got their hair done and order lunch.”

Members of the Clark family have owned the property for decades.

On Saturdays their mom played such “old” music as the Temptations, Al Green and the Whispers, he said. “The ladies would just love to come and sit.”

Her tenants in the building included the wig shop with a celebrity clientele, a shoe repair shop, a frame shop and a social services provider, all of which relocated in the neighborhood, he said.

Some neighbors were apprehensive about the plan to knock down a building infused with emotions and memories for so many, but Clark saw an opportunity to be part of potential economic changes coming to the area. In West Adams, another historically black community, development of new apartments, restaurants and shops was already taking place on Adams Boulevard.

“I was like, ‘Wow, Crenshaw should be comparable to that, at least.’”

In the 1920s and 1930s, Central Avenue was the center of L.A.’s black community. Later, the center shifted to the Crenshaw Corridor, particularly between Adams and Slauson Avenue, said real estate developer Philip Hart, who is familiar with the plans for Clark at 54th but not involved in the project.

Lately, the multibillion-dollar public investments in Metro’s Crenshaw line and the Expo line that intersects it “have had a ripple effect in terms of the communities they serve becoming desirable,” Hart said.

That economic shift puts pressure on local residents, he said. “Can they continue to pay their rent or their property taxes? The question of gentrification and displacement has become a very important question in the Crenshaw District over the past 10 years or so.”

If redevelopment doesn’t bring with it affordable housing and good-paying jobs, residents will be priced out of their neighborhoods and join a long-running exodus to Palmdale, Lancaster and the Inland Empire, where the cost of living is cheaper, he said.

The Crenshaw community, Hart said, “should retain its historic African American cultural cachet.”

Keys and the Clarks hope their project will play a small part in keeping the neighborhood intact. The building will include 10 units considered “deeply affordable” because they are reserved for tenants earning 50% of the median income in the area when they become available in late 2026.

The apartments will be bigger than average, including two- and three-bedroom units to accommodate families, said Keys, who is working on the project with her partner Charles Wise.

Work has begun on a new 48-unit apartment building near the Metro K line.

One of the biggest challenges to getting the project underway was finding financing. A building that size typically would be funded with a loan or two, but Keys had to assemble a complicated package from seven entities including philanthropic nonprofits after approaching about 100 financing sources.

“Even though I’ve built over a billion dollars’ worth of projects over the course of my career, this was my first time as a small woman-led business that I was raising money on my own,” Keys said. “It was incredibly challenging.”

Praxis put up more than $200,000 of its own funds and worked without compensation to prove that partnering with legacy landowners to create new housing can work, she said.

Among the financiers was MSquared, a women-owned real estate development and investment firm that will retain an equity share, as will New York investment and development firm Six Peak Capital.

The need to securing financing from multiple sources dragged out the process, but the effort was worth it, Hart said.

“What they’ve done was challenging, but they’ve done it and they’re having a groundbreaking,” he said. “That’s a good thing.”

Business

Disneyland Resort President Thomas Mazloum named parks chief

Published

12 hours ago

March 11, 2026

Press Room

Disneyland Resort President Thomas Mazloum named parks chief

Disneyland Resort President Thomas Mazloum has been named chairman of Walt Disney Co.’s experiences division, the company said Tuesday.

Mazloum succeeds soon-to-be Disney Chief Executive Josh D’Amaro as the head of the Mouse House’s vital parks portfolio, which has become the economic engine for the Burbank media and entertainment giant. His purview includes Disney’s theme parks, famed Imagineering division, merchandise, cruise line, as well as the Aulani resort and spa in Hawaii.

Jill Estorino will become the head of Disneyland Resort in Anaheim. She previously served as president and managing director of Disney Parks International and oversaw the company’s theme parks and resorts in Europe and Asia.

Estorino and Mazloum will assume their new roles on March 18, the same day as D’Amaro and incoming Disney President and Chief Creative Officer Dana Walden.

“Thomas Mazloum is an exceptional leader with a genuine appreciation for our cast members and a proven track record of delivering growth,” D’Amaro said in a statement. “His focus on service excellence, broad international leadership and strong connection to the creativity that brings our stories to life make him the right leader to guide Disney Experiences into its next chapter.”

Mazloum had been about a year into his tenure at Disneyland. Before that, he was head of Disney Signature Experiences, which includes the cruise line. He was trained in hospitality in Europe.

In his time at Disneyland, Mazloum oversaw the park’s 70th anniversary celebration and recently pledged to eliminate time limitations for park-hopping, which are designed to manage foot traffic at Disneyland and California Adventure.

Mazloum will now oversee a 10-year, $60-billion investment plan for Disney’s overall experiences business, which includes new themed lands in Disneyland Resort and Walt Disney World. At Disneyland, that expansion could result in at least $1.9 billion of development.

The size of that investment indicates how important the parks are to Disney’s bottom line. Last year, the experiences business brought in nearly 57% of the company’s operating income. Maintaining that momentum, as well as fending off competitors such as Universal Studios, is key to Disney’s continued growth.

In his new role, Mazloum will have to keep an eye on “international visitation headwinds” at its U.S.-based parks, which the company has said probably will factor into its earnings for its fiscal second quarter. At Disneyland Resort, that dip was mitigated by the park’s high percentage of California-based visitors.

Times staff writer Todd Martens contributed to this report.

Business

What soaring gas prices mean for California’s EV market

Published

24 hours ago

March 10, 2026

Press Room

What soaring gas prices mean for California’s EV market

It has been a bumpy road for the electric vehicle market as declining federal support and plateauing public interest have eaten away at sales.

But EV sellers could soon receive a boost from an unexpected source: The war in Iran is pushing up gas prices.

As Americans look to save money at the pump, more will consider switching to an electric or hybrid vehicle. Average gas prices in the U.S. have risen nearly 17% since Feb. 28 to reach $3.48 per gallon. In California, the average is $5.20 per gallon.

Electric vehicles are pricier than gasoline-powered cars and charging them isn’t cheap with current electricity prices, but sky-high gas prices can tip the scales for consumers deciding which kind of vehicle to buy next.

“We probably will see an uptick in EV adoption and particularly hybrid adoption” if gas prices stay high, said Sam Abuelsamid, an auto analyst at Telemetry Agency. “The last time we had oil prices top $100 per barrel was early 2022 and that’s when we saw EV sales really start to pick up in the U.S.”

In a 2022 AAA survey, 77% of respondents said saving money on gas was their primary motivator for purchasing an electric vehicle. That year, 25% of survey respondents said they were likely or very likely to purchase an EV.

As oil prices cooled, the number fell to16% in 2025.

In California, annual sales of new light-duty zero-emission vehicles jumped 43% in 2022, according to the state’s Energy Commission. The market share of zero-emission vehicles among all light-duty vehicles sold rose from 12% in 2021 to 19% in 2022.

“Prior to 2022, we didn’t really have EVs available when we had oil price shocks,” Abuelsamid said. “But every time we did, it coincided with a move toward more fuel-efficient vehicles.”

Dealers are anticipating a windfall.

Brian Maas, president of the California New Car Dealers Assn., predicted enthusiasm for EVs will rebound across California if oil prices don’t come down.

“If prior gasoline price spikes are any indication, you tend to see interest in more fuel-efficient vehicles,” he said.

Rising gas prices could be a lifeline for EV makers at a time when federal support for green cars has been declining.

Under President Trump, a federal $7,500 tax incentive for new electric vehicles was eliminated in September, along with a $4,000 incentive for used electric vehicles.

In California, the zero-emission vehicle share of the total new-vehicle market was 22% through the first 10 months of 2025, then dropped sharply to 12% in the last two months of the year, according to the California Auto Outlook.

Meanwhile Tesla, the most popular EV brand in the country, has grappled with an implosion of its reputation with some consumers after its chief executive, Elon Musk, became one of Trump’s most vocal supporters and helped run the controversial Department of Government Efficiency.

Over the last several months, Ford, General Motors and Stellantis have pared back EV ambitions.

Other automakers, including Nissan, announced plans to stop producing their more affordable electric models.

The Trump administration has moved to roll back federal fuel economy standards and revoked California’s permission to implement a ban on new gas-powered car sales by 2035.

David Reichmuth, a researcher with the Clean Transportation program in the Union of Concerned Scientists, said the shift in production plans will affect EV availability, even if demand surges.

That could keep people from switching to cleaner vehicles regardless of higher gas prices.

“This is a transition that we need to make for both public health and to try to slow the damage from global warming, whether or not the price of gasoline is $3 or $5 or $6 a gallon,” he said.

According to Cox Automotive, new EV sales nationally were down 41% in November from a year earlier. Used EV sales were down 14% year over year that month.

To be sure, oil prices can fluctuate wildly in times of uncertainty. It will take time for consumers to decide on new purchases.

Brian Kim, who manages used car sales at Ford of Downtown LA, said he has yet to see a jump in the number of people interested in EVs, hybrids or more fuel-efficient gas-powered engines.

Still, if the price at the pump stays stuck above its current level, it could happen soon.

“Once the gas prices hit six [dollars per gallon] or more and people feel it in their pocket, maybe things will start to change,” he said.

Business

Nearly 60 gigawatts of U.S. clean power stalled, trade group finds

Published

2 days ago

March 10, 2026

Press Room

Nearly 60 gigawatts of U.S. clean power stalled, trade group finds

A total of 59 gigawatts of U.S. clean energy projects are facing delays at a time when demand for power from AI data centers is surging, according to a trade group study.

Developers are seeing an average delay of 19 months over issues such as long interconnection times, supply constraints and regulatory barriers, the American Clean Power Assn. said in a quarterly market report.

The backlog is happening despite the growing need for power on grids that are being taxed by energy-hungry data centers and increased manufacturing. The Trump administration has implemented a slew of policies to slow the build-out of solar and wind projects, including delaying approvals on federal lands.

The potential energy generation facing delays is the equivalent of 59 traditional nuclear reactors, enough to power more than 44 million homes simultaneously.

“Current policy instability is beginning to impact investor confidence and negatively impact project timelines at a time when demand is surging,” American Clean Power Chief Policy Officer JC Sandberg said in a statement.

Despite the hurdles, developers were able to bring more than 50 gigawatts of wind, solar and batteries online in 2025, accounting for more than 90% of all new power capacity in the U.S., the report found. Clean power purchase agreements declined 36% in 2025 compared with 2024, signaling that the build-out of clean power in the U.S. could be lower in the 2028 to 2030 time period, according to the report.

Chediak writes for Bloomberg.