Americans may aspire to single-family homes, but in South Korea, apartments are king
Located just outside the capital of Seoul, the building isn't very tall — just 16 stories — by South Korean standards, but the complex consists of 36 separate structures, which are nearly identical except for the building number displayed on their sides.
The 2,000-plus units come in the same standardized dimensions found everywhere in the country (Lee lives in a '84C,' which has 84 square meters, or about 900 square feet, of floor space) and offer, in some ways, a ready-made life. The amenities scattered throughout the campus include a rock garden with a fake waterfall, a playground, a gym, an administration office, a senior center and a 'moms cafe.'
But this, for the most part, is South Korea's middle-class dream of home ownership — its version of a house with the white picket fence.
'The bigger the apartment complex, the better the surrounding infrastructure, like public transportation, schools, hospitals, grocery stories, parks and so on,' Lee said. 'I like how easy it is to communicate with the neighbors in the complex because there's a well-run online community.'
Most in the country would agree: Today, 64% of South Korean households live in such multifamily housing, the majority of them in apartments with five or more stories.
Such a reality seems unimaginable in cities like Los Angeles, which has limited or prohibited the construction of dense housing in single-family zones.
'Los Angeles is often seen as an endless tableau of individual houses, each with their own yard and garden,' Max Podemski, an L.A.-based urban planner, wrote in The Times last year. 'Apartment buildings are anathema to the city's ethos.'
In recent years, the price of that ethos has become increasingly apparent in the form of a severe housing shortage. In the city of Los Angeles, where nearly 75% of all residential land is zoned for stand-alone single-family homes, rents have been in a seemingly endless ascent, contributing to one of the worst homelessness crises in the country. As a remedy, the state of California has ordered the construction of more than 450,000 new housing units by 2029.
The plan will almost certainly require the building of some form of apartment-style housing, but construction has lagged amid fierce resistance.
Sixty years ago, South Korea stood at a similar crossroads. But the series of urban housing policies it implemented led to the primacy of the apartment, and in doing so, transformed South Korean notions of housing over the course of a single generation.
The results of that program have been mixed. But in one important respect, at least, it has been successful: Seoul, which is half the size of the city of L.A., is home to a population of 9.6 million — compared with the estimated 3.3 million people who live here.
For Lee, the trade-off is a worthwhile one.
In an ideal world, she would have a garage for the sort of garage sales she's admired in American movies. 'But South Korea is a small country,' she said. 'It is necessary to use space as efficiently as possible.'
Apartments, in her view, have spared her from the miseries of suburban housing. Restaurants and stores are close by. Easy access to public transportation means she doesn't need a car to get everywhere.
'Maybe it's because of my Korean need to have everything done quickly, but I think it'd be uncomfortable to live somewhere that doesn't have these things within reach at all times,' she said. 'I like to go out at night; I think it would be boring to have all the lights go off at 9 p.m.'
***
Apartments first began appearing in South Korea in the 1960s and 1970s, as part of a government response to a housing crisis in the nation's capital — a byproduct of the era's rapid industrialization and subsequent urban population boom.
In the 1960s, single-family detached dwellings made up around 95% of homes in the country. But over the following decade, as rural migrants flooded Seoul in search of factory work, doubling the population from 2.4 to 5.5 million, many in this new urban working class found themselves without homes. As a result, many of them settled in shantytowns on the city's outskirts, living in makeshift sheet-metal homes.
The authoritarian government at the time, led by a former army general named Park Chung-hee, declared apartments to be the solution and embarked on a building spree that would continue under subsequent administrations. Eased height restrictions and incentives for construction companies helped add between 20,000 to 100,000 new apartment units every year.
They were pushed by political leaders in South Korea as a high-tech modernist paradise, soon making them the most desirable form of housing for the middle and upper classes. Known as apateu, which specifically refers to a high-rise apartment building built as part of a larger complex — as distinct from lower stand-alone buildings — they symbolized Western cachet and upward social mobility.
'Around the late 1990s and early 2000s, almost every big-name celebrity at the time appeared in apartment commercials,' recalled Jung Heon-mok, an anthropologist at the Academy of Korean Studies who has studied the history of South Korean apartments. 'But the biggest reason that apartments proliferated as they did was because they were done at scale, in complexes of five buildings or more.'
Essential to the modern apateu are the amenities — such as on-site kindergartens or convenience stores — that allow them to function like miniature towns. This has also turned them into branded commodities and class signifiers, built by construction conglomerates like Samsung, and taking on names like 'castle' or 'palace.' (One of the first such branded apartment complexes was Trump Tower, a luxury development built in Seoul in the late 1990s by a construction firm that licensed the name of Donald Trump.)
All of this has made the detached single-family home, for the most part, obsolete. In Seoul, such homes now make up just 10% of the housing stock. Among many younger South Koreans like Lee, they are associated with retirement in the countryside, or, as she puts it: for 'grilling in the garden for your grandkids.'
***
This model has not been without problems.
There are the usual issues that come with dense housing. In buildings with poor soundproofing, 'inter-floor noise' between units is such a universal scourge that the government runs a noise-related dispute resolution center while discouraging people from angrily confronting their neighbors, a situation that occasionally escalates into headline-making violence.
Some apartment buildings have proved to be too much even for a country accustomed to unsentimentally efficient forms of housing. One 19-story, 4,635-unit complex built by a big-name apartment brand in one of the wealthiest areas of Seoul looks so oppressive that it has become a curiosity, mocked by some as a prison or chicken coop.
The sheer number of apartments has prompted criticism of Seoul's skyline as sterile and ugly. South Koreans have described its uniform, rectangular columns as 'matchboxes.' And despite the aspirations attached to them, there is also a wariness about a culture where homes are built in such disposable, assembly line-like fashion.
Many people here are increasingly questioning how this form of housing, with its nearly identical layouts, has shaped the disposition of contemporary South Korean society, often criticized by its own members as overly homogenized and lockstep.
'I'm concerned that apartments have made South Koreans' lifestyles too similar,' said Maing Pil-soo, an architect and urban planning professor at Seoul National University. 'And with similar lifestyles, you end up with a similar way of thinking. Much like the cityscape itself, everything becomes flattened and uniform.'
Jung, the anthropologist, believes South Korea's apartment complexes, with their promise of an atomized, frictionless life, have eroded the more expansive social bonds that defined traditional society — like those that extended across entire villages — making its inhabitants more individualistic and insular.
'At the end of the day, apartments here are undoubtedly extremely convenient — that's why they became so popular,' he said. 'But part of that convenience is because they insulate you from the concerns of the wider world. Once you're inside your complex and in your home, you don't have to pay attention to your neighbors or their issues.'
Still, Jung says this uniformity isn't all bad. It is what made them such easily scalable solutions to the housing crisis of decades past. It is also, in some ways, an equalizing force.
'I think apartments are partly why certain types of social inequalities you see in the U.S. are comparatively less severe in South Korea,' he said.
Though many branded apartment complexes now resemble gated communities with exclusionary homeowner associations, Jung points out that on the whole, the dominance of multifamily housing has inadvertently encouraged more social mixing between classes, a physical closeness that creates the sense that everyone is inhabiting the same broader space.
Even Seoul's wealthiest neighborhoods feel, to an extent that is hard to see in many American cities, porous and accessible. Wealthier often means having a nicer apartment, but an apartment all the same, existing in the same environs as those in a different price range.
'And even though we occasionally use disparaging terms like 'chicken coop' to describe them, once you actually step inside one of those apartments, they don't feel like that at all,' Jung said. 'They really are quite comfortable and nice.'
***
None of this, however, has been able to stave off Seoul's own present-day housing affordability crisis.
The capital has one of the most expensive apartment prices in the world on a price-per-square-meter basis, ranking fourth after Hong Kong, Zurich and Singapore, and ahead of major U.S. cities like New York or San Francisco, according to a report published last month by Deutsche Bank. One especially brutal stretch recently saw apartment prices in Seoul double in four years.
Part of the reason for this is that apartments, with their standardized dimensions, have effectively become interchangeable financial commodities: An apartment in Seoul is seen as a much more surefire bet than any stock, leading to intense real estate investment and speculation that has driven up home prices.
'Buying an apartment here isn't just buying an apartment. The equivalent in the U.S. would be like buying an ideal single-family home with a garage in the U.S., except that it comes with a bunch of NVIDIA shares,' said Chae Sang-wook, an independent real estate analyst. 'In South Korea, people invest in apateu for capital gains, not cash flow from rent.'
Some experts predict that, as the country enters another era of demographic upheaval, the dominance of apartments will someday be no more.
If births continue to fall as dramatically as they have done in recent years, South Koreans may no longer need such dense housing. The ongoing rise of single-person households, too, may chip away at a form of housing built to hold four-person nuclear families.
But Chae is skeptical that this will happen anytime soon. He points out that South Koreans don't even like to assemble their own furniture, let alone fix their own cars — all downstream effects of ubiquitous apartment living.
'For now, there is no alternative other than this,' he said. 'As a South Korean, you don't have the luxury of choosing.'

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles


Boston Globe
2 days ago
- Boston Globe
Jack McAuliffe, who brewed a craft beer revolution, dies at 80
New Albion offered something profoundly different: handmade ales using just water, barley, hops, and yeast. Mr. McAuliffe and his partners, Suzy Denison and Jane Zimmerman, ran the label out of a rundown warehouse in Sonoma, Calif., making just 400 barrels a year, about as much as Coors could produce in a few minutes. Get Starting Point A guide through the most important stories of the morning, delivered Monday through Friday. Enter Email Sign Up The very idea of small-batch beer was such an anomaly that Mr. McAuliffe struggled to find equipment and ingredients. Instead, he fashioned much of the production line himself from materials he had scavenged from a junkyard. Advertisement Unable to buy traditional hops in small quantities, he opted for a new variety, cascade, whose notes of fruit and pine didn't appeal to the big breweries -- but which, thanks to Mr. McAuliffe, became a prized part of the craft brewing repertoire. His DIY ethic likewise became a defining characteristic of craft brewing, said Theresa McCulla, a former curator at the National Museum of American History who documented the history of beer in America. Advertisement 'He really showed Americans that if you can build it and sheetrock it, and weld it, then you can brew your own great beer,' she said in an interview. Mr. McAuliffe called his brewery New Albion as an homage to a long-closed predecessor in the Bay Area, as well as to the name Sir Francis Drake gave the region when he sailed along the coast of Northern California in 1579. A drawing of Drake's flagship, the Golden Hind, appeared on New Albion's labels. New Albion was profiled in The New York Times and The Washington Post, and demand for its beers grew rapidly. Still, Mr. McAuliffe was unable to secure bank loans to fund expansion, and the brewery closed in 1982. Though New Albion lasted less than six years, practically every craft pioneer who came along afterward has cited the brewery as an inspiration, among them Ken Grossman of Sierra Nevada, Jim Koch of Sam Adams, and Sam Calagione of Dogfish Head. 'They say that when the Ramones first played in England, members of the Clash were in the audience, members of the Sex Pistols were in the audience, then away they went,' Calagione said in an interview. 'While the Ramones launched a million bands, Jack McAuliffe launched 10,000 American craft breweries.' John Robert McAuliffe was born May 11, 1945, in Caracas, Venezuela, where his father, John James McAuliffe, was a code breaker for the US government. His mother, Margaret (Quigley) McAuliffe, was a teacher. After World War II, Jack's father joined the State Department. The family lived in Medellín, Colombia, and later in Northern Virginia while his father taught at American University in Washington. Advertisement In high school, Jack became enthralled with welding and worked in a shop as an apprentice. He enrolled at Michigan Technological University but quit to join the Navy. He was posted to a base in Scotland, where he repaired submarine antennas. In his free time, he developed a fondness for British ales -- especially full-bodied porters and stouts -- and began brewing his own at home. After he was honorably discharged from a base in the San Francisco Bay Area, Mr. McAuliffe decided to stay. He received an associate degree from the City College of San Francisco and worked for an engineering company in Sunnyvale, Calif., all the while dreaming of making his beloved British-style ales in the United States. Finally, in 1975, he met Denison and Zimmerman, who each put in $1,500 in seed money to start New Albion. Mr. McAuliffe was a demanding brewmaster, and Zimmerman left the company. But Denison stayed on, eventually running most of the daily operations. 'He totally trusted me,' she said in an interview. 'He might go into San Francisco to pick up hops or something and leave me completely in charge.' After the brewery closed, Mr. McAuliffe sold his equipment to a new brewery, the Mendocino Brewing Co., where he worked for a time as a brewmaster. He soon quit, he said, because after being a captain, he couldn't stomach working as a deckhand. But he continued supporting the craft brewing movement, in one instance working with Fritz Maytag, the owner of the Anchor Brewing Co. in San Francisco, on securing legislation to allow brew pubs to serve food. Advertisement Mr. McAuliffe later lived in Nevada and Texas before settling in Arkansas. Along with his daughter, he leaves his sisters, Cathy and Margarita McAuliffe; his brother, Tom; two grandchildren, and one great-grandchild. Craft beer did not take off as a national phenomenon until the late 1990s, and many in the new generation of drinkers had never heard of New Albion. That began to change in 2012. Koch, of Sam Adams, contacted Mr. McAuliffe to tell him that not only had he bought the trademark to New Albion, but he also wanted to resurrect the beer as a limited release. After leading a nationwide tour reintroducing New Albion to craft-beer fans, Koch gave the proceeds from the beer and the rights to the New Albion name to Mr. McAuliffe. And in 2019, the National Museum of American History, part of the Smithsonian Institution, featured items related to New Albion in a permanent exhibit on craft brewing, including an original bottle of its ale and a photograph of Mr. McAuliffe. McCulla, who designed the exhibit, interviewed Mr. McAuliffe for an oral history of craft brewing in 2019. She asked him what he thought of his legacy. 'Damnedest thing I ever saw,' he said. 'It's really hard to believe that this happened.' This article originally appeared in


Newsweek
3 days ago
- Newsweek
US-Allied Military Planes Involved in Airspace Scare
Based on facts, either observed and verified firsthand by the reporter, or reported and verified from knowledgeable sources. Newsweek AI is in beta. Translations may contain inaccuracies—please refer to the original content. South Korea's military has launched an investigation after one of its transport planes entered Japan's air defense identification zone (ADIZ) without prior notice, leading Japan to scramble fighters to carry out an interception. Newsweek has reached out to South Korea's defense ministry by email with a request for comment. Why It Matters An ADIZ is a designated area of airspace where foreign aircraft are required to identify themselves. Failure to do so typically prompts the claimant nation to dispatch military aircraft. Japan and South Korea—both key U.S. security partners in the Asia-Pacific—have a history of uneasy relations, shaped by Japan's colonial rule over the Korean Peninsula and a territorial dispute over a group of islets. Still, recent years have seen increased security cooperation between the uneasy partners in response to perceived threats posed by North Korea and China. A Republic of Korea Air Force C-130 takes off at Joint Base Elmendorf-Richardson in Alaska on June 9, 2023. A Republic of Korea Air Force C-130 takes off at Joint Base Elmendorf-Richardson in Alaska on June 9, 2023. Airman 1st Class Julia Lebens/U.S. Air Force What To Know On July 13, a South Korean Lockheed C-130 Hercules, en route to a large-scale U.S.-led military exercise in Guam, was forced to reroute to Kadena Air Base in Japan's Okinawa Prefecture to refuel. While officials did not name the exercise, it was likely the ongoing Resolute Force Pacific, billed as the largest combat exercise ever held in the Pacific. The diversion occurred after the plane burned through more fuel than expected while navigating bad weather, a South Korean military spokesperson told the media Thursday. The plane entered Japan's ADIZ without first obtaining clearance, prompting Japan to dispatch fighter jets to intercept the aircraft, the country's Joint Staff told outlet Stars and Stripes. The C-130's pilot then explained the situation to U.S. and Japanese forces via radio before making an emergency landing, Seoul said. After refueling, the aircraft was cleared to continue on to Guam, a U.S. territory. "We conveyed to South Korea that this scramble was regrettable and requested measures to prevent further incidents," a Japanese official said. "But as they are our important partner, we will continue to work closely together to address the issue." The incident came just two days after a joint drill in South Korea involving U.S. and South Korean fighter jets and a U.S. B-52 Stratofortress. It marked the first deployment this year of the nuclear-capable bomber to the Korean Peninsula. What's Next It's unclear whether South Korea's military will take disciplinary measures against the C-130 pilot. Japan is expected to continue to respond to anomalous activity within its EEZ, particularly in light of repeated encroachments by Chinese drones.


Los Angeles Times
3 days ago
- Los Angeles Times
Months after the Jan. 7 fires, L.A.'s evacuation plans remain untested
Just before sunrise on Nov. 8, 2018, a power line fell from a wind-worn Pacific Gas & Electric transmission tower and whipped into the structure nestled in the Sierra foothills. An electric arc sent molten metal into the dry vegetation below. It ignited. Five minutes later, a PG&E employee spotted the fire while driving on a nearby highway and reported it. Within two hours of the sighting, the town of Paradise, seven miles away, sent its first evacuation order, but it was already too late. Within two minutes, flames were reported at the town's edge. Landing embers quickly ignited dozens of spot fires in town. With only four major roads out of town, the streets quickly gridlocked. Paradise burned. Sixty-four people died in Paradise during the agonizing seven-hour evacuation. Six of them were found in or next to their cars as they tried to evacuate. Marc Levine, a state legislator at the time, listened over radio to the horrific scenes of people, stuck in traffic, abandoning their cars to flee on foot. 'It made me think of the people falling from the World Trade Centers on 9/11,' he said. 'They were going to be incinerated or they were going to jump. … They knew they would die either way.' So, Levine wrote legislation requiring California cities and counties to analyze whether their roads could support a quick evacuation during emergencies such as fires, floods and tsunamis. Assembly Bill 747 passed in 2019. Yet, to date, the city of Los Angeles has failed to publicly report such an analysis, while fire safety advocates say L.A. County's evacuation analysis fails to meet the law's requirements. The Times reached out to nearly a dozen city, county and state agencies involved with evacuation planning. All either did not respond to requests for comment, could not to point to an evacuation analysis in line with the state's guidelines for AB 747 or indicated the responsibility for doing the work lie with other agencies. 'The fact that local government leaders would not do as much as they can to protect human life and safety is just shocking to me,' Levine said. In January, the streets of Pacific Palisades mirrored the scene that distressed Levine in 2018. Traffic was at a standstill on Sunset Boulevard and Palisades Drive — two of the only routes out of the burning landscape. When a spot fire exploded next to the route, police ran down the street, shouting at evacuees to run for their lives. Every year, dozens of evacuations are ordered in California, organized and completed without any casualties — or even a news story. In these cases, public safety officials have all the lead time that they need to organize a safe and orderly evacuation before a fire reaches a community. But it's the much more dire evacuation scenarios — when the lead time is shorter than the time it takes to evacuate, like in the Palisades — where emergency planning is both most important and often ignored. 'There's no incentive to ever present an evacuation plan that isn't very positive,' said Thomas Cova, a professor at the University of Utah who studies wildfire evacuation analysis. 'Why would an emergency planner — say some young upstart in an emergency operation center — ever want to present a plan to their colleagues that involves some people burning?' The chaos of these worst-case scenario evacuations often look nothing like the orderly phased evacuations cities often focus on. Unlike in 'blue sky' evacuations, smoke can hinder visibility and cause crashes. Often whole towns must leave at once. Power outages can prevent public safety officials from communicating with residents. It's why Marylee Guinon — president of the State Alliance for Firesafe Road Regulations, an advocacy group aimed at protecting and expanding the state's community fire safety requirements — suspects AB 747 is facing pushback from local governments. 'They don't want data that would tell them that it's going to be a nine-hour evacuation,' she said. All the while, the risk of fast-moving fires is growing. In a 2024 study, researchers from the University of Colorado in Boulder analyzed more than 60,000 fires documented by NASA satellites in the first two decades of the 21st century. By 2020, fires in California were growing, on average, four times faster than they were in 2001. AB 747 requires local governments to include their evacuation analyses in the safety element of their general plan — the long-term blueprint for future development of a city or county. The city of L.A.'s current safety element provides no such analysis. Instead, it simply lists evacuation planning as 'ongoing.' In a statement to The Times, the city's Planning Department, responsible for writing and revising the general plan, said details of evacuation routes are not made publicly available since 'large urban cities such as the City of Los Angeles are high profile targets for terrorist attacks.' The city did not immediately clarify what legal authority it has to keep the analysis private as California law generally requires safety elements to be public. 'It is a mystery how hiding evacuation route capacity and viability can save lives when community members are fleeing a natural disaster,' Levine said in an email to The Times. 'It is a dubious claim that terrorists could possibly be well positioned to take advantage of such a catastrophic situation.' Meanwhile, the county said it complied through an analysis it included in its 2025 safety element. However, fire safety advocates criticized the county's analysis as simplistic and failing to adequately determine whether quick and safe evacuations are feasible. The Governor's Office of Land Use and Climate Innovation, which provides guidance on state planning laws, recommended that local governments use traffic software to simulate different evacuations to estimate how long they might take. Instead, the county grabbed a list of all roads in unincorporated areas within its borders and listed them as 'evacuation routes' so long as they were paved, public and not a dead end. The intent of the law is 'not 'just list the roads you have,'' Levine said. 'So I'm super disappointed that L.A. County is dismissive in this way. You would expect, particularly post this year's fires, Palisades and Eaton, they would take this far more seriously.' When pressed on their deviations from the state's guidance, both the city and county planning departments passed the buck to the California Department of Forestry and Fire Protection, which indicated in assessments that the two departments' safety elements were compliant. Cal Fire, however, said that its assessments were nonbinding and that complying with the law falls on the city and county. Yet, none of the local or state agencies directly responded to an inquiry from The Times asking them to explain the discrepancy between the guidance and the safety elements. The city and county both have detailed evacuation plans that coordinate how public safety officials in the emergency operations, police and fire departments would orchestrate a mass exodus. However, the analysis of roadway networks to estimate how long those evacuations — even if perfectly orchestrated — may take, is different. 'Historically, fire agencies put forth evacuation plans that are operationally driven,' said retired fire Battalion Chief Doug Flaherty. 'They talk about communications. They talk about unified command. … What is missing is an actual detailed, road-by-roadway capacity analysis of the time that it's going to take for people to safely evacuate the area.' For Guinon, the lack of follow-through from cities and counties across the state is indicative of a common trend in wildfire legislation. 'Virtually every piece of legislation that I dig into, I find out it was the result of a tragic catastrophe,' she said. 'This legislation comes out with really, really clear intent over and over, and then it gets forgotten.' Despite the complexity of simulating cars on a computerized network of roads to understand evacuation times, the scientific prowess exists — and the software to do it is widely accessible. When Flaherty, a Tahoe Basin resident, became frustrated with his area's lack of movement on the issue, he commissioned an evacuation study through his nonprofit, The retired fire battalion chief, with 50 years of emergency response planning experience under his belt, partnered with Leo Zlimen, fresh out of UC Berkeley and co-founder of the emergency management software startup Ladris. 'We fell into this wildfire space because everywhere we looked, people were [asking] 'draw a circle on the map and tell me how long it takes to get those people out,'' Zlimen said. 'And it turns out, that's actually a really complicated problem.' Ladris' software simulates realistic fire evacuations. It starts by taking a map of roads in a community and plopping little purple dots at virtually every home. Each one represents a vehicle. A fire starts on the map. It spreads. The purple dots get orders to flee, and the evacuation starts. The computer can play out a multihour evacuation in mere seconds, and it can account for an excruciating amount of detail. A roadblock, representing a falling tree or car crash, can stop purple dots from using a portion of the road. Some purple dots, not realizing how dire the situation is, wait an extra few minutes — or hours — to evacuate. The dots even wait their turn at stop signs, crosswalks and traffic lights. Ladris' program almost looks like a video game. Officials can test evacuation scenarios far in advance or in real time during an emergency. The company is also working to use artificial intelligence to help quickly configure scenarios so users can almost literally 'draw a circle on the map' and get an evacuation time. Flaherty said his detailed Tahoe Basin study, a comprehensive analysis based on Ladris' simulations, had a price tag just shy of $100,000 — roughly equivalent to the cost of installing one traffic light in town. 'In the scheme of things, it's very cost effective and reasonably priced,' he said. Another piece of software from Old Dominion University — simpler than Ladris' — is available to the public for free. It takes less than half an hour to set up a simulation in the program, called FLEET (for 'Fast Local Emergency Evacuation Times'). Consequently, it's been used not only by local governments making fire evacuation plans, but also by Scouting America troops interested in flood hazards and event planners wondering how bad the postgame traffic may be. Among those using FLEET simulations for evacuation planning: the town of Paradise. After the Camp fire, Paradise became an inadvertent experiment in how towns can better prepare for evacuations. After the disaster, it won a $199-million federal grant for infrastructure projects designed to rebuild Paradise into a more fire-safe town. Before the fire, the town's entire yearly budget was around $12 million. After the Camp fire, Paradise hired a traffic consulting firm that used FLEET. It found an evacuation would take over five hours under perfect conditions while utilizing all traffic lanes. It then used the modeling to understand what could be done to alter traffic flow to reduce that time. For Paradise — as is the case for many towns — a big problem is traffic bottlenecks: To evacuate, virtually the entire town has to use one of four main roads. The seemingly most straight-forward solution? Build more roads. However, these projects get complicated fast, said Marc Mattox, Paradise's public works director and town engineer. Often the roads that a municipality needs to improve evacuation would have to go through private property — a nonstarter for residents in the proposed path. Or, it's simply too costly. Although Paradise has received funds to widen two evacuation routes and connect three dead ends with the rest of town, a new evacuation route out of town would be prohibitively expensive. Mattox estimated such a route, navigating Paradise's steep ridges and canyons, would cost in excess of half a billion dollars. So, Paradise has also invested in a much cheaper, yet still effective tool to speed up evacuations: clear communication. Paradise installed signs all over town that proclaim when residents enter and exit different evacuation zones. The town is also looking into using a different color sign for private or dead-end roads that warn drivers to avoid them, as well as digital signs above key roadways that can display real-time evacuation information. In Southern California, Malibu — which completed an evacuation analysis after it suffered the Woolsey fire the same day as the Camp fire — has similar plans. Malibu is adding reflective markers to roadways to reduce the chances of crashes amid thick smoke. For neighborhoods with few evacuation routes and individuals with limited mobility, the city encourages evacuating whenever the National Weather Service warns of dangerous fire weather — well before a possible ignition. Los Angeles is much bigger than Malibu and Paradise — L.A. has a population of 3.9 million; Paradise's is just over 9,100. But evacuation experts said it's no excuse for letting California's rural towns take the lead on evacuation planning. Asked whether the sprawling labyrinth of L.A. roads would make doing these analyses more difficult, Zlimen smiled. 'Not really — no,' he said, noting Ladris has completed analyses in the San Francisco Bay Area. 'It's totally possible.' Guinon hopes the results of evacuation analyses can also help — or force — cities to make more responsible residential development plans in the first place. 'It's not rocket science,' she said. 'Let's just take on protection of our existing communities and let the chips fall where they may with new development: If it's unsafe, don't build it.'