Showing posts with label California. Show all posts
Showing posts with label California. Show all posts

Wednesday, October 20, 2010

Sunset Magazine Speaks to Now and Then

The Original California Cuisine, Courtesy of Sunset Magazine

BEFORE Alice Waters picked her first Little Gem lettuce and Wolfgang Puck draped smoked salmon across a pizza, California cuisine meant something else.

The other California cuisine was being served on a million patios in the Golden State by relaxed cooks who grilled thick cuts of beef called tri-tip and built salads from avocado and oranges. They used red chili sauce like roux, ate abalone and oysters, and whipped sticky dates into milkshakes. It was the food of the gold rush and of immigrants, of orchards and sunshine.

And always, there was young, easy-to-drink wine that could be paired with salad or Mexican food, two staples of the patio table.

“It was California cooking before chefs got ahold of it,” said John Carroll, a West Coast food writer.

There to chronicle it — and help create it — was Sunset magazine, the stalwart regional publication that Southern Pacific Railroad executives began in 1898 to lure Easterners to the untamed West. Next week, Sunset has issued a collection of a thousand recipes, many of which helped define that other California cuisine. Although the magazine is Californian to its core, some of the recipes in “The Sunset Cookbook” (Oxmoor House, $34.95) are drawn from the other parts of the West that Sunset covers, like Hawaii and the Southwest. And any state in America might claim zucchini pickles. But laced throughout are some old-school California dishes like guacamole, grilled turkey, cioppino, barbecued oysters, Crab Louis and fish tacos.

Collectively, they summon a way of life that flourished in the postwar boom, when Sunset was a coffee-table staple. In those years the magazine articulated for aspirational newcomers the relaxed, open way people on the West Coast gardened, traveled and ate.

“Instead of being formal like it was back East, where they were worried about china service and having all the right silver, here you could put your bread in a basket and you could eat food outside and you didn’t have to have a maid,” said Linda Anusasananan, who spent 34 years developing recipes for the magazine before she left it in 2005.

“Anyone could be a Californian if they read Sunset,” said Gingi Kinninger, a longtime reader who makes the occasional pilgrimage to the Cliff May-designed ranch house that anchors the Sunset compound in Menlo Park, Calif.

The book comes at a period in which Sunset is getting something of a new life. With the ascent of celebrity chefs, flashy cooking shows on television and online food media, the appeal of Sunset faded — especially among younger readers, according to several chefs and food editors in California.

But its extreme dedication to regional food, its reputation among readers for reliable recipes honed in a skilled test kitchen and its forays into the D.I.Y. ethos of backyard beekeeping and home vinegar making has helped with a rehabilitation. It is, in some ways, the Betty White of food magazines.

Since 2006, Sunset has experienced a 62 percent increase in readers between ages 18 and 34, according to GfK MRI, a media research company. Chefs who typically snap to attention when magazines like Food &  Wine call say they are now hearing from customers when a recipe of theirs appears in Sunset, too.

“I think it is hip again,” said Suzanne Goin, the Los Angeles chef whose restaurants include A.O.C., Lucques and the Hungry Cat. “People talk about it with a different tone in their voice now.”

Ms. Goin’s parents subscribed to Sunset for years, she said, and it influenced her childhood in Los Angeles, which subsequently influenced the way she cooks now.

Her cookbook “Sunday Suppers at Lucques” has a recipe for date shakes that is based on the rich, sweet drinks she used to have during pit stops on the highway to Palm Springs. She also substitutes tri-tip for a T-bone in a steak Florentine recipe. The tri-tip, a triangular cut from the bottom of the sirloin, can be hard to find outside California.

In the Sunset book, a recipe for barbecued tri-tip comes straight out of the traditional preparation found in the Santa Maria Valley, down to a suggestion to cook it over burning red oak.

“It’s very simply seasoned,” said Margo True, Sunset’s food editor. “They use garlic powder, for God’s sake, and dehydrated parsley. But it doesn’t taste right unless you use it.”

The book, like the magazine, tries to stay true to the origins of its recipes. It is by no means a historical book, although it does draw on the vast Sunset archives. (The magazine’s first enchilada recipe? A stacked New Mexican version in 1922.)

“The Sunset Cookbook” also reflects California’s changing demographics. Mexico is well represented, of course, and so is Vietnam and, to a lesser degree, the Philippines. Pho and the California roll even made it onto the list of 24 iconic Western dishes in Ms. True’s introduction to the book. It’s very much in keeping with the sensibility of Sunset and its longtime publisher, the late Lawrence Lane. He figured if you were adventurous enough to move west, you were adventurous enough to experiment and explore new foods — even if you needed a little encouragement.

“The first time they would ever see an artichoke was when they moved west,” said Ms. True, who noted that the magazine pushed readers toward new foods with a decidedly gentle hand. “There was this sweetness of tone, like don’t be afraid,” she said.

Still, the magazine and many of its earlier cookbooks were edited from a decidedly Caucasian — or at least well-assimilated immigrant — point of view.

“It was sort of Anglicized California,” said Jacqueline Higuera McMahan, who writes a long-running column for The San Francisco Chronicle about California rancho cooking. Rancho cuisine comes from the estates, or ranchos, of California’s early Spanish settlers, and is characterized by chilies and a perfectionist’s approach to barbecuing meat.

“That’s kind of what people wanted in many ways, and still do,” she said. “How can I make the real cooking of California but not go too deep into one culture or another?”
Of course, she subscribes.

“What Sunset has done really well is reflect the changes in the way people in the West live,” said Barbara Fairchild, who will retire as editor in chief of Bon Appétit in November. “It’s a style of living and cooking that really is different.” She moved from the East Coast to Los Angeles with her family in the 1960s. It was the first time she had ever seen an artichoke or an avocado. Her father began grilling over the big built-in brick barbecue while the children cooled off in the above-ground pool.

Dinners, especially in the summer, were salads. Red meat gave way to chicken or fish — quite a radical departure for many family menus then.

Today, if you were to go to Ms. Fairchild’s house for dinner looking for a quintessential California meal, she would serve chili-rubbed grilled chicken, a pot of long-simmered pinto beans and a large green salad shot through with avocado and orange, and seasoned with red wine vinaigrette. There would be a pitcher of from-scratch margaritas. For dessert, fresh fruit and a lemon bar or maybe a brownie.

“The fresh with the indulgence — that’s very California,” she said.

What would Ms. True serve you if you wanted a quintessential old California meal? She would start with guacamole, move onto a Santa Maria tri-tip barbecue and end with a mini-date shake and either sopapillas or fortune cookies — a California invention and, she said, the most challenging recipe in the book.
But then again, it could be warm soba noodles, grilled ahi citrus salad and Mexican chocolate ice cream.
Sunset is now less for the wide-eyed newcomer and more for people who embrace cooking in a state varied enough to put kimchi in a taco or chorizo on a pizza.

“The whole point was to help people figure out how to live here, because everyone came from somewhere else,” Ms. True said. “Now it’s to remind them how lucky they are to live here.”

Wednesday, March 31, 2010

Opportunity Exists at the Moment to Take Advantage of up to $18,000 in Tax Credits

Californians have a brief window of opportunity to receive up to $18,000 in combined federal and state homebuyer tax credits. To take advantage of both tax credits, a first-time homebuyer must enter into a purchase contract for a principal residence before May 1, 2010, and close escrow between May 1, 2010 and June 30, 2010, inclusive. Buyers who are not first-time homebuyers may use the same timeframes to receive up to $16,500 in combined tax credits if they are long-time residents of their existing homes as permitted under federal law, and they purchase properties that have never been previously occupied as provided under California law.

Under the federal law slated to soon expire, a first-time homebuyer may receive up to $8,000 in tax credits, and a long-time resident may receive up to $6,500, for certain purchase contracts entered into by April 30, 2010 that close escrow by June 30, 2010. Additionally, under a newly enacted California law, a homebuyer may receive up to $10,000 in tax credits as a first-time homebuyer or buyer of a property that has never been occupied. The new California law applies to certain purchases that close escrow on or after May 1, 2010 (see Cal. Rev. & Tax Code section 17059.1(a)(4)). California law generally allows buyers of never-occupied properties to reserve their credits before closing escrow, but buyers seeking to combine the federal and state tax credits will not be able to satisfy the timing requirements for such reservations (see Cal. Rev. & Tax Code section 17059.1(c)(1)(A)). Other terms and restrictions apply to both tax credits.

Saturday, May 30, 2009

Available New Home Purchase Tax Credit Funds Dwindle

In March the California State Legislature passed a law establishing a personal income tax credit for purchasers of a qualifying principal residence. The tax credit is capped at the lesser of $10,000 or 5 percent of the purchase price for the purchase of a principal residence that has never been occupied between March 1, 2009 and March 1, 2010.

Over the past two months homebuyers have reserved over $65 million in tax credits, with only $35 million in available credits remaining, according to the California Franchise Tax Board. It is important for buyers to be aware that the seller must file paperwork with the state within seven days of the sale for the buyer to qualify for the credit.

The credit provides in equal amounts ($3,333 for the $10,000 credit) over the three successive taxable years beginning with the year in which the purchase is made.

Qualifying residences must never have been occupied and must be eligible after purchase for the Homeowner's Property Tax Exemption. The taxpayer must live in the home as his principal residence for at least two years, or be subject to payback for any tax credits received.

Unlike the federal tax credit, the state has limited the total amount of credits that may be claimed to $100 million. Because of this provision buyers must make a tax credit reservation, and credits will be allocated on a first come first served basis.

The California Franchise Tax Board (FTB) is accepting applications (via form 3528-A) for allocation (reservations) of credit by fax only (916-845-9754). For more information about the credit reservations, applicable forms and the number of credits still available, please see this California Franchise Tax Board Web page.

Monday, March 23, 2009

Bay Area Road and Transit Projects Could Get $1.5 Billion or More From Federal Stimulus

For Bay Area transportation officials, getting their hands on the first wave of $495 million in federal stimulus cash was the easy part.

Now they are trying to scoop up at least $1 billion more.

A delegation of transit and elected officials just wrapped up a whirlwind tour of Washington, D.C., to drum up support for projects in the Bay Area. The U.S. Department of Transportation, which will have broad discretion over where to direct many millions of dollars in stimulus cash, has yet to issue guidelines so cities can apply for money.

Federal discretion

A third pot of money comes from the U.S. Department of Transportation. The Bay Area is seeking at least $450 million for an underground train station at San Francisco’s Transbay Terminal and for Doyle Drive. The region could get even more money once the federal Department of Transportation issues guidelines to determine what projects can apply.

To help coordinate the Bay Area’s efforts, authorities are rushing to put together a regional plan to maximize the amount of federal stimulus cash that flows to the area. Led by the Bay Area Council Economic Institute, the plan is expected to show where the Bay Area could best spend the money. The plan likely will emphasize projects that are ready to start within two years and focus on the region’s infrastructure needs, land use goals and economic development strategy.

The Bay Area does not have much time to put its plan together. Pressed by federal demands for quick action, first drafts are due April 1 and final drafts by June 1.

In a separate effort, backers of California’s planned bullet train have begun a lobbying effort to snare as much as possible of the $8 billion in stimulus cash aimed at high speed rail. California’s proposed train, which would lay 800 miles of track linking San Francisco, Sacramento and San Diego, does not meet the “shovel ready” definition because construction likely won’t begin until 2012 at the earliest. But the state has the only voter-approved project, giving supporters reason to think that the $40 billion project will get at least a portion of the high speed rail money.

“I think we’re better positioned than any other high speed rail undertaken in the country,” said Quentin Kopp, chairman of the California High Speed Rail Authority.

Still, it is difficult to know precisely how well the state’s bullet train is positioned because the U.S. Secretary of Transportation has yet to issue guidelines he will use in deciding which projects to fund. Those parameters are due April 18.

California voters approved almost $10 billion in bonds for the project last year. But the train will need significant private investor and federal money. Kopp joined other prominent members of the state’s high speed rail authoritylike David Crane, a top economic adviser to Gov. Arnold Schwarzenegger, and transportation veteran Rod Diridon Sr. to urge federal transportation officials to direct money to the project.

Source: exerpted from the San Francisco Business Times - by Eric Young

Monday, February 9, 2009

What Are the Benefits of High-Speed Trains?

There has been a lot of controversy regarding the Proposed High-Speed Train that will one day go right through areas of Atherton, Menlo Park and Palo Alto. Will this effect your property values? Should you consider relocating away from the proposed route? What will be the pros and cons for homeowners in the mid-Peninsula?

Obviously this will make travel to Los Angeles much quicker and less expensive. Will the train be obnoxiously loud? Will you be able to see it from your home? Is it an overall plus or a minus for the community? Most important -- Is your investment safe?

Why High-Speed Trains?

California's population is growing rapidly and our economy needs a jumpstart. Unless we find new transportation solutions, traffic will only get worse and airport delays will continue to increase, hindering the economy and eroding California’s quality of life. To serve the same number of travelers as the high-speed train system, California would have to build nearly 3,000 lane-miles of freeway plus five airport runways and 90 departure gates by 2020. With a price tag of at least twice what it would cost to implement the high-speed train system and having much higher environmental impacts. What’s more, the proposed high-speed train system will provide lower passenger costs than for travel by automobile or air for the same city-to-city markets.

California's planned 220 mph high-speed train system will cost less than half as much as building more freeway lanes and airport runways and will increase mobility while cutting air pollution and reducing the greenhouse gas emissions that cause global warming. In addition to relieving traffic congestion by keeping cars off the roads, the system will eliminate traffic delays at existing at-grade railroad crossings by replacing crossings with overpasses or underpasses. And by moving people and goods quicker and cheaper than we do now, the system will boost our productivity to new heights. When it comes to safety, studies have shown that high-speed trains will reduce the number of traffic accidents on our roads and highways.

What are the benefits of high-speed trains?

Benefits of the California High-Speed Train System:

Carrying up to 117 million passengers annually by 2030, with the capacity to also carry high-value, lightweight freight.

Meeting the need for a safe and reliable mode of travel at less than half the cost of building more freeways and airport runways and would link the major metropolitan areas of the state and deliver predictable, consistent travel times sustainable over time.

Will not require an operating subsidy.

Serving tourist and leisure travel, business travel and long-distance commuters over a variety of long, intermediate and relatively short-distance trips (such as Los Angeles to Anaheim, Palmdale, Riverside, San Diego, Fresno, Sacramento and the Bay Area).

Sharing rail alignments throughout much of the system will improve joint facilities benefiting safety and operations of existing freight, commuter and conventional passenger rail services.

Providing quick, competitive travel times between California’s major intercity markets.

Providing door-to-door travel times for longer distance intercity markets that would be comparable to air transportation, and less than one-half as long as automobile travel times.

Providing considerably quicker travel times for intermediate intercity trips than either air or automobile transportation, and bringing frequent high-speed train service to many parts of the state that are not well served by air transportation.

Providing lower passenger costs than for travel by automobile or air for the same intercity markets.

Providing a new intercity, interregional and regional passenger mode—the high-speed train— which would improve mobility, connectivity and accessibility to other existing transit modes and airports compared to the other alternatives.

Improving the travel options available in the Central Valley and other areas of the state with limited bus, rail and air service for intercity trips.

Providing transportation options in cases of extreme events, such as adverse weather or petroleum shortages.

Providing a predominantly separate transportation system that would be less susceptible to many factors influencing reliability such as capacity constraints, congestion and incidents that disrupt service.

Providing superior on-time reliability.

Providing a lower accident and fatality rate than automobile travel. Will avoid over 10,000 auto accidents yearly with their attendant deaths, injuries and property damage when compared to exclusive reliance on highways.

Offering greater opportunities to expand service and capacity with minimal expansion of infrastructure.

Adding capacity to the state’s transportation infrastructure and reducing traffic on certain intercity highways and around airports to the extent that intercity trips are diverted to the high-speed train system.

Eliminating traffic delays at existing at-grade crossings where the high-speed train system would provide grade separation.

Using train technology proven to be the safest, most reliable form of transportation known through extensive regular revenue service in Europe and Asia.

Expanding airports and highways to meet the intercity travel demands of 2020 would cost two-to-three times more than building the high-speed train system.

Source: California High-Speed Rail Authority