Urban Inequality in the United States

Sociology ◽  
2019 ◽  
Author(s):  
Christina Jackson

Urban inequality is a multidisciplinary field that incorporates political economists, geographers, sociologists, anthropologists, and historians, who describe the existence of unequal opportunities in urban spaces. Inequality manifests in a growing gap between the rich and poor and the dominance of unequal opportunities and access across the urban landscape. Vulnerable communities, including the poor and racial and ethnic groups, can be the most impacted by inequality. While inequality exists everywhere, American urban inequality is traditionally understood as being more concentrated in spaces in proximity to a city’s central business district. Efforts toward privatization, increasing global investment, and urban redevelopment reflect trends in replacing social welfare with private capital, increasing the vulnerability of urban inhabitants, but also providing a glaring illustration of who is most effected. Given this, what has developed in urban spaces with cumulative racial, economic, and gendered disadvantages is a mix of cultural norms, but also survival strategies, networks, and resistance. Political economists and geographers are useful at describing how economic engines of cities influence urban policy, and in turn disproportionately negatively affect neighborhoods with less social capital. Sociologists, anthropologists, and historians are useful in recounting the specific historical processes by which segregation and deindustrialization, to name a few factors, led to the stigmatization of urban spaces. What develops are specific frames and connections to unequal spaces that result in new cultural norms and new relationships in city neighborhoods as they face transitions with increasing private development.

1972 ◽  
Vol 4 (2) ◽  
pp. 193-204 ◽  
Author(s):  
P G Hartwick ◽  
J M Hartwick

This paper considers the economic impact of an urban transportation thoroughfare emanating from the central business district of a city to agricultural land. Utilizing the elements of microeconomic theory, namely the models of the producer and of the consumer, we have made an analysis of how a residential area develops around a thoroughfare under different assumptions including transportation costs along the thoroughfare, and the technology of producing residential dwellings in the surrounding area. This contribution can be looked upon as the analysis of residential development in a star-shaped city; the focus is on one branch of the star. With the aid of computer graphics, alternative economic landscapes surrounding the thoroughfare are simulated. The purpose of this paper is to demonstrate the nature of city-forming forces which are generated by the decision making of producers and consumers in spatially defined areas. By demonstrating in the particular case of an urban thoroughfare the powerful city-forming influences of decision making of city dwellers, it is hoped that urban policy makers may be alerted to some different aspects of the ongoing processes of urban change.


2015 ◽  
Vol 43 (1) ◽  
pp. 5-19
Author(s):  
Nicholas Lombardo

In 1880, Jarvis Street, just east of Toronto’s central business district, was the city’s premier residential district, home to notable Torontonians such as the Masseys and the Gooderhams. By 1920, the street would host a new group of young, unattached, white-collar workers. Changes to the social, demographic, and occupational character of Jarvis Street were accompanied by physical changes to its built form. The family estates of the nineteenth-century elite were converted into boarding and rooming houses, or torn down and replaced by some of the city’s first apartment buildings. These changes were driven by the growth of corporate capitalism in Toronto and the attendant growth of white-collar workers, as well as changes to urban form associated with the growth of the city outwards. This article examines the relationship between neighbourhood change and larger socio-economic changes occurring across the North American urban landscape at the time. It does so by using a variety of historical data, including City of Toronto tax assessments, city directories, as well as contemporary newspaper accounts. This case study of Jarvis Street’s social, gender, occupational, and physical changes shows the way that larger socio-economic processes are written at the scale of the neighbourhood. In doing so, it demonstrates the importance of understanding neighbourhood change as local materialization of larger social, economic, and demographic processes.


2018 ◽  
Vol 18 (3) ◽  
pp. 196-211
Author(s):  
Richard Campanella

New Orleans is justly famous for its vast inventory of historical architecture, representing scores of stylistic influences dating to the French and Spanish colonial eras. Less appreciated is the fact that the Crescent City also retains nearly original colonial urban designs. Two downtown neighborhoods, the French Quarter and Central Business District, are entirely undergirded by colonial-era planning, and dozens of other neighborhoods followed suit even after Americanization. New Orleanians who reside in these areas negotiate these colonial planning decisions in nearly every movement they make, and they reside in a state with as many colonial-era land surveying systems as can be found throughout the United States. This article explains how those patterns fell in place.


1997 ◽  
Vol 1571 (1) ◽  
pp. 208-217 ◽  
Author(s):  
John W. Schumann

Metro areas relying on automobile-based transport are increasingly congested. Some alternatives to gridlock are being implemented; others languish without political acceptance. Congestion is more than a suburban issue. Both intersuburban and radial travel woes are growing and must be addressed. Agencies should start with bus improvements, then add rail where appropriate. Experience shows that, unlike purely radial systems, transit networks with many transfer opportunities offer options to users in more travel markets and, as a result, attract more riders. In the United States, rail is often viewed as serving just the central business district (CBD) and being incapable of accommodating suburban trips. In fact, radial rail lines can provide attractive options for trips to new centers near suburban rail stations, in addition to CBD trips. Rail systems become regional connections, linked via timed transfers at transit centers with bus and paratransit feeders and circulators. Clock headways and integrated fares complete a seamless multimodal, multidestinational system serving the CBD as well as emerging regional centers. Such systems work best as part of a comprehensive program for sustainable urban development, consciously planned by committed, far-sighted political leaders who build public consensus to implement a regional vision for community patterns that encourage a rich variety of lifestyle and mobility choices. Key to effecting such transport systems are ( a) competent transit management that seeks out and serves a variety of niche markets, and ( b) coordinated transportation and land use decision making that values transit links to major destinations and compact communities.


2019 ◽  
Vol 9 (6) ◽  
pp. 64 ◽  
Author(s):  
Kwaku Oppong Asante

Several studies conducted on street youth have focused on causes of homelessness, their engagement in risky sexual behaviours and the prevalence of STIs, including HIV/AIDS. Although homeless youth are considered resilient, sparse literature exists on factors that promote resilience in this vulnerable group. Using a qualitative approach, semi-structured interviews were conducted with 16 purposively selected homeless children and youth (with a mean age of 14 years) from the Central Business District of Accra, Ghana. Thematic analysis was used to analyse the data. Findings showed that a strong religious belief, sense of humour, engagement in meaningful social interactive activities, reciprocal friendship, adherence to cultural norms and support from community-based organizations were identified as factors that help homeless youth cope with the multiple challenges of street life. Strengthening such protective factors could help ameliorate the impact of adverse conditions of these street youth.


2013 ◽  
Vol 10 (4) ◽  
pp. 153-161
Author(s):  
Joseph Chisasa

Lack of credit led to the failure of many Small to Medium Enterprises (SMEs) in Zimbabwe from 2005 to 2009 when inflation peaked at 231 million percent. The article attempted to determine how SMEs survived during this period. Survey data collected from 120 SMEs in Harare was analyzed using descriptive statistics. Results show that SMEs encountering credit constraints use illegal strategies such as hoarding of stock and converting cash sales to stable currencies in the black market. The article demonstrates that policy makers should create a stable operating environment in order to benefit from SME participation in the economy.


Author(s):  
Junseo Bae ◽  
Kunhee Choi

Level-of-service has been widely used to measure the operational efficiency of existing highway systems categorically, based on certain ranges of traffic speeds. However, this existing method is generic for investigating urban traffic characteristics. Hence, there is a crucial knowledge gap in capturing the unique traffic speed conditions during a certain temporal duration, in a common spatial area that includes different land use clusters. This study fills this gap by modeling the link between traffic speeds and land use clusters during certain time periods, along with the given level-of-service criteria. As a case study, this study adopted the central business district in Los Angeles in the United States. A total of 1780 traffic sensor speed data on Interstate 10 East adjacent to the central business district of Los Angeles was collected and clustered by the land use designated by the zoning regulations of the city of Los Angeles. The proposed traffic time–speed curve model that integrates different land uses in a large urban core was then developed and validated statistically, using historical real-world traffic data. Finally, an illustrative example was presented to demonstrate how the proposed model can be implemented to measure critical time periods and corresponding speeds per land-use cluster, responding to the designated level-of-service criteria. This study focused on making recommendations for government transportation agencies to employ an appropriate method that can estimate critical time periods affecting the existing operational status of a highway segment in different land-use clusters within a common spatial area, while promoting an effective application of a set of traffic sensor speed data.


Author(s):  
Dipesh J. Patil

Abstract: The concept of the Central Business District is somewhat new due to that there is a lack of Central Business Districts in India. In the early ages when the concept was introduced at that time this concept was mainly focused on the United States of America and the European countries which are developed now. To increase the development speed of the country Central Business Districts should be introduced to create more job opportunities which will help to decrease the unemployment rate of the country. In Vasai-Virar Municipal Area, there is a lack of commercial spaces, affecting the city's employment opportunities. The idea of the Central Business District will help to develop the city and increase the revenue of the municipality. Vasai-Virar Central Business District will soon be established as a strong alternative to Mumbai and an economically developed or developing city in terms of employment and will help create sustainable employment opportunities for the economically backward Vasai-Virar and the people living nearby. This project mainly focuses on the potential of Central Business District development in Vasai-Virar city to overcome the unemployment and revenue generation options for Municipality. Keywords: Central Business District, Unemployment, Mumbai Metropolitan Region, Vasai-Virar city, Commercial and Trade activity


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