Some US cities now have worse inequality than Mexico, a study has shown

Skid Row, Los Angeles. Image: Getty.

The cities of the Americas are unequal places. US census data and recent American Community Surveys show that in most modern American metropolises, resources are unevenly distributed across the city – think New York City’s lower Manhattan versus the South Bronx – with residents enjoying unequal access to jobs, transportation and public space.

In 2014, New York City’s GINI inequality index was 0.48, meaning that income distribution was less even in New York City than in the US as a whole (0.39). It was also higher than the most unequal OECD countries, Chile (0.46) and Mexico (0.45).

Latin America, which is the world’s most unequal place, is also by far the most urbanised region of the globe. More than 80 per cent of its population lives in large cities. Between 1950 and 2005, the region’s big cities grew precipitously. Both Mexico City and São Paulo jumped from just under three million people to, in both cases, nearly 19m.

Data on urban inequality is largely unavailable, but it is clear that this rapid urbanisation has been far from equitable. According to a 2012 UN Habitat report, the large majority of Latin America’s non-poor population lives in major metro areas, while the poorest live in rural areas.

What does inequality look like?

No matter where you live, measuring inequality is tricky, because its incidence and extent changes in different parts of the city.

Sure, there are rich neighbourhoods and poor ones: high-income and low-income households sort themselves across cities according to preference (for local public goods and neighbourhood composition) and needs (according to budget, job location and housing prices).

But not every neighbourhood is comprised fully of households with the same income. Income sorting across space is often “imperfect”, meaning that rich and poor households might live in the same neighbourhood and share common social ties and local amenities.


As a result, a very specific and local kind of inequality emerges within neighbourhoods. This phenomenon is sizeable in US metro areas, Census Bureau data shows. Not only do unequal households live very close together, but neighbourhoods also represent small communities where local inequality, on average, seems to track overall urban inequality.

For example, New York City, Chicago and Los Angeles all have neighbourhood income inequality at least 20 per cent larger than Washington’s, which matches the difference in the cities’ GINI indices. We found that inequality within individual neighbourhoods has also been rising precipitously over the past 35 years (even in very small neighbourhoods), indicating an increase of income heterogeneity at the community level.

This unexpected finding is likely related to the comeback of North American cities over the past decade – the so-called great inversion. Across the Americas, jobs and firms are moving back into major metro areas, attracting more skilled people, who are generally young, receive higher wages and prefer to settle down where their jobs are.

As high-income young couples buy up homes in historically distressed neighbourhoods long dominated by the working and renting class – and gentrify them – they push up income heterogeneity in those places. This is happening in cities across the Americas.

Gentrification has occurred in many North American cities, increasing local income inequality and, in some cases, tensions. Image: Michael Premo/Flickr/creative commons.

Keeping up with the Joneses

We wanted to better understand this phenomenon. Why is local income inequality rising? How can we quantify it? What are the trends in uber-localised inequality? And what does it all mean for city dwellers?

Those were the questions driving our study – So close yet so unequal: Reconsidering spatial inequality in US cities – which focused on US cities. Our preliminary findings were recently published in a Catholic University of Milan Working Paper.

Unlike traditional assessments of inequality, which accept administrative partitions of the city as the unit of analysis and measure income inequality in those neighbourhoods, we look at inequality among neighbours, putting people at the centre of our analysis.

The underlying thought experiment consists of asking individuals to compare their income with that of neighbours living within a given distance range (from few blocks to entire census areas), thus quantifying income inequality in that particular person’s neighbourhood.

In doing so for every person in a city – any city – one should be able to measure two aspects of spatial inequality: the average income inequality within individual neighbourhoods (is my neighbour richer than me?), and inequality among the average incomes of each neighbourhood (is that neighbourhood richer than mine?).

We found that these two indices define a typology of cities that mirrors what urban planners have found at the city level. Some places are “even cities”. Like Washington DC, they display relatively low income inequality everywhere.

Other metro areas, among them Miami and San Francisco, show high urban inequality, but high and low-income households are rather evenly distributed throughout the city. These are so-called “mixed cities”.

The largest US metro areas also have the most unequal neighbourhoods. In New York and Los Angeles, the way high and low-income households are distributed across the urban footprint reflects what planners call the “unstable city” model.

The Great Gatsby in the ‘hood

Such substantial and increasing inequality appears to imply several contradictory things for cities and their residents.

As shown in Figure 1, lower neighbourhood inequality is associated, on average, with large upward mobility gains for young people who grew up in poor families, a phenomenon reported in recent work by Stanford University’s Raj Chetty.

Figure 1: upward mobility in America’s urban neighbourhoods. Upward mobility gains/losses for children living in poor families in 2000, by Commuting Zone. Image: author provided.

Children of better-off families benefit, too, from living in a homogenous local community, thanks to “positive contagion” facilitated by social interaction among wealthy young peers.

Both findings are evidence of a “Great Gatsby Curve” in America’s neighbourhoods. That is, greater income inequality in one generation amplifies the consequences of having rich or poor parents for the economic status of the next generation.
Yet greater income inequality within individual neighbourhoods may actually be a good thing for poorer locals. Figure 2 shows that they experience life expectancy gains, perhaps due to positive health modelling and increased aspirations among poor adult residents.

Figure 2: Life expectacy in America’s urban neighbourhoods. Image: author provided.

Addressing inequality

For policy makers, then, our findings create an intergenerational trade-off. A “mixed city” model would seem to promote life expectancy gains for poor adults who live there, while the “even city” ideal furthers economic mobility of young people who grow up poor.

Lessons learned from such a policy debate in the US could have important international consequences.

No one has yet applied our neighbourhood-based inequality analysis to Latin America’s unequal cities. But we can see that in metropolises such as Mexico City, and São Paulo in Brazil, as well as in smaller cities, uncontrolled sprawl and lack of urban planning has increased the distances between high, middle and low-income households.

The view from the Rocinha favela, in Rio de Janeiro, where ‘urban renewal’ is now encroaching on some of the poorest parts of the city. Image: AHLN/Flickr/creative commons.

This is the “polarised city” model, and our paper found little evidence of it in US cities (with the exception of Detroit and Washington). Such places have substantial heterogeneity in income across neighbourhoods and relatively little heterogeneity within neighbourhoods.

In Latin America’s polarised cities, the poor are separated from the rest of the population. As a result, they have lower access and opportunities for education, employment and services. This inequality has been exacerbated by gentrification and by the region’s growing global economic engagement. This has strengthened urban elites’ connections to the world while relegating Latin America’s poor further into the periphery.


In such cases, increasing the urban income mix seen in New York City might actually have beneficial effects for the city’s neediest residents. This is a relevant area for future study. It would be interesting, for example, to plot cities across the Americas on the same graph, examining regional trends in longevity and mobility based on neighbourhood-level inequality.

The ConversationSuch hyper-local analysis would offer both policymakers and international agencies the kind of information they need to improve the lives of today’s city dwellers, both now and in the future.

Eugenio Peluso is associate professor of economics at the University of Verona. Francesco Andreoli is a post-doctoral researche at the Luxemburg Institute of Socio-Economic Research (LISER).

This article was originally published on The Conversation. Read the original article.

 
 
 
 

What would an extended Glasgow Subway look like?

West Street station. Image: Finlay McWalter/Wikimedia Commons.

There are many notable things about Glasgow’s historic Subway.

It is the third oldest in the world. It is the only one in the UK that runs entirely underground. It runs on a rare 4ft gauge. For reasons passing human understanding, it shuts at teatime on a Sunday.

But more significantly, it’s the only metro system never to have been expanded since its original development. A couple of stations have come and gone in the 122 years since the Subway opened (and promptly shut again following a serious accident before the first day was out). But Glasgow’s Subway has remained a frustratingly closed loop. Indeed, while a Scottish newspaper recently estimated there have been more than 50 proposed new stations for Glasgow's iconic Subway since it first opened, all we’ve had are a couple of replacements for closed stops. 

The original route map. Image: SPT.

It’s not for a lack of trying, or at the least discussion. Glasgow’s SNP-led council pledged a major expansion of the Subway as part of their election pledge last year, for example, vowing to find the funding to take the network beyond the existing route.

All this sounds very familiar, of course. A decade ago, with the 2014 Commonwealth Games in mind, operators SPT began looking into a near-£3bn expansion of the Subway into the East End of the city, primarily to serve the new Velodrome complex and Celtic Park.

In the end, the plans — like so many discussed for expanding the Subway – failed to materialised, despite then SPT chairman Alistair Watson claiming at the time: “We will deliver the East End extension for 2014. I am being unequivocal about that.”

As detailed previously on CityMetric, that extension would have seen seven new stations being opened along a second, eastern-centric loop, crossing over with the original Subway at two city centre sites. Had that gone ahead, we would by now have had a new route looking something like this:

The 2007 proposals for an eastern circle. Image: Iain Hepburn.

St Mungo’s would have been close to Glasgow Cathedral. Onslow, presumably located on or near Onslow Drive, would have principally served Dennistoun, as would have a link-up with the existing Duke St overground station.

Gorbals, benefiting from the ongoing redevelopment and residential expansion that’s all but erased it’s No Mean City reputation, would have gained a station, while Newhall would have been next to Glasgow Green. Dalmarnock station would, like Duke Street, become an interchange with Scotrail’s services, while crucially Celtic Park would have gained the final stop, serving both the football stadium, the nearby Emirates Arena and velodrome, and the Forge shopping centre.


Those plans, though, were drawn up more than a decade ago. And if the SNP administration is serious about looking again at the expansion of the Subway, then there’s more than a few changes needing made to those plans.

For starters, one stop at the far end of the loop serving Celtic, the new sports arenas and the Forge feels a bit like underselling the area, particularly with so much new residential development nearby.

Two feels more realistic: one serving the Forge and the rest of Dennistoun, and the other sited on London Road to serve the mass volumes of football and sports traffic. And if Ibrox can have a stop, then it seems churlish not to give the other of the Old Firm clubs their own named halt.

That’s another thing. The naming of the proposed stations is… arbitrary, to say the least. You’d struggle to find many Glaswegians who’d immediately identify where Newhall or Onslow were, off the top of their head. 

The former, especially, seems like there’s a more natural alternative name, Glasgow Green; while the latter, with a second Forge stop also serving Dennistoun, would perhaps benefit from named for the nearby Alexandra Place and park.

(Actually, if we’re renaming stations from their unlikely original choices, let’s say goodbye Hillhead and a big hiya to Byres Road on the original Subway while we’re at it…)

So, what would a realistic, 2017-developed version of that original 2007 proposal give us? Probably something like this:

Better. Image: Iain Hepburn.

One glaring issue with the original 2007 study was the crossover with the… let’s call it the Western Subway. The original proposal had St Enoch and Buchanan St as the crossover points, meaning that, if you wanted to go out east from, say, the Shields Road park and ride, you had to go into town and double back. 

Using Bridge Street as a third interchange feels a more realistic, and sensible, approach to alleviating city centre crowding and making the journey convenient for folk travelling directly from west to east.

There’s a good case to be made for another south east of the river station, depending on where the Gorbals stop is sited. But these are austere times and with the cost of the expansion now likely more than £5bn at current rates, an expanded Bridge Street would do much of that legwork.

Putting all that together, you’d end up with something looking like this:

 

Ooooh. Image: Iain Hepburn.

Ahead of last year’s election, SNP councillor Kenny McLean vowed the party “[would] look at possible extension of the Subway and consider innovative funding methods, such as City Bonds, to fund this work. The subway is over 120 years old. It is high time that we look to connect communities in the north and east of Glasgow.”

Whether Glasgow could raise the £5bn it would probably need to make the 2007 proposal, or an updated variation of it remains, to be seen. And this still doesn’t solve how many places are left off the system. While a line all the way out to Glasgow Airport is unrealistic – after all, an overground rail service to the airport from Paisley has failed to materialise after 30 years of discussion and planning – there’s plenty of places in the city not well served by the Subway, from Maryhill in the north to Hampden in the south, or the riverside developments that have seen flats replace factories and new media hubs, museums and hotels line the Clyde.


Image: Iain Hepburn.

Key city landmarks like the Barrowlands, the Riverside Museum – with its own, fake, vintage subway stop, or the Merchant City are woefully underserved by the subway. But their incorporation – or connection with a Glasgow Crossrail – seems a very expensive pipe dream.

Instead, two adjoining loops, one to Ibrox and one to Celtic Park, seems the most plausible future for an extended Subway. At least colour coding the lines would be easy…

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