Category Archives: Places

Analysis of the non-fatal gunshot social network in Chicago

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Sociologist Andrew Papachristos has a recent paper looking at the social networks involved in non-fatal gunshots in Chicago:

Papachristos constructs a social network—not a virtual one in the Facebook sense, but a real one of social connections between people—by looking at arrestees who have been arrested together. That turns out to be a lot of people in raw numbers, almost 170,000 people with a “co-offending tie” to one another, with an average age of 25.7 years, 78.6 percent male and 69.5 percent black. It’s also a large percentage of all the individuals arrested: 40 percent of all the individuals arrested during that period.Within the entire group, the largest component of that whole co-offender group has 107,740 people.

Within the timeframe—from 2006 to 2010—70 percent of all shootings in Chicago, or about 7,500 out of over 10,000, are contained within all the co-offending networks. And 89 percent of those shootings are within the largest component.

Or, to put another way: the rate of gunshot victimization (nonfatal + fatal) in Chicago is 62.1 per 100k. Within a co-offending network, it’s 740.5—more than 10 times higher.

This sounds very similar to his research on murders: being part of a particular social network dramatically increases the risk of being part of a shooting. One implication is gun crime in Chicago isn’t simply about being in a disadvantaged neighborhood or in the wrong place at the wrong time; it is about how you are tied to other people.

The article goes on to an interesting interview where Papachristos talks about data issues (collecting the right data, being able to put it into network form) and translating findings such as these into policy choices.

Chicago crime stats: beware the “official” data in recent years

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Chicago has a fascinating look at some interesting choices made about how to classify homicides in Chicago – with the goal of trying to reduce the murder count.

For the case of Tiara Groves is not an isolated one. Chicago conducted a 12-month examination of the Chicago Police Department’s crime statistics going back several years, poring through public and internal police records and interviewing crime victims, criminologists, and police sources of various ranks. We identified 10 people, including Groves, who were beaten, burned, suffocated, or shot to death in 2013 and whose cases were reclassified as death investigations, downgraded to more minor crimes, or even closed as noncriminal incidents—all for illogical or, at best, unclear reasons…

Many officers of different ranks and from different parts of the city recounted instances in which they were asked or pressured by their superiors to reclassify their incident reports or in which their reports were changed by some invisible hand. One detective refers to the “magic ink”: the power to make a case disappear. Says another: “The rank and file don’t agree with what’s going on. The powers that be are making the changes.”

Granted, a few dozen crimes constitute a tiny percentage of the more than 300,000 reported in Chicago last year. But sources describe a practice that has become widespread at the same time that top police brass have become fixated on demonstrating improvement in Chicago’s woeful crime statistics.

And has there ever been improvement. Aside from homicides, which soared in 2012, the drop in crime since Police Superintendent Garry McCarthy arrived in May 2011 is unprecedented—and, some of his detractors say, unbelievable. Crime hasn’t just fallen, it has freefallen: across the city and across all major categories.

Two quick thoughts:

1. “Official” statistics are often taken for granted and it is assumed that they measure what they say they measure. This is not necessarily the case. All statistics have to be operationalized, taken from a more conceptual form into something that can be measured. Murder seems fairly clear-cut but as the article notes, there is room for different people to classify things differently.

2. Fiddling with the statistics is not right but, at the same time, we should consider the circumstances within which this takes place. Why exactly does the murder count – the number itself – matter so much? Are we more concerned about the numbers or the people and communities involved? How happy should we be that the number of murders was once over 500 and now is closer to 400? Numerous parties mentioned in this article want to see progress: aldermen, the mayor, the police chief, the media, the general public. Is progress simply reducing the crime rate or rebuilding neighborhoods? In other words, we might consider whether the absence of major crimes is the best end goal here.

Chicago area transit problem: “Only 12 percent of suburbanites can get to work in less than 90 minutes via mass transit”

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As Chicago area leaders debate how local groups should approach regional mass transit, a Chicago Tribune editorial in favor of shaking things up says changes would make mass transit more accessible:

The group’s 95-page report suggests measures to curb the sort of political meddling that led to the resignations of six Metra board members. It also makes a case that a streamlined organizational chart would reduce corruption simply by limiting the number of actors…

Our region’s three transit agencies waste tax dollars on lobbyists to compete with one another for more tax dollars for parochial priorities, instead of developing a consensus vision that would lead to more investment. From 2002 to 2012, consolidated transit systems serving Boston, New York, Philadelphia, San Francisco and Washington, D.C., have spent almost twice as much per resident on transit as Chicago has, the task force says.

Lack of coordination between the CTA, Metra and Pace means that riders whose commutes involve switching from bus to train or vice versa are stuck with long waits, poor connections and multiple fare systems. The task force says only 12 percent of suburbanites can get to work in less than 90 minutes via mass transit.

That last figure is important: mass transit is really a limited option in the Chicago suburbs. While there are still transit issues in Chicago itself (expanding L lines, building more bicycles paths and lanes), the issues in the broader region often get overlooked. Suburban job centers are not connected. The railroad lines run into the city, meaning commuters can’t make connections to other lines often until they are in Chicago’s Loop. If the region was still centered on lots of jobs in the Loop, this all might make sense. But, it hasn’t been this way for decades and the suburban mass transit options have not kept pace.

Iconic image of American McMansions from Plano, Texas

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I’ve seen this picture of a Plano, Texas McMansion numerous times around the Internet:

DeanTerryPlanoTXMcMansionI’ve wondered at the origin of this photo and now I see: see this image and others from the same area as part of Dean Terry’s Flickr stream with the photos originating from his 2007 documentary Subdivided.

What makes this particular McMansion photo stand out? Some reasons:

1. The home has a “typical” McMansion design: brick exterior, multi-gabled roof, clearly a big home, lots of big windows in the front at various levels, a two-story foyer.

2. The surrounding area: the looming water tower, the big power lines out nearby, a neighborhood of similar sized houses with little evidence of anyone being around. (Some of the later photos in the Flickr set illustrate this further: the home backs up to a wide right-of-way for power lines and that water tower really is huge.) Setting the picture beneath a stop sign and lamppost seems to add to the ominousness of the photo.

3. This is Texas, a place where everything is big, including the homes, water towers, and sky. And not just any part of Texas: Plano is a booming suburb in the Dallas-Fort Worth metropolitan area that went from just 17,872 people in 1970 to 259,841 people in 2010. That is explosive, sprawling suburban growth.

Now, I may just have to get my hands on this documentary to see more of the home and its context…

Fake Georgian office building to hide electric substation next to fake Hard Rock Cafe in Chicago

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It is not uncommon for cities to have fake buildings or facades to hide infrastructure and here is an example in Chicago where the same architect designed the Hard Rock Cafe and fake mansion next door:

The most noteworthy, a faux Georgian mansion in the River North area of downtown, was designed by perhaps the city’s most famous living architect, Stanley Tigerman, former director of the School of Architecture at the University of Illinois at Chicago.

“The building is somewhat tongue-in-cheek , a bit of a joke,” said Tigerman, who had first designed a restaurant just west of the site. “The Hard Rock Cafe: fake stucco, fake Georgian, nothing real about it. Then they came to me and wanted me to do the ComEd substation next door, but to be contextual, to relate it to this ersatz piece of junk.”

So rather than construct a bogus building based on a fake, albeit one he designed, Tigerman cut the other direction.

“I decided to go absolutely hard core, as classically designed as I could, done authentically Georgian,” he said. “The brick bonding is  English cross bond, the one Mies van der Rohe used whenever he used brick. It’s very expensive to to lay bricks that way, but it makes the walls sturdy and impervious to cracking. I knew the building would never receive any maintenance, so the idea was to do as good a building as I could.”

He also had to take into account the building’s true purpose — so if you look closely, what seem to be windows are actually vents, to help cool the 138 kV electrical transmission equipment inside.

Hiding in plain sight. Here is the Google Streetview image of the two buildings, the covered substation on the left and the Hard Rock Cafe on the right:

55WestOntarioChicago

This could lead to a great architecture conversation: which of the buildings is more fake or authentic? The restaurant which is about evoking a particular spirit (a museum? an imposing older structure intended to lend more gravitas to rock ‘n’ roll?) to make money? Or the fake mansion with more pure design that does nothing but hide the infrastructure that is necessary for big cities? Both could be considered postmodern for their application of old styles to new purposes, their exteriors projecting certain images that don’t match their interiors.

Demolishing public housing as spectacle in Glasgow

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Glasgow, Scotland is planning to blow up five 29-story public housing high-rises, the tallest buildings in the city, and broadcast the event live on local TV and set up a viewing in a nearby soccer stadium:

Glasgow has a novel plan for grabbing viewers for this summer’s Commonwealth Games opening ceremony: It’s going to blow up the city’s tallest buildings live on television. For the Games opener on July 23, Scotland’s largest city will demolish five towers (most over 290-foot high) in just 15 seconds, screening the explosions at the nearby Celtic Stadium.

This combination of celebration and mass destruction, announced Thursday, would be unusual in any circumstances. What makes Glasgow’s plans even stranger is that the towers being dynamited – part of a huge housing project called the Red Road Flats – were once the city’s pride. By uniting a cheering stadium crowd and TV cameras with explosives, the ceremony might come off as a sort of latter-day Disco Sucks, but for social housing…

Still, the city has been moving on. From the ’80s onwards, Glasgow started an ultimately successful re-branding of itself as a cultural and business center. The Red Road and its ilk became emblems of the run-down Glasgow that the city’s promoters wanted to forget. Demolition of the first few towers started back in 2012. Now the games will dramatize its final transformation in the most eye-catching way possible.

But is it really in good taste? This video, shared by the games organizers themselves, proves that many former residents still remember the place with affection. What’s more, the project isn’t totally uninhabited, as one tower, currently occupied by asylum seekers, will remain. For these people, witnessing a ceremony that enacts their neighborhood’s destruction as unfit for human habitation while leaving them on site, should feel uncomfortable at the least. A petition is going round against the plans, and there’s a sense among locals that they, rather than just the buildings, are the targets of a ritual purge to do away with a side of Glasgow officialdom would rather forget.

The whole process sounds similar to the demolition of public housing high-rises in American cities, starting with the Pruitt-Igoe complex in St. Louis in the mid-1970s (a good documentary about it here) and accelerating with the HOPE VI program that began in the mid-1990s. Of course, the buildings tended to get blamed for the problems at the complexes when there was a whole host of other issues involved including deindustrialization and residential segregation.

But, it does seem a bit odd to make this such a spectacle. It is relatively rare to demolish large buildings so I could understand how that might be interesting. In contrast, while the demolition of Chicago’s public housing buildings drew attention (particularly the last high-rises at Cabrini-Green), it seemed like the general public wanted to move on rather than celebrate the demolition. Instead of publicizing the demolition, why not devote some air-time to showing how the city is trying to tackle the larger underlying issues (unless, of course, they are not and the demolition is meant to be a distraction from the true issues)? As the residents at Cabrini-Green who fought the city’s plans argued, what is the point of demolition if there many other options planned down the road?

Chicago rated worst city for parking – but this could have some benefits

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Nerdwallet named Chicago the worst city for parking based on the factors of price and number of car thefts:

Takeaways:

  • Chicago is the worst city for parking — and also the most controversial. Parking prices skyrocketed in 2009 after the city made a deal for a group of investors, organized by Morgan Stanley, to operate its meters for 75 years.
  • Though you’ll probably enjoy Hawaii’s capital, Honolulu is an extremely expensive city to park in; it’ll run you $42 a day.
  • There are a lot of car thefts in Oakland — 124.59% more per capita than the national average.

1. Chicago, Ill.

This city is known for its parking woes—especially the controversial privatization of the parking meters, which led to a dramatic increase in parking fees in 2009. A consortium called Chicago Parking Meters LLC operates the meters. You’ll drop $35 a day to park in the city and $289 per month. The city lists the fines you’ll receive for various parking violations on their website.

This spring, Chicago will test its new ParkChicago app, which allows drivers to pay for parking via an app rather than a meter. There are various websites that help you find the cheapest parking in the city. Chicago is one of the cities supported by SpotHero.com, which helps you find parking and prepay. However, if you want to ditch driving altogether, the city has multiple public transportation options. Bus and “L” riders will soon be able to use their phones to pay for rides.

Unfortunately, Chicago also has 33.4% more motor vehicle thefts per capita than the national average. And if you get a citation, you must contest it within seven days of receiving it or pay the fine online.

Parking is heavily dependent on the number of people and amount of space available. In other words, urban density. If you look at the bottom of the list, or “the best cities for parking your car,” they are all sprawling Sunbelt cities. Presumably, they have much more space and are less dense, driving down parking prices.

Of course, there are positives to having bad parking. Such urban densities that make parking more expensive can lead to:

1. Vibrant mixed-use neighborhoods with plenty of housing as well as businesses, stores, public spaces, and culture. Lots of people in a small amount of space can lead to some exciting urban scenes.

2. Plentiful and efficient mass transit. This is difficult to provide when there are a limited number of riders and the transit has to cover a lot of ground.

3. A lot more people walking and riding bikes. This is good for health, limiting pollution, and livelier streets.

4. The space that might be devoted to cars (wider streets, on-street parking, parking lots and garages) can be devoted to other things. For example, see this analysis of snow plowing on Philadelphia city streets that reveals the potential space.

Big differences in life expectancy across American counties due to income differences

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Here is an update on the “longevity gap,” the differences in life expectancy, by county in the United States:

Fairfax County, Va., and McDowell County, W.Va., are separated by 350 miles, about a half-day’s drive. Traveling west from Fairfax County, the gated communities and bland architecture of military contractors give way to exurbs, then to farmland and eventually to McDowell’s coal mines and the forested slopes of the Appalachians. Perhaps the greatest distance between the two counties is this: Fairfax is a place of the haves, and McDowell of the have-nots. Just outside of Washington, fat government contracts and a growing technology sector buoy the median household income in Fairfax County up to $107,000, one of the highest in the nation. McDowell, with the decline of coal, has little in the way of industry. Unemployment is high. Drug abuse is rampant. Median household income is about one-fifth that of Fairfax.

One of the starkest consequences of that divide is seen in the life expectancies of the people there. Residents of Fairfax County are among the longest-lived in the country: Men have an average life expectancy of 82 years and women, 85, about the same as in Sweden. In McDowell, the averages are 64 and 73, about the same as in Iraq…

Since the 1980s, “socioeconomic status has become an even more important indicator of life expectancy.” That was the finding of a 2008 report by the Congressional Budget Office. But dollars in a bank account have never added a day to anyone’s life, researchers stress. Instead, those dollars are at work in a thousand daily-life decisions — about jobs, medical care, housing, food and exercise — with a cumulative effect on longevity.

http://www.nytimes.com/interactive/2014/03/15/business/higher-income-longer-lives.html

This is part of a growing body of research that links demographics and social forces, including social spaces, to different health outcomes. Wealthier counties can offer a wide range of health and social services as well as have more higher class residents while poorer counties have different social structures.

While the county level data is interesting, I would assume there would also be some wide differences in life expectancy within counties. Fairfax County, Virginia is one of the wealthiest U.S. counties but income levels there are not uniform. Cook County, Illinois could include some of the poorest neighborhoods in Chicago as well as Kenilworth, Illinois, one of the wealthiest suburbs with a median household income of over $247,000. Check out these maps from VCU’s Center on Society and Health on life expectancy in metro areas. Here is what they found in Chicago:

So the contrast between a county in Virginia versus one in West Virginia might be notable but one doesn’t have to travel that far to find big differences in life expectancy.

Paris bans half of its cars from the streets in attempt to reduce smog

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Certain places like Chinese cities or Los Angeles might have reputations for smog but Paris had to take drastic measures this week to try to reduce smog levels:

Paris on Monday banned all cars with even number plates for the first time in nearly 20 years to fight sky-high pollution but opted not to extend the measure after an improvement in air quality.

About 700 police officers were deployed to man 60 checkpoints around the French capital to ensure only cars with plates where numbers end with an odd digit were out on the streets, infuriating motorist organisations.

Public transport has been free since Friday to persuade Parisians to leave their cars at home, and at rush hour on Monday morning, authorities noted there were half the usual number of traffic jams as drivers grudgingly conformed to the ruling…

The government decided to implement the ban on Saturday after pollution particulates in the air exceeded safe levels for five straight days in Paris and neighbouring areas, enveloping the Eiffel Tower in a murky haze.

As the article goes on to note, this is likely a longer-term issue. Just how many cars and factories and other sources of air pollution can a large modern city handle before smog is inevitable? With over 12 million residents in the metro area, Paris has a lot of potential car owners.

It is interesting to note that there are motorist organizations in Europe. Such groups were particularly influential in the United States in the first half of the 1900s by advocating for the construction of roads and highways. In an era before the federal government was involved much in highway construction, some local governments responded more to motorists groups.

The public to ride the mail delivery system once used under London

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The Post Office Underground Railway once used below London is set to open soon to the public:

The Post Office Underground Railway—AKA the Mail Rail—was the world’s first driverless electric railway. It launched in 1927 and was used to transport tons of post from one side of London to another, with stops at large railway hubs such as Liverpool Street and Paddington Station, where post could be collected and offloaded for transportation around the rest of the country…

The idea is to create special battery-powered passenger carriages to take people from the car depot and some of the tunnels in a one-kilometer loop. Visitors will be taken 70-feet underground, through Mount Pleasant Station, and will stop to view audiovisual displays recounting the history of the network and what it was like to work down there…

The railways have a 61cm gauge (the width of the track), on top of which small carriages traveled without drivers thanks to electric live rails. In the stations there are two tracks, with carriages going in each direction.

The service continued to operate until 2003, when it was closed down—it had become much cheaper to transport mail by road.

Looks like a cross between a Disney ride and the Tube. I suspect there may just be a tourist market for this ride…see this post from April 2011 about people exploring the system as well as the interest in looking at underground Paris.

Such lines underneath cities may not be all that unusual. Chicago had an underground delivery system as well since it was far more efficient to move some items underground away from the street-level traffic. This was also the impetus behind creating Lower Wacker Drive. How many major cities have such tunnels underground, how many of them are well secured (free from ne’er-do-wells or flooding issues), and are these all tourist opportunities waiting to be opened?