Tag Archives: metropolitan regions

The state of public transit in the 100 largest American cities

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The Brookings Institution just released a new report, Missed Opportunity: Transit and Jobs in Metropolitan America, examining the mass transit systems in the 100 largest American cities. Here are some of the findings:

Nearly 70 percent of large metropolitan residents live in neighborhoods with access to transit service of some kind…

The typical metropolitan resident can reach about 30 percent of jobs in their metropolitan area via transit in 90 minutes…

About one-quarter of jobs in low- and middle-skill industries are accessible via transit within 90 minutes for the typical metropolitan commuter, compared to one-third of jobs in high-skill industries…

Fifteen of the 20 metro areas that rank highest on a combined score of transit coverage and job access are in the West…

With the primary focus of the report on jobs, there is a lot of interesting data. Here are a few things I noticed in going through the full report:

-Page 3 highlights three trends for metropolitan areas: “metro growth and expansion” with both city and suburban growth during the 2000s, “employment decentralization” (with a figure that only roughly 20% of metropolitan jobs are within 3 miles of the city center), and the “suburbanization of poverty.”

-Page 4 notes some of the problems of mass transit in today’s metropolitan regions: “old hub and spokes” which don’t work as well since “39 percent of work trips are entirely suburban” (a problem in the Chicago region, hence the need for the Star Line), “serving low-density areas” (a problem in many suburban areas and a recurring problem in the western suburbs of Chicago such as Naperville), and “spatial mismatch and the costs of transportation” (the idea that the people who work in certain jobs/industries don’t necessarily live near these jobs).

-Page 13 has an explanation for why they chose a 90-minute one-way commuting threshold in the study. If you change the threshold, the percent of jobs available changes quite a bit: “[A]cross all metro areas, the typical worker can reach about 30 percent of total metropolitan jobs in 90 minutes. At a 60-minute commute threshold, only 13 percent of jobs are accessible for the typical worker. For a 45-minute commute, the share drops to 7 percent.” This seems to be quite a high threshold but as they note, more than half of metropolitan commutes are longer than 45 minutes (according to 2008 American Community Survey data).

-Page 18 has a graph comparing the availability of high/medium/low skill jobs within 90 minutes by city or suburban setting. Interestingly, a higher percentage of jobs accessible from the city were high-skill while a higher percentage of accessible suburban jobs were low-skill.

-Pages 20-21 look at some of the differences between the West, with the most accessible mass transit and higher percentage of accessible jobs, and the South, the region at the other end of the spectrum. The findings about the South are not too surprising as it is known for sprawl but the finding that the West dominates the list of cities (15 of the top 20) is interesting. Does this suggest that these Western cities have made much more concerted efforts to provide mass transit?

If you look at the more specific data for the Chicago region, it appears to be fairly average compared to the other 100 metro areas.

2010 Census figures show growing urban population

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In the last 110 years, the United States has become very urbanized: in 1900, 60.4% of the population was rural and 29.6% urban while in 1990, those numbers changed to 24.8% rural and 75.2% urban. New 2010 Census figures show that this trend has continued:

The U.S. population grew by 27 million over the decade, to 308 million. But growth was unevenly distributed. Metropolitan areas, defined as the collection of small cities and suburbs that surround an urban core with at least 50,000 people, accounted for most of the gain, growing 10.8% over the decade to 257.7 million people.

Rural areas, meanwhile, grew just 4.5% to 51 million. Many regions—from the Great Plains to the Mississippi Delta to rural New England—saw population declines. About 46% of rural counties lost population in the decade, including almost 60% of rural counties that aren’t adjacent to a metro area, according to an analysis of Census data by Kenneth Johnson, senior demographer at the Carsey Institute at the University of New Hampshire.

Based on these 2010 figures of 308 million US residents (though the population now is just over 311 million), that means 83.67% of the US lives in metropolitan areas. I still want to see the breakdown of urban areas: how much of the population now lives in suburbs (50.0% of Americans in 2000 compared to 30.3% percent in central cities – page 33 of this report) compared to cities. It is interesting to note that rural areas have still grown in population even as nearly half of rural counties lost population. Where exactly are the rural growth spots and are these exurbs that will soon become part of a metropolitan region or tourist spots?

(The rest of the article talks about how the population continues to grow more in the South and West. Read more about that here.)

Discussing myths regarding the most segregated American cities

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As a follow-up to a recent piece looking at the top 10 segregated cities in the United States (see my discussion here), a Salon writer discusses five myths people have regarding this data.

An interesting read and several sociologists contribute to the myth-busting.

Comparing pollution in cities versus suburbs

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The Infrastructurist sums up a new study that compares pollution generated in cities versus that produced in the suburbs:

To illustrate this point, the authors of the new report examine per capita emissions rates in three locales in the greater Toronto region. The lowest per capita emissions rate (1.31 tons of carbon) belonged to the inner-city neighborhood of East York, home to dense apartments within walking distance of a commercial center and public transit. The highest rate (13.02) was found in Whitby — pictured at the top of this post — a sprawling suburb whose residents rely on automobiles to reach the shopping districts. Splitting the difference was Etobicoke (6.62), an area full of single-family homes but still accessible to the downtown core via public transportation.

The authors conclude:

The most important observation is that there is no single factor that can explain variations in per capita emissions across cities … .

An equally important observation, I might contend, is that the conversation about reducing emissions shouldn’t stop at the city limits.

It would be interesting to know what the authors then recommend.

But the larger issue still seems to be how to convince suburbanites that this pollution and emissions issue is a big enough one that they should change their behavior. Is some more pollution worth it to have the personal freedom and autonomy of living in a suburban, single-family home where you can drive in your car from place to place?

Lower levels of segregation in many cities according to the American Community Survey

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Residential segregation, primarily between whites and blacks, is a critical issue when considering the historical development and current state of American development patterns and way of life. But new findings from the most recent American Community Survey (the Census Bureau’s yearly survey) suggest that segregation levels have decreased in many cities:

Atlanta is one of several predominantly Southern and Western cities that showed a noticeable integration trend over the last five years as both middle-class blacks and whites moved into each other’s neighborhoods, according to the Census Bureau’s American Community Survey of 10 million Americans, released Tuesday…

Seventy-five percent of the largest 100 US metro areas showed neighborhood segregation rates slipping to levels not seen for more than a century…

Ethnic integration failed to show the same kind of gains…

It isn’t that the North, which has lagged behind the South and West in integration rates, has dramatically different attitudes on race. Rather, new housing and job opportunities in the South and West have helped to spur integration there.

This is interesting, and potentially uplifting, news. A number of sociologists have called attention to this issue in recent decades, perhaps most notably in American Apartheid published in the early 1990s. Recent maps show that many cities have a highly visible divide between different population groups. With these recent findings, the question may now be: how much more integration might we see in American cities? Is this a short-term trend or is this indicative of a slow, steady rise of integration in American cities?

What I would like to see is a more specific breakdown of what cities improved on integration and which did not. The article suggests that cities in the South and West had increasing rates of integration while segregation decreased less in the North. This is a reminder that in American cities, segregation has been more prominent in northern cities, what scholars (according to the article) call “the ghetto belt.” Are there lessons from the cities that improved in integration that can be exported to other cities?

Additionally, how have segregation/integration rates changed in suburbs or perhaps in whole metropolitan regions?

Predicting the fastest growing American cities for the next 40 years

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Forbes has a new list of what they think will be the fastest growing cities in the United States in the next 40 years. Not surprisingly, the top 5 are all in the South and West. Perhaps surprisingly, these cities are “little big cities,” places that grown in the last few decades and are poised for new growth. Here are the top cities for growth: Raleigh-Durham, North Carolina; Austin, Texas; Salt Lake City, Utah; San Antonio, Texas; Oklahoma City, Oklahoma.

Forbes says they are using a different methodology to select these cities:

In developing this list we have focused on many criteria–affordability, ease of transport and doing business–that are often ignored on present and future “best places” lists. Yet ultimately it is these often mundane things, not grandiose projects or hyped revivals of small downtown districts, that drive talented people and companies to emerging places.

This methodology seems to emphasize “softer factors” like affordability and quality of life. I almost wish we could just fast forward forty years to see how accurate this is. What would others predict and what factors would they use?

But I can see some of the logic. These places offer some of the amenities of the big city and are vibrant places where things are happening. Couple this with affordable homes, some jobs, and less congestion and I could see how it is appealing. Additionally, 8 out of the top 10 are in the South and West – only Columbus, Ohio and Indianapolis, Indiana are outside these regions. It would make sense that the growing areas of the country are the places where these mid-sized cities are growing.