With the popularity of suburban surveillance and discussions of police behavior in suburbs, it is helpful to have data about suburban police activity and crime:
Since 1990, arrest rates have trended downward nationwide. In suburbs, though, they have been leveling off or actually increasing since 2015, says Leah Pope, a senior research fellow at the Vera Institute of Justice, a nonprofit that aims to address the causes of mass incarceration and the loss of public trust in law enforcement. Arrest rates have declined faster in cities than suburbs.
This largely comes from a drop in “Part II” crimes, she says, which covers “less serious” offenses such as vandalism, drunkenness, disorderly conduct, loitering, and more. More serious, “Part I” crimes—including murder, rape, and robbery—have been declining as well, but arrests for Part II crimes have seen a sharper drop in cities than suburbs. These are arrests for crimes that many don’t think should necessitate an arrest anyway, Vera Institute research associate Frankie Wunschel notes: They could be citations, or warnings, or simply decriminalized, in the way that marijuana has been decriminalized, but not legalized, in some states.
Some suburbs are seeing their jail populations grow, too. According to 2015 data, nearly 9 in 10 large urban counties saw their jail populations decline. Between 2014 and 2015, the jail population in the country’s 61 large urban counties fell by more than 18,000 people total—equivalent to emptying Los Angeles County jails. The jail population grew, though, in 40% of suburban, small, and midsize counties.
Racial disparities also play a role in arrests for Part II crimes. Narcotic drug laws fall under these “less serious” crimes, and in 2015, more than one in four people arrested for drug law violations were Black, although drug use rates do not differ substantially by race. “There are huge racial disparities in arrests, and those racial disparities are more prevalent in suburban areas than they are in urban areas,” Pope says.
There are long-standing perceptions about the safety of suburbs as well as presumption that suburban police act better. But, this data and analysis suggests this can differ dramatically across suburban communities and suburban populations. At the least, this is a reminder of the complex suburbia of today: discussions of a monolithic suburbia simply do not line up with suburban realities. Going further, crime and policing can differ across suburbs, just as it can across urban neighborhoods or cities.
From this analysis, I wonder how the variation in crime and police activity across suburbs compares to the variation between wealthier urban neighborhoods versus those urban neighborhoods not as well off.
Suburbanites have more electronic “eyes on the street” with video doorbells and other devices. Comments from sociologist Simone Brown about surveillance and race provide context for this shift:
If you think about TV, like Cops being taken off the air or Gone With the Wind or whatever it is, there are all these ways black life is framed that shapes people’s viewing. I think it’s what Judith Butler calls a “racially saturated field of visibility,” where these stereotypes form our field of our vision. So, Rodney King bracing himself from the hits from the police, that video gets read by some folks as an act of aggression by him, as an act of violence because black men’s bodies are always figured as potentially violent…
It’s policing, but it’s like policing that now is mediated through these platforms, like Instagram and Facebook and other things. That’s not literal police, but it still is about the governing of black life and black resistance by the state or state-adjacent entities. And we know that Facebook is hand in hand with the Trump administration. So how do we then reconcile the seeming necessity of these technologies?…
That’s part of why I have this reaction when people say technology isn’t neutral, technology is biased. The fact that that needs to be said just shows you how comfortable people are with even the concept of neutral.
Exactly. And that requires like an entire upending of a lot of white folks’ ways of seeing that whiteness isn’t a neutral, police aren’t neutral. All of these things are framed by their histories. To let go of the idea of a technology, and perhaps the technology being used in the exercise of white supremacy of misogynoir or transphobia or being trans-antagonistic is a lot for many people to see. It’s an easy alibi, I think, to say that the technology made me do it.
What exactly is behind the move to install more personal cameras (and share that information with police and others on social media)? Fear of crime, intruders, destruction of personal property? Over recent decades crime rates have dropped yet the perceived need for safety at home has increased. The suburbs in general have a history of exclusion, a fear of the other, looking to avoid “urban” issues. Cameras provide the opportunity to constantly view who is around the sacred single-family home. Even if someone is just walking by on the public sidewalk or driving on the public street, these home cameras could pick them up.
Put together the racialized history of suburbs, assumptions about crime and danger in the United States, and the increase in cameras and this connects with what Browne says above. Who are the suburban cameras there to watch?
With discussion of COVID-19 in cities plus urban residents leaving for suburbs, does this mean people will view suburbs differently going forward? Ian Bogost suggests this will be the case:
But after the anxious spring of 2020, these defects seem like new luxuries. There was always comfort to be found in a big house on a plot of land that’s your own. The relief is even more soothing with a pandemic bearing down on you. And as the novel coronavirus graduates from acute terror to long-term malaise, urbanites are trapped in small apartments with little or no outdoor space, reliant on mass transit that now seems less like a public service and more like a rolling petri dish. Meanwhile, suburbanites have protected their families amid the solace of sprawling homes on large, private plots, separated from the neighbors, and reachable only by the safety of private cars. Sheltered from the virus in their many bedrooms, they sleep soundly, dreaming the American dream with new confidence.
Safety has always warmed the suburban soul. The American dream is sometimes equated with property ownership and the nuclear families such properties house—but really, they are just hulls for a more fundamental suburban aspiration: individualism, which the suburban home demarcates and then protects…
The pandemic will improve suburban life, perhaps in lasting ways. Take the automobile commute: The exodus from the office has dramatically decreased traffic and pollution, a trend that will continue in some form if even a fraction of the people who abandoned their commutes continue to work from home. Dunham-Jones, who is also my colleague in Georgia Tech’s college of design, thinks that even a modest rise in telecommuting could also increase the appeal of local walking and bike trips. Families have two cars, but nowhere to go. They are rediscovering the pleasures of pedestrianism…
The suburbs were never as bad as their stereotypes. The little boxes might have been all the same, but the ’50s suburban plots also flowed continuously into one another, with unobstructed front and backyards, forming unified communities. And those communities were in some ways far less homogeneous than their legacy recalls, even despite the scourge of redlining and its serious, long-term effects.
There is a lot to consider here. A few categories of thoughts in response:
- There is an underlying contrast between how elites and urbanites viewed suburbs versus how many Americans have viewed suburbs for decades. Even as majorities of Americans now live in suburbs, there is a well-established line of suburban critiques. Is the individualism Bogost discusses a feature of suburban life or a terrible thing to promote? Do suburbanites really have individualism or does it end up looking the same across suburban single-family homes?
- The suburbs are aspirational. This reminds me of the argument by historian Jon Teaford in The American Suburb: The Basics: “Suburbs are an expression of the American desire for freedom and the right to pursue one’s own destiny.” (219) At the same time, the path taken to pursue these aspirations involved exclusion. Can these two competing interests – private freedom in a single-family home yet excluding who can access this – be reconciled in the future, let alone in assessments of the past?
- It is hard to know exactly what suburbia is under discussion. Complex suburbia is here. Bogost mentions at least a few visions of suburbia today including New Urbanist communities and neighborhoods of McMansions but we could also consider ethnoburbs, working-class suburbs, suburban job centers, and more. Which suburbia is the preferred one in the minds of Americans or which one should policy try to promote or is a varied suburban landscape more ideal?
- COVID-19 is theoretically a temporary issue to face. Once it passes or is controlled or societies learn to live with it, it is hard to know what consensus regarding places might emerge.
This debate which stretches at least to the early 1900s is not over even as COVID-19 changes the terms.
Reports suggest more drivers are going fast on emptier roads:
Despite there being far fewer vehicles on the road due to COVID-19 stay-at-home orders, state highway safety officials across the country are seeing a severe spike in speeding. Many states have reported alarming speed increases, with some noting a significant surge in vehicles clocked at 100 mph or more.
Being a safe driver should always be a priority, but during the coronavirus pandemic, traffic safety experts at the Governors Highway Safety Association (GHSA) say it is more important than ever. “While COVID-19 is clearly our national priority, our traffic safety laws cannot be ignored,” said GHSA Executive Director Jonathan Adkins. “Law enforcement officials have the same mission as health care providers — to save lives. If you must drive, buckle up, follow the posted speed limit and look out for pedestrians and bicyclists. Emergency rooms in many areas of the country are at capacity, and the last thing they need is additional strain from traffic crash victims.”
During the past month, pedestrian and bicycle traffic are reported to have increased exponentially, while motor vehicle traffic is down. Adkins noted that GHSA is encouraged to see so many communities across the country making roadways more accessible to pedestrians and bicyclists. To keep roads safe for everyone, traffic safety officials nationwide are pleading with motorists to slow down and respect traffic safety laws…
A 2019 report on speeding by GHSA, “Speeding Away from Zero: Rethinking a Forgotten Traffic Safety Challenge,” highlights excessive vehicle speed as a persistent factor in nearly one-third of all motor vehicle-related fatalities, while a 2020 GHSA report on pedestrian fatalities, published in February, finds that pedestrians now account for 17% of all traffic-related fatalities.
In many metropolitan regions, traffic is pretty constant throughout the day. COVID-19 has reduced the number of daily work trips plus some of the other reasons for cars and trucks on the road.
With more open road, perhaps it is “natural” for drivers to feel they can go faster. I am reminded of the argument by New Urbanists that narrower roads lined with parked cars and trees close to the street push drivers to slow down. The illusion is that with fewer potential obstacles on the road, a driver can be safe even while going faster. Of course, going faster reduces the time drivers have to correct and avoid things in their path.
It would be interesting to note how much local police forces are responding to speeders now. Is it worth stopping them if there is a risk of transmitting COVID-19? Are police resources needed more elsewhere? At this point, what other options do officials have in reducing speeds on less crowded roads?
Americans already have a predilection for suburban life; might a global pandemic push even more people out of cities and to the edges of metropolitan regions? One take regarding safety in suburban life:
Three thoughts come to mind:
As maps like this show, major metropolitan areas are bearing the brunt of the Covid-19 infections spreading across North America. And that makes sense: Though there’s no way to know for sure how the virus arrived, it almost certainly came by way of an international flight to a major airport (or several of them). But while infectious disease spreads faster where people are more densely clustered — hence the strategy of social distancing to contain the coronavirus — that doesn’t necessarily make suburban or rural areas safer, health experts say…
That is not to say that cities aren’t Petri dishes — they are. Relative to rural areas, urban centers do provide stronger chains of viral transmission, with higher rates of contact and larger numbers of infection-prone people. And historically, urbanites paid a price for this vulnerability…
Modern transportation networks have made the population shield that rural areas once provided much more porous. Now that humans and freight can travel from, say, Hong Kong to Los Angeles in less than 13 hours — and arrive by vehicle to somewhere sparsely populated hours after that — outbreaks can happen just about anywhere. New pathogens tend to arrive sooner in global hubs, but that doesn’t mean they can’t quickly reach rural locales and proliferate from there, says Benjamin Dalziel, a professor of mathematics at Oregon State University who studies population dynamics…
But while the CDC recommends decreasing social contact to limit the spread of the virus, that’s just as doable in a downtown apartment as a countryside manor. Says Viboud: “If you’re staying at home and limiting outside contact, you’d achieve the same purpose.”
- This highlights the connectedness of cities and suburbs today, even if there is significant physical distance separating communities. The rate at which people travel around the world, to other regions, and throughout regions is high compared to all of human history and is relatively easy to do. Cities and suburbs are not separate places; they are parts of interdependent regions that are highly connected to other places.
- Safety and health was a part of creating the suburbs in the United States but it is hard to know how this might matter in the future. Given all the reasons people now settle in the suburbs, would avoiding communicable diseases be a top factor? I would think not, particularly compared to factors like housing prices or amenities (schools, quality of life, etc.), or demographics.
- If particular places are not that much safer, does the sprawl of American life then limit the response to any illness? Imagine the Chicago region with dozens of hospitals that need to be equipped spread throughout the region as opposed to that same number of people packed into a smaller area where it is easier to get supplies and people to medical facilities. Or, the need to supply grocery stores throughout a huge region.
A recent survey from AAA suggests Americans are not ready for self-driving vehicles:
The survey shows only 1 in 10 drivers say they would trust riding in a self-driving car, and 28% say they don’t know how they feel about the technology.
According to AAA, trust in automated vehicles can improve with more tangible information on key issues, as well as quality education and experience.
For instance, six in 10 Americans say they would like to have a clear understanding of who is legally responsible in a crash with a self-driving vehicle.
Seven in 10 Americans said they would feel safer riding in a self-driving vehicle if they had the ability to take over control is something goes wrong.
There are a few different issues to address here. Addressing just one, such as who is legally responsible, might not be enough to get people into a vehicle.
I wonder what the tipping point will be on this. Several scenarios could present themselves:
1. A government ruling or edict that makes self-driving cars more attractive. Imagine a guideline that 20% of vehicles must be self-driving in five years.
2. A company that does not make these vehicles invests heavily in them. Think a ride sharing or rental car company goes all in with a fleet of vehicles.
3. Trucking companies switch over to self-driving trucks to cut costs. Would Americans be okay with a self-driving cars if trucks are already doing this (and the alternative might be higher prices for delivered goods)?
4. There is a cool self-driving vehicle that just catches everyone’s attention. Tesla seems to capture attention but does not have a fully-functional self-driving feature yet.
5. There is a significant safety issue that arises with regular vehicles or driving is soon seen as a significant health issue. Perhaps at some point Americans will get fed up with the 30,000+ deaths a year in car accidents. (Could be connected to #1.)
Given the concerns people have, it is hard to know when self-driving vehicles will become a significant presence on the road. 2030? A number of things will need to come together for fears to subside.
A new report highlights the dangers to pedestrians in the United States:
Based on data from the first six months of 2019, the Governors Highway Safety Association predicts there were 6,590 pedestrian deaths that year, which would be a 5 percent increase over the 6,227 pedestrian deaths in 2018.
The 2019 figure is the highest number of such deaths in more than 30 years, according to the association…
While there’s been a significant increase in pedestrian deaths over the past decade, the number of all other traffic deaths increased by only 2 percent…
“Following 30 years of declining pedestrian fatalities, there has been a complete reversal of progress,” Retting said in the release. “Pedestrians are at an inherent disadvantage in collisions, and we must continue to take a broad approach to pedestrian safety.”
While there are particular aspects of driving and pedestrian behavior that could be debated and addressed, there is a larger point that can be made with such data: the priority on American roadways goes to vehicles. This has been the case for decades and will continue to be the case for years to come. While efforts to make streets more amenable to walkers and bikers, these efforts are often limited to only a few areas. The goal of roadways in many places, included dense, populated areas, is to move as many vehicles as quickly as possible to where drivers want to go. Tackling specific issues may help reduce the number of deaths but still leave the larger problem: Americans like cars and driving and our lives are often organized around driving.
Shoveling sidewalks in front of residences and businesses is important for pedestrians. Many communities have penalties on the books for those who do not clear their sidewalks, including Chicago:
Property owners in the city are legally required to shovel their sidewalks after it snows. And on the South Side, one alderman has been out cracking down on the problem.
Ald. Ray Lopez has been out in his 15th Ward neighborhoods since Tuesday, directing Streets and Sanitation workers to problem spots to hold people accountable.
Department workers were writing tickets to home and business owners who did not comply. Fines range up to $500…
Thirty two businesses got ticketed in the 15th Ward Tuesday, and Lopez said he expects there to be just as many Wednesday.
Even if neighbors get mad at a lack of shoveling, who wants to be the politician or local official who gives tickets to homeowners for this offense? From the information provided in the article above, it looks like the tickets were issued to businesses. It could be argued that businesses have a strong obligation to snow as it would be good for potential customers and they are often located in areas where there are more pedestrians (street corners, commercial areas along busy streets, etc.). But, imagine the optics of giving a ticket to an elderly homeowner or a single mother with multiple small children. Americans may like local government but not when that government appears to be heavy-handed.
A similar comparison might be fines many communities issue regarding long grass. If people do not keep their lawn below a certain height, some communities will come mow that lawn and then send a sizable bill. Neighbors do not like the message tall grass sends (regular lawn maintenance suggests a certain standing). I do not know the recidivism rates after this is done; it would be interesting to know if this helps promote more lawn mowing in the future.
Or, consider traffic tickets. Many drivers speed but few want to be ticketed if they are swept up in efforts to generate revenue for the community, outsiders are targeted, or routine acts are criminalized. Arguments can be made about safety and the good of the community might I would guess few people support getting a ticket.
All of this can put local officials in a tough position. These problems, unshoveled snow, long grass, and bad driving, can create dangers and resentment in a community if not addressed. But, fines may not be the best way to prompt action. Tomorrow, I will consider other options for clearing sidewalks beyond fines.
Chicago area suburbs considering whether to allow marijuana sales within municipal boundaries have encountered efforts from residents on both sides of the issue:
An “Opt Out” movement that began in Naperville has spawned similar efforts in several other communities across the North, Northwest and West suburbs, pleading with city councils and village boards to ban the sales of adult-use marijuana within their boundaries…
An “Opt In” movement, though in some cases less overtly organized or connected, is present in many places, too, and just as passionate about its message that recreational marijuana stores should be allowed…
At the heart of the opt out effort, supporters say, is a desire to protect children from the potential harms of normalized marijuana use..
Supporters promote the value of potential tax revenue for municipal projects and point out marijuana use and possession will be legal no matter where the stores set up.
Three quick thoughts:
1. It sounds like the speed by which these efforts have coalesced across suburbs is partly attributable to social media. Through different platforms, it is relatively easy to promote a particular message and alert supporters about local meetings.
2. Pitting the safety of children versus potential revenue for suburbs pits important suburban values against each other. Arguably, the suburbs are all about kids: the whole structure is set up to help them get ahead, to do better than their parents, to have good educational opportunities within a safe and family-friendly environment. At the same time, budgets are tight in many suburbs and extra revenue could help provide all sorts of civic goods (including reducing the tax burdens of residents). Which argument wins out may depend on how the suburb sees itself.
3. It is hard to know at this point where the dispensaries might be located, with or without decisions made by individual communities. At first, Illinois will award 75 licenses. Given the population of the Chicago region plus the wealth present in numerous suburban communities, where will firms want to open shop? Is it as simple as going for the wealthiest customers within a certain radius of the store or are there other considerations of the best locations for marijuana dispensaries?
In my daily drive (or bicycle ride) to work through mostly residential neighborhoods, I encounter multiple intersections that require stopping with six stop signs, two traffic lights, and one trip over railroad tracks. A few patterns for my suburban trip and including these stops:
-The majority of the stops occur along an important north-south road in the community that is one lane each way, goes past houses of various kinds, and has a speed limit of 30 mph. Both traffic lights involve this road with only one light involving a four lane road.
-My average speed is roughly 12.5 mph. If I could go the 30 mph allowed on most of the trip and there were no stops, my trip should be more like 5 minutes long.
-Most of the stops are pretty short except for two kinds. The traffic lights can cause a wait of up to a minute and a half and the busier one can be longer if I have to wait through multiple lights. The train crossing obviously can wreak havoc with a typical trip with a stop for the train and then heavier traffic afterward as a long line goes down the road. Most of the time, I do not encounter a train and I now have a decent sense of when the passenger trains come during the morning and evening rush hours.
The average American one-way commute is now 26.9 minutes so my commute is much shorter than many. But, that time factor can obscure distances – a 20 minute commute in a more rural area is going to cover more distance than my 12 minute drive in a residential suburb and a 35 minute commute in a major city might be a different distance.
One promise I have read about involving self-driving cars is that they will be much less impeded by intersections. Because vehicles will be able to communicate with each other, stopping at a stop light for 1+ minutes or a required stop at a stop sign in light or no traffic could be limited. Removing all that stopping and starting would also be good for the environment because of reduced idling.
I assume all of the stops are there due to safety concerns and trying to keep traffic flowing in all directions (based on traffic counts, accident reports, and road and planning guidelines). But, it would be great to see in the next few decades changes to how many stops and starts vehicles must make.