Fiscal Problems

One evident problem is fiscal: Cities typically have serious difficulties in paying for basic services such as policing, public education, trash removal, street maintenance, and snow removal (at least in cold climates), and in providing certain services for their residents who are poor or disabled or who have other conditions. The fiscal difficulties that cities routinely face became even more serious with the onset of the nation’s deep recession in late 2007, as the term fiscal crisis was used again and again to describe the harsh financial realities that cities continued to face even after the recession officially ended in mid-2009 (McNichol, 2009).

In early 2012, almost three years after the United States officially emerged from the recession, this fiscal crisis persisted. The mayor of Syracuse, New York, announced that her city faced a budget deficit of $16 million and called its fiscal problems “staggering” (Knauss, 2012). Mayors in Rhode Island told their governor that their cities need fiscal aid from the state to prevent them from having to declare bankruptcy. One of the mayors said, “We all have the same issues. Something has to be done this year. We cannot have a study commission. We cannot say ‘we’ll wait until 2013 or 2014.’ This is do or die” (Klepper, 2012). Detroit, Michigan, was in danger of running out of money altogether and being taken over by its state government. The member of the US House of Representatives who represents Detroit said he was seeking aid from the federal government: “Bottom line, I’m asking for federal aid to avoid massive layoffs, especially for our public safety workers. That’s what we actually need to attract businesses here who create jobs. We need safe streets and we need good schools” (Oosting, 2012).

In response to financial problems in these and other cities across the nation, the US Conference of Mayors urged Congress in early 2012 to provide several kinds of aid to cities, including low-interest loans for local rail and road projects and funding for housing and job training for low-income residents (United States Conference of Mayors, 2012).

Housing

A third problem involves housing. Here there are several related issues. Much urban housing is substandard, as this chapter’s opening news story illustrated, and characterized by such problems as broken windows, malfunctioning heating systems, peeling lead paint, and insect infestation.

At the same time, adequate housing is not affordable for many city residents, as housing prices in cities can be very high, and usually higher than in rural areas, and the residents’ incomes are typically very low. Cities thus have a great need for adequate, affordable housing. According to the US Department of Housing and Urban Development (2012), housing is affordable when a household pays no more than 30 percent of its annual income on housing. Low-income households that must spend more than this benchmark may be unable to afford clothing, food, health care, and transportation. Yet 12 million US households pay more than half their annual incomes for housing.

Another housing issue concerns racial segregation. Although federal law prohibits segregated housing, cities across the country are nonetheless highly segregated by race, with many neighborhoods all or mostly African American. In a widely cited book, sociologists Douglas S. Massey and Nancy A. Denton (1993) termed this situation “American apartheid.” They said that these segregated neighborhoods result from a combination of several factors, including (a) “white flight” into suburbs, (b) informal—and often illegal—racially discriminatory actions that make it difficult for African Americans to move into white neighborhoods (such as real estate agents falsely telling black couples that no houses are available in a particular neighborhood), and (c) a general lack of income and other resources that makes it very difficult for African Americans to move from segregated neighborhoods.

Massey and Denton argued that residential segregation worsens the general circumstances in which many urban African Americans live. Several reasons account for this effect. As whites flee to the suburbs, the people left behind are much poorer. The tax base of cities suffers accordingly, and along with it the quality of city schools, human services, and other social functions. All these problems help keep the crime rate high and perhaps even raise it further. Because segregated neighborhoods are poor and crime ridden, businesses do not want to invest in them, and employment opportunities are meager. This fact worsens conditions in segregated neighborhoods even further. Consequently, concluded Massey and Denton, racial segregation helps to keep very poor people living in deep poverty and decaying neighborhoods.

Other research supports this conclusion. As a review of the research evidence summarized this situation, “Whether voluntary or involuntary, living in racially segregated neighborhoods has serious implications for the present and future mobility opportunities of those who are excluded from desirable areas. Where we live affects our proximity to good job opportunities, educational quality, and safety from crime (both as victim and as perpetrator), as well as the quality of our social networks” (Charles, 2003, pp. 167–168).

Against this pessimistic backdrop, it is worth noting that neighborhood segregation in US cities is somewhat less extensive now than four decades ago, thanks in part to fair-housing legislation enacted during the 1960s (Roberts, 2012). Despite this bit of progress, racial discrimination in the housing market continues (see Chapter 3 “Racial and Ethnic Inequality”), and most African Americans still live in neighborhoods that are heavily populated by African Americans and hence racially segregated (Logan & Stults, 2011). One demographer summarizes this “good news, bad news” situation as follows: “There is now very much more black-white neighborhood integration than 40 years ago. Those of us who worked on segregation in the 1960s never anticipated such declines. Nevertheless, blacks remain considerably more segregated from whites than do Hispanics or Asians” (Roberts, 2012, p. A13).

To improve the socioeconomic status and living circumstances of African Americans, then, it is critical that residential segregation be reduced. Although Latinos live in segregated neighborhoods to a smaller degree, reducing segregation would also help their circumstances.

Homelessness

A related problem to housing is homelessness. In cities throughout the United States, men, women, and children live in the streets, abandoned vehicles or houses, cheap motels, or trailers, or living in someone else’s home temporarily. In cities with cold climates, homelessness can be life-threatening during the winter. But regardless of climate, the homeless are in a dire situation. Some research finds that one-third of the homeless are victims of violence or theft during the year; this rate of victimization is four times higher than that in the general population (Wenzel, Leake, & Gelberg, 2001). Homeless shelters provide some relief against crime, hunger, and the many other problems arising from homelessness, but too few shelters exist to meet the demand, and those that do exist are underfunded.

Homelessness is a major problem in many cities. The federal government estimates that 650,000 Americans are homeless on any given night.

Gilbert Mercier – Homeless in America Los Angeles 1989 – CC BY-NC-ND 2.0.

As should be clear, the problem of homelessness cannot be understood from the problem of poverty (see Chapter 2 “Poverty”). Wealthy families that lose their homes, as after a fire, usually can expect to find suitable temporary lodging and have their homeowners’ insurance pay for a new home (Lee, Tyler, & Wright, 2010). Poor families who can no longer pay their rent or mortgage payments face eviction and homelessness from which they find it difficult to recover.

It is rather difficult to determine the actual number of homeless persons (Lee et al., 2010). For example, if a family is living literally in the streets, we would all agree they are homeless. But if they are living in an abandoned building or in a cheap motel, should they be considered homeless? Even with an adequate definition of homelessness, it is difficult to actually count the number of homeless persons because it is very difficult to find them all. For example, if researchers count all the homeless people who use all the shelters in a city within a given time period, they still fail to count the homeless people who do not come to a shelter.

Keeping these definition and measurement problems in mind, it is nonetheless worth noting that the federal government estimates 650,000 Americans to be homeless on any given night, and 1.6 million to use a shelter or other transitional housing annually (Lee et al., 2010). Because people move in and out of homelessness, the number of people who are homeless at least part of the year is undoubtedly much higher. National survey evidence suggests that 14 percent of Americans have been homeless at least once in their lives, a figure much higher than that in most European nations (Lee et al., 2010).

The US Conference of Mayors (2011) compiled information on homelessness in twenty-nine cities across the country. This large study yielded the following profile of homeless adults:

• 26% with severe mental illness
• 16% physically disabled
• 15% employed
• 13% victims of domestic violence
• 13% military veterans
• 4% HIV positive

As this profile suggests, the homeless population is at much greater risk for a variety of physical and mental health problems and other difficulties (Lee et al., 2010). In particular, they are much more likely than housed Americans to experience hunger and food insecurity, and they are up to twenty times more likely to suffer from chronic illnesses such as hepatitis, high blood pressure, tuberculosis, and vascular disease. On the average, homeless adults die by their midfifties, about twenty years shorter than the average life span of housed adults.

Traffic and Transportation

A fifth problem of city life is traffic and transportation. For better or worse, a fact of city life that arises from the defining feature of cities—many people living in a relatively small area—is that many people need to travel to get to work or school and to visit stores, museums, and any number of other leisure-time settings. Someone living in a rural area is probably able to drive ten miles to work in no longer than twenty minutes, but someone living in an urban area may easily take an hour or longer to travel the same distance after crawling along in traffic and stopping at light after light, or sitting and crawling along in long miles of traffic on an urban highway.

Traffic is a major problem in cities. The great number of motor vehicles in a relatively small space often leads to gridlock and contributes greatly to air pollution.

joiseyshowaa – World Class Traffic Jam 2 – CC BY-SA 2.0.

One manifestation of the traffic problem in cities is traffic gridlock, when traffic in all directions is barely moving or not moving at all. Gridlock occurs in urban areas, not rural ones, because of the sheer volume of traffic and the sheer number of intersections controlled by traffic lights or stop signs. Some cities have better public transportation than others, but congested traffic and time-consuming commuting are problems that urban residents experience every day (see Note 14.19 “Lessons from Other Societies”).

To help reduce traffic congestion, cities long ago developed various means of public transportation: buses, subways, and light rail. Some cities have better public transportation than other cities; Los Angeles has a notoriously bad reputation for the quality of its public transportation. Yet residents of cities with relatively good public transportation still experience severe traffic congestion, long commutes, and related problems: It is estimated that the average Chicago commuter spends seventy hours per year just sitting in traffic jams (Greenfield, 2011). Public transportation is sometimes faster than commuting by car or SUV but can still be very time consuming. People who take a bus or other public transportation can easily spend an hour or more, depending on how far they have to travel and the quality of their city’s transportation system, traveling to a bus or train station, waiting for their transportation, making any necessary connections, and then traveling to their workplace.

One consequence of traffic congestion is stress. As one mental health expert observed, “Commuters can experience greater stress than fighter pilots in battle” (Greenfield, 2011). Another consequence is huge financial costs. Sitting in traffic wastes both time and fuel. The Texas Transportation Institute (TTI), perhaps the leading scholarly unit for the study of traffic problems, estimates that traffic congestion costs the nation $115 billion annually in wasted time and fuel, or $713 for every auto commuter. Traffic congestion wastes 4.8 billion hours and 1.9 billion gallons of gasoline annually, an amount that would fill more than 200,000 gasoline tank trucks (Schrank, Lomax, & Eisele, 2011). To relieve traffic congestion, TTI recommends significant investments of public funds in public transportation and more efficient designs in private and public transportation systems such as the greater use of electronic toll taking and better timing of traffic lights to increase traffic flow.

Air Pollution

Traffic congestion and the sheer amount of traffic in cities also contribute mightily to air pollution, which we consider here as a separate urban problem. Traffic creates pollution from motor vehicles’ exhaust systems, and some cities have factories and other enterprises that also pollute. As a result, air quality in cities is substandard.

This poor air quality has significant health consequences, as it produces higher rates of respiratory and heart disease and higher mortality rates in cities (Stylianou & Nicolich, 2009). Because even fairly low levels of air pollution can have these health effects (Brunekreef, 2011), cities are unhealthy places and even deadly places for many people.

Both to increase their “carbon footprint” and to get some exercise, many urban residents bicycle in traffic to and from work or bicycle during their leisure time. Ironically, doing so subjects them to air pollution from the traffic surrounding them. This pollution has been shown to impair their cardiovascular and respiratory functioning (Weichenthal et al., 2011).

Because people of color disproportionately live in cities, urban air pollution affects them more than it affects white people. As Chapter 13 “Health and Health Care” noted, this disparity is part of the larger problem of environmental racism. Cities are bad in many ways for their residents, and the air pollution of cities is bad for the health of their residents, who are overwhelmingly people of color in many cities.

If urban residents in general suffer health consequences from air pollution, these consequences are particularly serious and more common among children. Air pollution increases their rates of asthma and other respiratory diseases (Patel et al., 2011). These health problems in turn affect their school performance and can have other lifelong consequences.

Mental Health Problems

Our earlier discussions of crowding and of traffic congestion indicated that stress is one of the most important consequences of these two urban problems. Stress in turn impairs the mental health of urban residents. Much research finds that urban residents have worse mental health than rural residents. In particular, they have much higher levels of mood and anxiety disorders and of schizophrenia (Lederbogen et al., 2011).

Public Education

Yet another issue for cities is the state of their public education. As Chapter 11 “Schools and Education” emphasized, many city schools are housed in old buildings that, like much city housing, are falling apart. City schools are notoriously underfunded and lack current textbooks, adequate science equipment, and other instructional materials.

Crime

When many people think about the disadvantages of city life, they probably think about crime, a problem mentioned several times already in this chapter. Their fears are well grounded. Simply put, cities have much higher rates of violent and property crime than do small towns or rural areas (see Figure 14.6 “Crime Rates in Large Cities and Rural Counties, 2010 (Number of Crimes per 100,000 Residents)”). For example, the violent crime rate (number of crimes per 100,000 residents) in 2010 was almost four times higher in the nation’s largest cities than in its rural counties, while the property crime rate was more than twice as high.

Why are city crime rates much higher? Because crime rates take the number of people into account, the answer is not simply that cities have more people than rural areas. Nor is the answer simply that cities have higher poverty than rural areas, because rural areas in fact have higher poverty overall, as we discuss later in this chapter. Rather, an important answer is that cities have higher residential crowding (or higher population density) and also more household crowding, as we saw earlier.

Crime rates are higher in cities in part because the great numbers of urban residents provide many potential targets for criminals.

James Marvin Phelps – Las Vegas Boulevard – CC BY-NC 2.0.

Several reasons explain why higher residential crowding produces higher crime rates. Consider violent crime. For a violent crime to occur, it takes two people to tangle, so to speak. Criminals cannot kill, rob, or assault someone unless there is a “someone” to assault. In a city, there are many potential targets of violence all crowded together into a relatively small space, and thus many potential targets for criminals. In a rural area, potential targets are spread across miles, and a robber can go a long time without ever seeing a potential victim. Many assaults are also committed not by hardened criminals but by people (usually men) who get angry because of some perceived insult. In a city, there is a much greater chance for interaction to occur where someone might feel insulted, simply because there are so many people living within a small space and bars and other venues for them to congregate. A thousand people living on one city block are more likely to encounter each other than a thousand people living across thirty square miles in a rural area. Because there is more opportunity in a city for insults and other problems to occur that lead to violence, more violence occurs.

Cities also have more crowded households than rural areas, as we saw earlier, and these also make a difference for at least two reasons (Stark, 1987). Crowded households are more stressful, and people who experience stress are more likely to be aggressive. Further, people (and perhaps especially young people) who live in crowded households often find they need to “get outside” to be away from the stress of the household and to have some “elbow room” and privacy. But once outside, they are that much more likely to interact with other people. Because, as we just noted, social interaction is a prerequisite for violence, household crowding indirectly contributes to violence for this reason.

Residential crowding and household crowding thus combine to produce higher crime rates in cities than in urban areas. City neighborhoods differ in their degree of both types of crowding, and those that have higher crowding rates should have higher crime rates, all else equal. In sociologist Rodney Stark’s (1987) term, these neighborhoods are deviant places because their structural features, such as crowding, almost automatically contribute to higher crime rates regardless of who is living in these neighborhoods.

Another structural feature of cities helps to explain why they have a higher property crime rate than rural areas. Burglars obviously cannot burglarize a home unless there is a nearby home to burglarize. In cities, there are many homes to serve as potential targets for burglars; in rural areas, these homes are far and few between. Similarly, if someone wants to shoplift in a store or break into a store overnight, they can more easily do so in an urban area, where there are many stores, than in a rural area, where the landscape is filled with trees or fields rather than Walmarts or Best Buys.

Although Stark (1987) coined the term deviant places to refer to urban neighborhoods that had certain features that contribute to high crime rates, his term can also refer to cities themselves. For the reasons just discussed, cities are inevitably much more likely than rural areas to be deviant places. The defining feature of a city—large numbers of people living in a small area—guarantees that cities will have higher crime rates than rural areas. Cities are deviant places precisely because they are cities.

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