Neighborhood Ethnoracial Composition and Gentrification in Chicago and New York, 1980 to 2010

2016 ◽  
Vol 53 (2) ◽  
pp. 236-272 ◽  
Author(s):  
Jeffrey M. Timberlake ◽  
Elaina Johns-Wolfe
Keyword(s):  
New York ◽  
Census Data ◽  
Central Business District ◽  
Central Cities ◽  
Black Neighborhoods ◽  
Residential Preference ◽  
Black Residents ◽  
Business District ◽  
The Impact ◽  
Over Time

This research examines the impact of neighborhood ethnoracial composition on the likelihood that neighborhoods that could gentrify do gentrify over time. Drawing on findings from the gentrification and residential preference literatures, we hypothesize that the percentage of Black and Latino residents in neighborhoods in 1980 is associated with the probability of gentrification, conditional on the racial composition of neighborhoods in 2010. We test these hypotheses with analyses of census data for tracts in the central cities of Chicago and New York in 1980 to 2010. We find that the percentage of Black residents in 1980 was negatively associated with gentrified White and positively associated with gentrified Black neighborhoods, and that percent Latino in 1980 was positively associated with gentrified Latino neighborhoods. Finally, we found strong evidence that gentrification in these cities was much more likely to occur in neighborhoods close to the central business district.

Commute and labour productivity: investigation of inner city construction sites

2020 ◽  
Vol 18 (5) ◽  
pp. 1305-1319
Author(s):  
Daniel Alejandro Chaparro ◽  
Fei J. Ying ◽  
Funmilayo Ebun Rotimi ◽  
Temitope Egbelakin
Keyword(s):  
Negative Impact ◽  
Labour Productivity ◽  
Central Business District ◽  
Geographic Area ◽  
Key Factors ◽  
Construction Sites ◽  
Content Type ◽  
City Construction ◽  
Business District ◽  
The Impact

Purpose This paper aims to identify the impact that commute patterns pose on construction labour productivity (CLP). There is limited research focussed on the impact of workforce transportation on productivity, even fewer in a construction environment. In particular, this study seeks to fill a gap in the understanding of how commute patterns may influence CLP. Design/methodology/approach Key factors reported affecting CLP were identified through a comprehensive literature review. Data were collected from 27 interviews and observational evidence at construction sites on Auckland Central Business District (CBD). Findings Shortage of skills, communication among workers, shirking behaviour, absenteeism and tardiness were perceived as the most critical labour productivity factors that are influenced by commute patterns. It is considered that stressful commutes may lead to shirking behaviours (absenteeism and calling sick). Meanwhile, ridesharing may encourage communication among workers. Research limitations/implications The study was carried out in a central business district, focussing on a geographic area with its particular characteristics. The results, thus, may not be generalised in general urban settings. Originality/value The research outcomes can be used as guidelines for companies considering travel plans for their employees, to minimise the negative impact commuting can have on workers, especially in industries with low productivity.

Effect of Urban Rail Transit Lines Linking the New Towns on Land Value Uplift in the Megacity Based on Difference-in-Difference Model

2020 ◽  
Vol 2674 (11) ◽  
pp. 317-328
Author(s):  
Junfang Li ◽  
Zhigang Liu ◽  
Jie Yu ◽  
Hua Hu
Keyword(s):  
Urban Rail Transit ◽  
Rail Transit ◽  
Land Value ◽  
Difference In Difference ◽  
Difference Model ◽  
Time Saving ◽  
New Towns ◽  
Business District ◽  
The Impact ◽  
Over Time

There already exist some rail transit lines linking the new towns to the center business district (LTC) in megacities. However, few lines between the new towns (LTT) exist. The paper examines whether, when, and how LTT cause land value uplift with LTC as the benchmark, which in turn can be used for feasibility analysis for value capture financing for the implementation of LTT. Evaluate the value in catchment and control area over time to confirm uplift. Difference-in-difference model (DID) is used to analyze when and how LTT raise the uplift. In the case study of Tokyo, DID estimators show the following homogenous results: firstly, the implicit land value (ILV) of LTT is all lower than LTC except that related to time saving to the center business district (CBD) in the announcement period, implying LTT are expected significantly to link to CBD then; secondly, ILV goes down over time sharply for LTT than LTC, implying the impact of LTT on the uplift is less sustainable than that of LTC; thirdly, sustainability of ILV as to time saving to the capital of the new town is more than that to CBD for LTT; lastly, ILV in the announcement period presents significantly distance-decay performance for both lines. Heterogeneity among the stations is detected for both lines; for LTT, the impact of proximity to the huge interchange station on land value uplift is slight. These results provide an evidence base for policy-makers to quantify the potential to raise financial funding for LTT.

scholarly journals Trends in incidence and epidemiologic characteristics of cerebral venous thrombosis in the United States

Neurology ◽  
2020 ◽  
Vol 95 (16) ◽  
pp. e2200-e2213 ◽  
Author(s):  
Fadar Oliver Otite ◽  
Smit Patel ◽  
Richa Sharma ◽  
Pushti Khandwala ◽  
Devashish Desai ◽  
...  
Keyword(s):  
United States ◽  
New York ◽  
Venous Thrombosis ◽  
Cerebral Venous Thrombosis ◽  
Census Data ◽  
Age Groups ◽  
The United States ◽  
Joinpoint Regression ◽  
Over Time ◽  
Age And Sex

ObjectiveTo test the hypothesis that race-, age-, and sex-specific incidence of cerebral venous thrombosis (CVT) has increased in the United States over the last decade.MethodsIn this retrospective cohort study, validated ICD codes were used to identify all new cases of CVT (n = 5,567) in the State Inpatients Databases (SIDs) of New York and Florida (2006–2016). A new CVT case was defined as first hospitalization for CVT in the SID without prior CVT hospitalization. CVT counts were combined with annual Census data to compute incidence. Joinpoint regression was used to evaluate trends in incidence over time.ResultsFrom 2006 to 2016, annual age- and sex-standardized incidence of CVT in cases per 1 million population ranged from 13.9 to 20.2, but incidence varied significantly by sex (women 20.3–26.9, men 6.8–16.8) and by age/sex (women 18–44 years of age 24.0–32.6, men 18–44 years of age 5.3–12.8). Incidence also differed by race (Blacks: 18.6–27.2; Whites: 14.3–18.5; Asians: 5.1–13.8). On joinpoint regression, incidence increased across 2006 to 2016, but most of this increase was driven by an increase in all age groups of men (combined annualized percentage change [APC] 9.2%, p < 0.001), women 45 to 64 years of age (APC 7.8%, p < 0.001), and women ≥65 years of age (APC 7.4%, p < 0.001). Incidence in women 18 to 44 years of age remained unchanged over time.ConclusionCVT incidence is disproportionately higher in Blacks compared to other races. New CVT hospitalizations increased significantly over the last decade mainly in men and older women. Further studies are needed to determine whether this increase represents a true increase from changing risk factors or an artifactual increase from improved detection.

scholarly journals Food Retail Environments in Greater Melbourne 2008–2016: Longitudinal Analysis of Intra-City Variation in Density and Healthiness of Food Outlets

2020 ◽  
Vol 17 (4) ◽  
pp. 1321 ◽  
Author(s):  
Cindy Needham ◽  
Liliana Orellana ◽  
Steven Allender ◽  
Gary Sacks ◽  
Miranda R. Blake ◽  
...  
Keyword(s):  
Central Business District ◽  
Healthy Food ◽  
Food Environments ◽  
Obesity Prevalence ◽  
Food Outlet ◽  
Food Outlets ◽  
Residential Population ◽  
Business District ◽  
Location Type ◽  
Over Time

Obesity prevalence is inequitably distributed across geographic areas. Food environments may contribute to health disparities, yet little is known about how food environments are evolving over time and how this may influence dietary intake and weight. This study aimed to analyse intra-city variation in density and healthiness of food outlets between 2008 and 2016 in Melbourne, Australia. Food outlet data were classified by location, type and healthiness. Local government areas (LGAs) were classified into four groups representing distance from the central business district. Residential population estimates for each LGA were used to calculate the density of food outlets per 10,000 residents. Linear mixed models were fitted to estimate the mean density and ratio of ‘healthy’ to ‘unhealthy’ food outlets and food outlet ‘types’ by LGA group over time. The number of food outlets increased at a faster rate than the residential population, driven by an increasing density of both ‘unhealthy’ and ‘healthy’ outlets. Across all years, ratios of ‘unhealthy’ to ‘healthy’ outlets were highest in LGAs located in designated Growth Areas. Melbourne’s metropolitan food environment is saturated by ‘unhealthy’ and ‘less healthy’ food outlets, relative to ‘healthy’ ones. Melbourne’s urban growth areas had the least healthy food environments.

Crime and Neighborhood Change in the Nation’s Capital: From Disinvestment to Gentrification

2021 ◽  
pp. 001112872110053
Author(s):  
Tanya Golash-Boza ◽  
Hyunsu Oh
Keyword(s):  
Violent Crime ◽  
Black People ◽  
Census Data ◽  
Neighborhood Change ◽  
Data Set ◽  
Racial Change ◽  
Black Neighborhoods ◽  
Black Residents ◽  
High Crime ◽  
The Relationship

Research on crime and neighborhood racial composition establishes that Black neighborhoods with high levels of violent crime will experience an increase in Black residents and concentrated disadvantage—due to the constrained housing choices Black people face. Some studies on the relationship between gentrification and crime, however, show that high-crime neighborhoods can experience reinvestment as well as displacement of Black residents. In Washington, DC, we have seen both trends—concentration of poverty and segregation as well as racial turnover and reinvestment. We employ a spatial analysis using a merged data set including crime data, Census data, and American Community Survey (ACS) data to analyze the relationship between crime and neighborhood change at the Census tract level. Our findings demonstrate the importance of distinguishing between periods of neighborhood decline and ascent, between the effects of property and violent crime, and between racial change and socioeconomic change.

scholarly journals Modeling the impact of racial and ethnic disparities on COVID-19 epidemic dynamics

eLife ◽  
2021 ◽  
Vol 10 ◽  
Author(s):  
Kevin C Ma ◽  
Tigist F Menkir ◽  
Stephen M Kissler ◽  
Yonatan H Grad ◽  
Marc Lipsitch
Keyword(s):  
New York ◽  
Race And Ethnicity ◽  
Census Data ◽  
New York State ◽  
Herd Immunity ◽  
Ethnic Disparities ◽  
Racial And Ethnic Disparities ◽  
Epidemic Dynamics ◽  
Seroprevalence Data ◽  
The Impact

Background: The impact of variable infection risk by race and ethnicity on the dynamics of SARS CoV-2 spread is largely unknown. Methods: Here, we fit structured compartmental models to seroprevalence data from New York State and analyze how herd immunity thresholds (HITs), final sizes, and epidemic risk changes across groups. Results: A simple model where interactions occur proportionally to contact rates reduced the HIT, but more realistic models of preferential mixing within groups increased the threshold toward the value observed in homogeneous populations. Across all models, the burden of infection fell disproportionately on minority populations: in a model fit to Long Island serosurvey and census data, 81% of Hispanics or Latinos were infected when the HIT was reached compared to 34% of non-Hispanic whites. Conclusions: Our findings, which are meant to be illustrative and not best estimates, demonstrate how racial and ethnic disparities can impact epidemic trajectories and result in unequal distributions of SARS-CoV-2 infection. Funding: K.C.M. was supported by National Science Foundation GRFP grant DGE1745303. Y.H.G. and M.L. were funded by the Morris-Singer Foundation.

scholarly journals Rebuilding Sustainable Commuting in Christchurch? A mixed-methods study of the effects of workplace relocation on transport choice and emissions

2021 ◽  
Author(s):  
◽  
Kate Whitwell
Keyword(s):  
Public Transport ◽  
Central Business District ◽  
Sustainable Transport ◽  
Significant Drop ◽  
Good Opportunity ◽  
Mode Shift ◽  
Commute Time ◽  
Reduce Emissions ◽  
Business District ◽  
The Impact

<p>Tackling the challenge of climate change will require rapid emissions reductions across all sectors, including transport. This study adds to the literature by investigating factors that may encourage sustainable transport choices at a time of change and therefore reduce emissions. A mix of quantitative and qualitative methods was used to explore the impact of a relocation of employees from several dispersed work locations back to one office building in the central business district on transport choices and carbon emissions in Christchurch, New Zealand.  This case study found that such a recentralisation of employment can result in employees making more sustainable transport choices and can contribute to decreases in transport emissions from commuting, even in a highly car-dependent city. The relocation led to a 12 percent rise in the proportion of employees commuting actively or by public transport and resulted in a significant drop in commuting emissions (16 percent). The primary contributing factor was the change in location of the office itself, reducing the average commuting distance and increasing accessibility to public transport and active travel. A further contributing factor was the perceived reduction in parking availability at the new location. Further results support the existing literature on barriers to sustainable transport, identifying any factor that impacts on the feasibility of the journey by alternative modes, such as commute time or safety, as a significant barrier to uptake. Overall findings suggest that relocating offices provides a good opportunity to encourage employees to consider changing to a more sustainable commute mode, and that significant numbers may make such a shift if commute time or distance are reduced. Realising substantial mode shift however will depend on cities providing feasible and efficient sustainable alternatives to driving a car to work.</p>

scholarly journals Exploring the Spatial-Temporal Relationship between Rainfall and Traffic Flow: A Case Study of Brisbane, Australia

2020 ◽  
Vol 12 (14) ◽  
pp. 5596 ◽  
Author(s):  
Yanmin Qi ◽  
Zuduo Zheng ◽  
Dongyao Jia
Keyword(s):  
Real Time ◽  
Traffic Flow ◽  
Transportation Network ◽  
Central Business District ◽  
Weather Conditions ◽  
Inclement Weather ◽  
Real Time Traffic ◽  
Policy Analysts ◽  
Business District ◽  
The Impact

The impact of inclement weather on traffic flow has been extensively studied in the literature. However, little research has unveiled how local weather conditions affect real-time traffic flows both spatially and temporally. By analysing the real-time traffic flow data of Traffic Signal Controllers (TSCs) and weather information in Brisbane, Australia, this paper aims to explore weather’s impact on traffic flow, more specifically, rainfall’s impact on traffic flow. A suite of analytic methods has been applied, including the space-time cube, time-series clustering, and regression models at three different levels (i.e., comprehensive, location-specific, and aggregate). Our results reveal that rainfall would induce a change of the traffic flow temporally (on weekdays, Saturday, and Sunday and at various periods on each day) and spatially (in the transportation network). Particularly, our results consistently show that the traffic flow would increase on wet days, especially on weekdays, and that the urban inner space, such as the central business district (CBD), is more likely to be impacted by inclement weather compared with other suburbs. Such results could be used by traffic operators to better manage traffic in response to rainfall. The findings could also help transport planners and policy analysts to identify the key transport corridors that are most susceptible to traffic shifts in different weather conditions and establish more weather-resilient transport infrastructures accordingly.

scholarly journals Modeling the impact of racial and ethnic disparities on COVID-19 epidemic dynamics

2021 ◽  
Author(s):  
Kevin C. Ma ◽  
Tigist F. Menkir ◽  
Stephen Kissler ◽  
Yonatan H. Grad ◽  
Marc Lipsitch
Keyword(s):  
New York ◽  
Race And Ethnicity ◽  
Census Data ◽  
New York State ◽  
Herd Immunity ◽  
Ethnic Disparities ◽  
Mixing Model ◽  
Racial And Ethnic Disparities ◽  
Seroprevalence Data ◽  
The Impact

AbstractThe impact of variable infection risk by race and ethnicity on the dynamics of SARS-CoV-2 spread is largely unknown. Here, we fit structured compartmental models to seroprevalence data from New York State and analyze how herd immunity thresholds (HITs), final sizes, and epidemic risk changes across racial and ethnic groups. A proportionate mixing model reduced the overall HIT, but more realistic levels of assortative mixing increased the threshold. Across all models, the burden of infection fell disproportionately on minority populations: in an assortative mixing model fit to Long Island census data, 80% of Hispanics or Latinos were infected when the HIT is reached compared to 33% of non-Hispanic whites. Our findings, which are meant to be illustrative and not best estimates, demonstrate how racial and ethnic disparities can impact epidemic trajectories and result in a dis-proportionate distribution of the burden of SARS-CoV-2 infection.

Urban Freight Mobility: Collection of Data on Time, Costs, and Barriers Related to Moving Product into the Central Business District

1998 ◽  
Vol 1613 (1) ◽  
pp. 27-32 ◽  
Author(s):  
Anne G. Morris ◽  
Alain L. Kornhauser ◽  
Mark J. Kay
Keyword(s):  
New York ◽  
Focus Groups ◽  
Central Business District ◽  
Specific Information ◽  
Time Data ◽  
Urban Freight ◽  
Goods And Services ◽  
Mobility Data ◽  
Goods Movement ◽  
Business District

Just-in-time deliveries and lower inventories have led to more frequent deliveries of goods and services, markedly increasing urban congestion. The Goods Movement in the New York Metropolitan Area study’s goal was to develop a research methodology for capturing urban freight mobility data and to collect cost and time data on freight moving into New York City’s central business district (CBD). The methodology developed and its implementation are discussed. Problems with access and collecting data from industry executives are also addressed. In industry-sector focus groups, senior logistics executives discussed urban freight mobility issues, especially barriers to goods movement into the CBD. Barriers consistently identified in order of greatest frequency of mention from 13 focus groups were congestion, inadequate docking space, inadequate curb space for commercial vehicles, security, and excessive ticketing of high-profile companies. The Freight Mobility Interview form asked logistics/transportation/distribution managers to provide company-specific information about the following categories: transportation services and distribution channels used and related cost, time, and barriers to freight mobility. Analysis of the interview data revealed that major barriers to freight mobility identified by both shippers and carriers were consistent with those cited by focus group participants. The combined qualitative and quantitative data collected identified the processes industry uses to manage urban congestion.

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