This week’s podcast is called “The Perfect Crime”: in it, Stephen Dubner describes a way to kill someone without any punishment. (You can subscribe to the podcast at iTunes, get the RSS feed, or listen via the media player above. You can also read the transcript, which includes credits for the music you’ll hear in the episode.) But let’s be clear: Dubner isn’t suggesting that anyone actually try this. In fact, the problem is that too many people are doing it already.
So what’s “the perfect crime”? It turns out that if you are driving your car and run over a pedestrian, there’s a good chance — especially if you live in New York — that you’ll barely be punished. Why?
We hear from Lisa Smith, a former prosecutor and now a law professor, who tells us that just 5 percent of the New York drivers who are involved in a fatal crash with a pedestrian are arrested. As it happens, New York has particularly narrow standards for conviction in such cases; there is a lot of variance among states. Read More »
Our latest Freakonomics Radio episode is called “’If Mayors Ruled the World.’” (You can subscribe to the podcast at iTunes, get the RSS feed, or listen via the media player above. You can also read the transcript, which includes credits for the music you’ll hear in the episode.)
The episode expands on an idea from political theorist Benjamin Barber, whose latest book is called If Mayors Ruled the World: Dysfunctional Nations, Rising Cities. Barber argues that cities are paragons of good governance – compared at least to nation-states – and that is largely due to their mayors. Mayors, Barber argues, are can-do people who inevitably cut through the inertia and partisanship that can plague state and federal governments. To that end, Barber would like to see a global “Parliament of Mayors,” to help solve the kind of big, borderless problems that national leaders aren’t so good at solving. Read More »
You know how there are people who get talked about a lot and then there are people who actually do a lot?
It strikes me that the same could be said of cities. And I’d put Chicago near the top of any list of cities that have done a lot. From an East Coast view, or West, it can appear that Chicago is the middle of nowhere. In this week’s podcast, we make the argument that Chicago is, in fact, the middle of everywhere. (You can subscribe at iTunes, get the RSS feed, or listen via the media player above. You can also read the transcript below; it includes credits for the music you’ll hear in the episode.)
The episode features Thomas Dyja, the author of several books, most recently The Third Coast: When Chicago Built the American Dream. He talks about 10 things that Chicago gave the world, some of them surprising and some just forgotten. Dyja isn’t arguing that Chicago is still in its heyday — it is almost certainly not — but he make a persuasive case that it is underappreciated on many dimensions, and that the world would be a very different place if Chicago hadn’t been so busy being Chicago. Read More »
The black-white education gap has been widely observed at many age levels. In a new working paper called “Race and College Success” (abstract; PDF), Peter Arcidiacono and Cory Koedel examine why blacks who are admitted to college are so much less likely than whites to graduate:
Conditional on enrollment, African American students are substantially less likely to graduate from 4-year public universities than white students.* Using administrative micro data from Missouri, we decompose the graduation gap between African Americans and whites into four factors: (1) racial differences in how students sort to universities, (2) racial differences in how students sort to initial majors, (3) racial differences in school quality prior to entry, and (4) racial differences in other observed pre-entry skills. Pre-entry skills explain 65 and 86 percent of the gap for women and men respectively. A small role is found for differential sorting into college, particularly for women, and this is driven by African Americans being disproportionately represented at urban schools and the schools at the very bottom of the quality distribution.
* “At around 40 percent, six-year graduation rates for African Americans are over twenty percentage points lower than for whites (DeAngelo et al., 2011, National Center for Education Statistics, 2012).”
A major rationale — perhaps the major rationale — touted by supporters of mass transit is that by reducing our output of greenhouse gases and other pollutants, transit can help save the environment. The proposition seems intuitive and even obvious: by no longer encasing each traveler in thousands of pounds of difficult-to-move metal, surely transit is more energy-efficient. Plenty of analyses prove this. But then again, Aristotle, who was revered as the infallible font of truth for more than 1,000 years, proved that heavier objects fall faster than lighter ones and that women have fewer teeth than men. Might studies that demonstrate transit is greener be similarly wrong?
They might. The reason is that many studies of energy efficiency by mode often make questionable and — depending on the author’s point of view — self-serving assumptions. The main trick is to look at autos with but one passenger and compare them to transit vehicles in which every seat is full. (For example, see this.)
But in the real world, this is emphatically not the case. Read More »
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The most fundamental fact about rental housing in the United States is that rental units are overwhelmingly in multifamily structures. This fact surely reflects the agency problems associated with renting single-family dwellings, and it should influence all discussions of rental housing policy. Policies that encourage homeowning are implicitly encouraging people to move away from higher density living; policies that discourage renting are implicitly discouraging multifamily buildings.
Writing in Foreign Policy, James Manyika, Jaana Remes, and Javier Orellana of the McKinsey Global Institute argue that cities in general and particularly smaller cities will power the new U.S. economy:
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It is America’s large cities, and particularly the broad swath of middleweights, that will be the key to the U.S. recovery and a key contributor to global growth in the next 15 years. Large cities in the United States will contribute more to global growth than the large cities of all other developed countries combined. We expect the collective GDP of these large U.S. cities to rise by almost $5.7 trillion — generating more than 10 percent of global GDP growth — by 2025.
A new study by Vanderbilt economist William J. Collins and Ph.D. candidate Katharine L. Shester looks at the long-term economic impact of the ambitious (and highly controversial) Housing Act of 1949, which used federal subsidies and the powers of eminent domain to “revitalize” American cities, i.e., to clear out the slums. By the time the program ended in 1974, 2,100 distinct urban renewal projects had been completed using grants that totaled about $53 billion (in 2009 dollars).
In one of the rare papers to collect and analyze data related to the program, Collins and Shester come up with a positive picture of its effects – at least in some ways. The authors are clear that the ugliness involved with pushing people out of low-income housing was the reason the program was shut down, and that their results do not “imply that the dislocation costs for displaced residents and businesses were unimportant.” From the abstract:
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We use an instrumental variable strategy to estimate the program’s effects on city-level measures of median income, property values, employment and poverty rates, and population. The estimates are generally positive and economically significant, and they are not driven by differential changes in cities’ demographic composition.