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The Crime Rate Perception Gap

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The Crime Rate Perception Gap

crime perceptions

The Crime Rate Perception Gap

There’s a persistent belief across America that crime is on the rise.

Since the late 1980s, Gallup has been polling people on their perception of crime in the United States, and consistently, the majority of respondents indicate that they see crime as becoming more prevalent. As well, a recent poll showed that more than two-thirds of Americans feel that today’s youth are less safe from crime and harm than the previous generation.

Even the highest ranking members of the government have been suggesting that the country is in the throes of a crime wave.

We have a crime problem. […] this is a dangerous permanent trend that places the health and safety of the American people at risk.

— Jeff Sessions, Former Attorney General

Is crime actually more prevalent in society? Today’s graphic, amalgamating crime rate data from the FBI, shows a very different reality.

Data vs Perception

In the early ’90s, crime in the U.S. was an undeniable concern – particularly in struggling urban centers. The country’s murder rate was nearly double what it is today, and statistics for all types of crime were through the roof.

Since that era, crime rates in the United States have undergone a remarkably steady decline, but public perception has been slow to catch up. In a 2016 survey, 57% of registered voters said crime in the U.S. had gotten worse since 2008, despite crime rates declining by double-digit percentages during that time period.

There are many theories as to why crime rates took such a dramatic U-turn, and while that matter is still a subject for debate, there’s clear data on who is and isn’t being arrested.

Are Millennials Killing Crime?

Media outlets have accused millennials of the killing off everything from department stores to commuting by car, but there’s another behavior this generation is eschewing as well – criminality.

Compared to previous generations, people under the age of 39 are simply being arrested in smaller numbers. In fact, much of the decline in overall crime can be attributed to people in this younger age bracket. In contrast, the arrest rate for older Americans actually rose slightly.

Arrests by Age Group

There’s no telling whether the overall trend will continue.

In fact, the most recent data shows that the murder rate has ticked up ever-so-slightly in recent years, while violent and property crimes continue to be on the decline.

A Global Perspective

Perceptions of increasing criminality are echoed in many other developed economies as well. From Italy to South Korea, the prevailing sentiment is that youth are living in a society that is less safe than in previous generations.

global crime perceptions

As the poll above demonstrates, perception gaps exist in somewhat unexpected places.

In Sweden, where violent crime is actually increasing, 53% of people believe that crime will be worse for today’s youth. Contrast that with Australia, where crime rates have declined in a similar pattern as in the United States – yet, more than two-thirds of Aussie respondents believe that crime will be worse for today’s youth.

One significant counterpoint to this trend is China, where respondents felt that crime was less severe today than in the past.

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africa

Hunger Pandemic: The COVID-19 Effect on Global Food Insecurity

Over 135 million people face acute food insecurity worldwide—but COVID-19 could almost double these numbers. Which regions could be most affected?

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global food crisis 2020

How COVID-19 Could Worsen Global Food Insecurity

While COVID-19 is dominating headlines, another kind of emergency is threatening the lives of millions of people around the world—food insecurity.

The two are very much intertwined, however. By the end of 2020, authorities estimate that upwards of 265 million people could be on the brink of starvation globally, almost double the current rate of crisis-level food insecurity.

Today’s visualizations use data from the fourth annual Global Report on Food Crises (GRFC 2020) to demonstrate the growing scale of the current situation, as well as its intense concentration in just 55 countries around the globe.

Global Overview

The report looks at the prevalence of acute food insecurity, which has severe impacts on lives, livelihoods, or both. How does the Integrated Food Security Phase Classification (IPC) classify the different phases of acute food insecurity?

  • Phase 1: Minimal/None
  • Phase 2: Stressed
  • Phase 3: Crisis
  • Phase 4: Emergency
  • Phase 5: Catastrophe/Famine

According to the IPC, urgent action must be taken to mitigate these effects from Phase 3 onwards. Already, 135 million people experience critical food insecurity (Phase 3 or higher). Here’s how that breaks down by country:

Country/ TerritoryTotal Population Analyzed (Millions)Population in Crisis (Phase 3+, Millions)Share of Analyzed Population in Crisis
Afghanistan¹30.711.337%
Angola¹
(24 communes in 3 provinces)
0.90.662%
Bangladesh
(Cox's Bazar and host populations)
3.51.337%
Burkina Faso¹21.41.26%
Burundi11.50.22%
Cabo Verde0.50.012%
Cameroon¹
(7 regions)
16.11.48%
Central African Republic¹
(excluding Lobaye)
4.41.841%
Chad¹14.30.64%
Colombia¹
(Venezuelan migrants)
1.60.955%
Côte d'Ivoire19.80.060%
Democratic Republic of the Congo¹
(109 territories)
59.915.626%
Ecuador¹
(Venezuelan migrants)
0.40.376%
El Salvador¹
(Eastern region)
1.40.322%
Eswatini¹
(rural population)
0.90.225%
Ethiopia¹
(selected areas in 6 regions)
28.7827%
Gambia20.210%
Guatemala¹16.63.118%
Guinea10.10.33%
Guinea-Bissau¹1.30.110%
Haiti¹10.53.735%
Honduras¹
(13 departments)
5.1118%
Iraq39.31.85%
Kenya¹
(Arid and Semi-Arid Lands)
13.93.122%
Lebanon¹
(Syrian refugees)
0.90.329%
Lesotho¹
(rural population)
1.50.430%
Liberia4.30.041%
Libya6.70.35%
Madagascar¹
(Southern, south-eastern and eastern areas)
4.61.328%
Malawi¹15.33.322%
Mali¹20.50.63%
Mauritania¹4.10.615%
Mozambique¹
(39 districts)
51.734%
Myanmar540.71%
Namibia2.40.418%
Nicaragua60.081%
Niger¹21.81.47%
Nigeria¹
(16 states and Federal Capital Territory)
103.555%
Pakistan¹
(Balochistan and Sindh drought-affected areas)
63.151%
Palestine51.733%
Rwanda12.60.11%
Senegal¹13.20.43%
Sierra Leone¹8.10.34%
Somalia¹12.32.117%
South Sudan²11.4761%
Sudan¹
(excluding West Darfur)
41.95.914%
Syrian Arab Republic18.36.636%
Turkey¹
(Syrian refugees)
2.70.517%
Uganda401.54%
Ukraine
(Luhansk and Donetsk oblasts, and IDP)
6.10.59%
United Republic of Tanzania¹
(16 districts)
4.8120%
Venezuela¹28.59.332%
Yemen²29.915.953%
Zambia¹
(86 districts)
9.52.324%
Zimbabwe¹
(Rural population)
9.43.638%
Total populations825.1 million134.99 million

Source: GRFC 2020, Table 5 – Peak numbers of acutely food-insecure people in countries with food crises, 2019
¹ Include populations classified in Emergency (IPC/CH Phase 4)
² Include populations classified in Emergency (IPC/CH Phase 4) and in Catastrophe (IPC/CH Phase 5)

While starvation is a pressing global issue even at the best of times, the ongoing impact of the COVID-19 pandemic is projected to almost double these numbers by an additional 130 million people—a total of 265 million by the end of 2020.

To put that into perspective, that’s roughly equal to the population of every city and town in the United States combined.

A Continent in Crisis

Food insecurity impacts populations around the world, but Africa faces bigger hurdles than any other continent. The below map provides a deeper dive:

global food crisis 2020 africa

Over half of populations analyzed by the report – 73 million people – are found in Sub-Saharan Africa. Main drivers of acute food insecurity found all over the continent include:

  • Conflict/Insecurity
    Examples: Interstate conflicts, internal violence, regional/global instability, or political crises.
    In many instances, these result in people being displaced as refugees.
  • Weather extremes
    Examples: Droughts and floods
  • Economic shocks
    Macroeconomic examples: Hyperinflation and currency depreciation
    Microeconomic examples: Rising food prices, reduced purchasing power
  • Pests
    Examples: Desert locusts, armyworms
  • Health shocks
    Examples: Disease outbreaks, which can be worsened by poor quality of water, sanitation, or air
  • Displacement
    A major side-effect of conflict, food insecurity, and weather shocks.

One severely impacted country is the Democratic Republic of Congo, where over 15 million people are experiencing acute food insecurity. DRC’s eastern region is experiencing intense armed conflict, and as of March 2020, the country is also at high risk of Ebola re-emergence.

Meanwhile, in Eastern Africa, a new generation of locusts has descended on croplands, wiping out vital food supplies for millions of people. Weather conditions have pushed this growing swarm of trillions of locusts into countries that aren’t normally accustomed to dealing with the pest. Swarms have the potential to grow exponentially in just a few months, so this could continue to cause big problems in the region in 2020.

Insecurity in Middle East and Asia

In the Middle East, 43 million more people are dealing with similar challenges. Yemen is the most food-insecure country in the world, with 15.9 million (53% of its analyzed population) in crisis. It’s also the only area where food insecurity is at a Catastrophe (IPC/CH Phase 5) level, a result of almost three years of civil war.

global food crisis 2020 middle east

Another troubled spot in the Middle East is Afghanistan, where 11.3 million people find themselves in a critical state of acute food insecurity. Over 138,000 refugees returned to the country from Iran and Pakistan between January-March 2020, putting a strain on food resources.

Over half (51%) of the analyzed population of Pakistan also faces acute food insecurity, the highest in all of Asia. These numbers have been worsened by extreme weather conditions such as below-average monsoon rains.

An Incomplete Analysis

As COVID-19 deteriorates economic conditions, it could also result in funding cuts to major humanitarian organizations. Upwards of 300,000 people could die every day if this happens, according to the World Food Program’s executive director.

The GRFC report also warns that these projections are still inadequate, due to major data gaps and ongoing challenges. 16 countries, such as Iran or the Philippines have not been included in the analysis due to insufficient data available.

More work needs to be done to understand the true severity of global food insecurity, but what is clear is that an ongoing pandemic will not do these regions any favors. By the time the dust settles, the food insecurity problem could be compounded significantly.

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Cities

Visualizing the Footprint of Highways in American Cities

Highways improved mobility for the average American, ingraining the automobile into the urban fabric of American cities, for better and worse.

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The Impact of Highways

Footprint of Highways in American Cities

Visualizing the Footprint of Highways in American Cities

Driving on the open road is a defining feature of the American experience, made possible by coast-to-coast highways. It defined a generation of life and ingrained the automobile into the urban fabric of American cities, for better and worse.

Today’s animations show how highways reshaped the downtown cores of six American cities and created new patterns of urban life. But first, some background information on the creation of the interstate system.

The Interstate Highway System

The U.S. Interstate System was created on June 29, 1956, when Dwight Eisenhower signed the Federal-Aid Highway Act. It would eventually run 46,876 miles, cost $521 billion and take 36 years to complete.

Map of the US Interstate System

From San Diego to Bangor, the interstate highway system connected Americans and opened up the country to commerce and geographic mobility like never before, but for all its benefits, this new transportation network ripped through established patterns of urban and town life, creating a new era of urban development.

The Legacy of Highways: The Suburbs and Inner Cities

The vast geography of continental America helped to entrench personal mobility and freedom into American society. Highways and automobiles accelerated this lifestyle and even changed the shape of entire cities.

According to Prof. Nathaniel Baum-Snow of the University of Toronto, between 1950 and 1990, the population of central cities in the U.S. declined by 17% despite a population growth of 72% in larger metropolitan areas during the same period. Baum-Snow posits that, had the interstate highway system not been built, central cities’ populations would have increased 8%.

Firms followed the workers to the suburbs, but the highways system also created additional benefits for these firms. Cross-country road access freed manufacturing from ports and downtown rail hubs, while allowing economies to operate across larger distances, altering the dynamics of typical urban economies.

Faced with this new reality, inner cities struggled in years to come.

Inner Cities

The introduction of highways created an increase in the supply of land for development through faster commutes to outlying areas. In 1950, half of all jobs were located in central cities. By 1990, less than one-third of urban jobs were located in the core of American cities.

“Not TV or illegal drugs but the automobile has been the chief destroyer of American communities.” Jane Jacobs, Author The Death and Life of Great American Cities

Benefits of new development accrued to the outer areas while the construction of the highways in inner cities displaced largely low-income communities, segregated neighborhoods, increased the amount of air and noise pollution, devalued surrounding properties, and removed access to jobs for those without a car, further concentrating poverty.

Before and After: Six American Cities

A bird’s eye view of six American cities reveals what was and what is now. By overlaying existing highways over the neighborhoods they replaced, it becomes clear how much interstate construction drastically altered America’s urban landscape.

Oakland
Public opposition to the construction of I-980 was so strong that developers abandoned the project in 1971, only to complete it over a decade later.

Miami Highway
The I-95 carved through Miami’s largely black Overtown neighborhood. The construction of a single highway cloverleaf resulted in 20 square blocks being demolished, displacing over 10,000 people in that community.

Providence Highway
The I-95 comprised unconnected segments between 1957 and 1965 through the densest urban areas in a deliberate effort to prevent premature suburbanization and to revitalize the downtown core.

Cincinnati Highway
The I-71 cuts downtown Cincinnati off from its waterfront and a massive freeway interchange forced the destruction of dozens of blocks west of downtown.

Detroit highway construction
Freeway construction transformed Detroit between 1951 and 2010. Previously, its downtown had been surrounded by a high-density street grid. Today, it’s totally encircled by freeways.

Rochester Highway
Rochester is one of many cities opting to undertake freeway removal projects.

As the dotted line above shows, the “moat” surrounding downtown is slowly being removed. The city used reclaimed land from the Inner Loop freeway to construct three mixed-use developments that include below-market-rate units.

The Future of Urban Living: Do Highways Matter?

A new era of living is reconsidering the impacts of these highways on urban centers. As property values rise and existing housing stock is pressured, there are growing concerns over the environmental impacts of suburban life. As a result, urban planners and residents are looking to revitalize city cores and re-purpose land occupied by burdensome slabs of highway concrete.

Since 1987, there have been more than 20 urban highway segments removed from downtown cores, neighborhoods and waterfronts, mostly in North America. The pace of removals has picked up significantly and an additional 10 highways are now planned for removal in the United States.

During the COVID-19 pandemic, American cities have seen their traffic plummet. Rush-hour trips into cities are taking nearly half the time while some are not even commuting at all.

While this situation is likely temporary, it is offering a moment for reflection of how cities operate and whether the car should be at the center of urban planning.

*Hat tip to Shane Hampton, whose 60 Years of Urban Change compilation served as inspiration for this article. Visit that page for many more examples of highway impact on cities.

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