outline what is sprawl? problems of sprawl coping strategies transit oriented development smart...
TRANSCRIPT
Outline
What is sprawl?
Problems of sprawl
Coping Strategies Transit Oriented Development Smart Growth New Urbanism
Critique of coping strategies
What is Sprawl?
Low density development on the edge of cities and towns, poorly planned, land consumptive, auto-dependent, and designed without respect to its surroundings
Housing At Very Low Density0.5-2 Dwelling Units/Acre
Source: Planning Center, City of Clovis
Housing At Low Density2-4 Dwelling Units/Acre
Source: Planning Center, City of Clovis
Housing At Medium Density4-7 Dwelling Units/Acre
Source: Planning Center, City of Clovis
Housing At Medium High Density7-15 Dwelling Units/Acre
Source: Planning Center, City of Clovis
Housing At High Density 15-25 Dwelling Units/Acre
Source: Planning Center, City of Clovis
Housing At Very High Density25-43 Dwelling Units/Acre
Source: Planning Center, City of Clovis
Traits of Sprawl Unlimited outward extension of development Low-density residential and commercial settlements Leapfrog development Fragmentation of powers over land use Dominance of transportation by private automobiles Segregation of types of land uses in different zones
Sprawl in United States
Measuring SprawlSprawl may be said to occur when the rate at which land is converted to non-agricultural or non-natural uses exceeds the rate of population growth
Measure: Per capita Land consumption
Baltimore’s growth, 1792-1992
Sprawl in American Cities
1950-1990Urbanized Area
Population Growth, 1950-90
Urbanized Area
Growth, 1950-90
Area Growth/Pop.
GrowthPittsburgh 9.5% 206.3% 21.7Buffalo 6.6% 132.5% 20.1Milwaukee 47.9% 402.0% 8.4Boston 24.3% 158.3% 6.5Philadelphia 44.5% 273.1% 6.1St.Louis 39.0% 219.3% 5.6Cleveland 21.2% 112.0% 5.3Cincinnati 49.1% 250.7% 5.1Kansas City 82.7% 411.4% 5.0Detroit 34.3% 164.5% 4.8Baltimore 62.7% 290.1% 4.6New York 30.5% 136.8% 4.5Norfolk 243.6% 971.0% 4.0Chicago 38.0% 123.9% 3.3Minneapolis-St.Paul 110.7% 360.2% 3.3Atlanta 325.4% 972.6% 3.0Washington 161.3% 430.9% 2.734 Metro Areas with Pop.>1 million92.4% 245.2% 2.7
1982-1996Urbanized Area
Population Growth, 1982-96
Urbanized Area
Growth, 1982-96
Area Growth/Pop.
GrowthDetroit,MI -1.1% 19.6% -Rochester,NY -3.1% 15.5% -Buffalo-Niagara Falls,NY 0.0% 52.0% -Pittsburgh,PA 6.6% 39.0% 5.9Harrisburg,PA 14.5% 72.0% 5Boston,MA 5.6% 26.9% 4.8Chicago 10.9% 44.2% 4.1Cleveland,OH 6.3% 23.8% 3.8New York 2.9% 10.1% 3.4St.Louis,MO 9.2% 30.8% 3.3Baltimore,MD 26.2% 64.4% 2.5Nashville,TN 25.0% 53.9% 2.2Tucson,AZ 42.2% 86.7% 2.1Las Vegas,NV 138.9% 243.8% 1.8Los Angeles,CA 23.4% 22.7% 1Houston,TX 27.5% 9.8% 0.4Avg.Of 70 U.S.Metropolitan Regions20.2% 28.8% 1.43
Problems of Sprawl
Social problem Alienation; poverty concentration
Economic problem Infrastructure costs
Environmental problem Pollution, loss of farmlands
Health problem Obesity
1982 1987 1990 1994 1998 2001
Los Angeles area* 19 39 53 46 56 52
San Francisco 12 35 37 24 32 42
San Jose 10 32 43 24 26 34
San Bernardino and Riverside 4 11 20 20 29 34
San Diego 3 9 16 14 16 25
Annual hours of delay per person on all travel during peak hours of 6 to 9 a.m. and 4 to 7 p.m.
*Includes Orange and Ventura counties.
Note: Delays eased during recessionary periods due to a combination of road improvements and slower traffic growth.
Source: Texas Transportation Institute's 2003 Urban Mobility Study [from LA Times, Oct. 5, 2003]
Transportation Transportation as a %
expenditures of total expenditures
San Diego $9,161 20.8%
Houston $9,566 20.1%
Los Angeles* $8,104 17.9%
Atlanta $6,577 17.3%
San Francisco/San Jose** $9,492 16.9%
New York $7,295 15.1%
United States $7,633 19.3%
Household spending on transportation, by metropolitan area, during 2000-2001:
*Includes Los Angeles, Orange, Riverside, San Bernardino and Ventura counties.
**Includes Alameda, Santa Clara and Santa Cruz counties.
Source: Surface Transportation Policy Project analysis of Bureau of Labor Statistics data [from Los Angeles Times, Oct. 6, 2003]
Transit Oriented Development
“Transit Oriented Development (TOD) is moderate to higher density development, located within an easy walk of a major transit stop, generally with a mix of residential, employment and shopping opportunities designed for pedestrians without excluding the auto. TOD can be new construction or redevelopment of one or more buildings whose design and orientation facilitate transit use.”
Source: Technical Advisory Committee to the Statewide Transit-Oriented Development Study
Transit Oriented Development Neo-Traditional, New-
Urbanist development Walkable community Reinforces the use of
public transportation High density Mixed housing type
Source: Report on Smart Infill, Greenbelt Alliance
Why TOD?Provides alternatives to the consequences of
low-density suburban sprawl and automobile- dependent land use patterns
Helps reduce the shortage of affordable housing
Benefits of TODTOD can lower rates of air pollution and energy consumption
TOD can help conserve resource lands and open space
TOD can play a role in economic developmentTool to help revitalize aging downtowns and declining urban neighborhoods, and to enhance tax revenues for local jurisdictions.
TOD can decrease infrastructure costsIt can help reduce overall infrastructure costs for expanding water, sewage and roads to local governments by up to 25% through more compact and infill development.
TOD can contribute to more affordable housingIt can add to the supply of affordable housing by providing lower-cost and accessible housing, and by reducing household transportation expenditures
Innovations in Bus Service
Metro RAPID, Los Angeles
Advanced Passenger InformationReal-time and new multi-lingual displays
Signal Priority SystemHigh-quality signal communication
Level Boarding and AlightingLow-floor buses to provide level platform and improve access
Color-Coded Buses and StationsTo share visual cues including colors and graphics themes
Enhanced Passenger AmenitiesStreetscape improvements, improved security lighting, and surveillance
Transformation [Design Strategy]
Better Use of Existing Roads & Highways Bus Rapid Transit in Center Lanes of Existing Roads
Transformation [Design Strategy]Taming the Suburban HighwayWork with large adjacent landowners; project initiated by landowner at right
Source: Thomas Jefferson Planning District CommissionCharlottesville-Albemarle Metropolitan Planning Organization
Taming the Suburban HighwayBuildings moved up to street; landscaping & bike lanes added; parking and street grid at rear
Source: Thomas Jefferson Planning District CommissionCharlottesville-Albemarle Metropolitan Planning Organization
Taming the Suburban HighwayMixed-use buildings added one at a time on adjacent properties
Source: Thomas Jefferson Planning District CommissionCharlottesville-Albemarle Metropolitan Planning Organization
Taming the Suburban HighwayMixed-use buildings added one at a time on adjacent properties
Source: Thomas Jefferson Planning District CommissionCharlottesville-Albemarle Metropolitan Planning Organization
Taming the Suburban HighwayMixed-use buildings added one at a time on adjacent properties
Source: Thomas Jefferson Planning District CommissionCharlottesville-Albemarle Metropolitan Planning Organization
Taming the Suburban HighwayStreet trees added to median
Source: Thomas Jefferson Planning District CommissionCharlottesville-Albemarle Metropolitan Planning Organization
Taming the Suburban HighwayAlternative with two lanes each way for through traffic and service lane with diagonal parking
Source: Thomas Jefferson Planning District CommissionCharlottesville-Albemarle Metropolitan Planning Organization
Smart growth principlesCreate Range of Housing OpportunitiesCreate Walkable NeighborhoodsEncourage Community Collaboration Foster Communities with a Strong Sense of Place Mix Land Uses Preserve Open Space, Farmland, Natural Beauty and Critical Environmental Areas Provide a Variety of Transportation Choices Strengthen and Direct Development Towards Existing Communities Take Advantage of Compact Building Design
New Urbanism Principles
Region: Metropolis, City and Town
Neighborhood, District, & Corridor
Block, Street, and Building
Principles of New UrbanismWalkability Pedestrian friendly streets
Connectivity Integrated street network
Mixed use and Diversity Residential,commercial Age, income, race
Mixed housing
Quality Physical Design
Traditional Neighborhood Structure Discernible center and edge
Increased Density Compactness
Smart Transportation Multi-modal
Sustainability Minimal environmental impact
Quality of Life
Principles of New Urbanism
Seaside
KentlandsLaguna West
New Urbanist Projects
210 developments under construction or complete in the United States
Seaside, FL
–High density–Picket fences –Paved roads–Small setback
Kentlands, MD
High Density
Market Street
Overlooking porch
San Diego, CA
Th
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Raleigh, NC
Moore
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Mu
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Mag
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Mid
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Sch
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Residential
Village
Commericial
Playa Vista, CA
Playa Vista, CA
High Density Housing
Critique of Coping Strategies (Macro)
Historical context of urban growth Durability of physical capital
Sprawl not environmentally problematic Agriculture is more polluting
Freedom of choice Residential preferences
Is compactness really desirable? U shaped infrastructure costs Overcrowding; noise; incompatible uses
Critique of Coping Strategies (Micro)
Spatial Determinism (Harvey) Physical solution to social/ economic issues
Untenable self-containment Job centers/ housing duality Increase in non-work trips
Transit Inefficiencies
Weak Sense of Community
Social equity Elitist approach; limited mixed housing
ConclusionProspects of coping strategies Control of outward movement Inner-area revitalization Design innovation Land and natural resources preservation Transportation reorientation
Problems of NU for controlling sprawl Macro level problems Micro level problems
Sprawl or New Urbanism?
Mixed use Town Center
Suburban Strip
OR