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Urban sprawl (also: suburban sprawl), a term with pejorative implication, refers to the rapid and expansive growth of a greater metropolitan area, traditionally suburbs (or exurbs) over a large area. "Urban sprawl" may be a loaded term and it can have negative connotations. The phrase has been used by some critics to describe almost any urban growth, but this usage is misleading.

Characteristics

Sprawl is characterized by several land use patterns which usually occur in unison:

Single-use zoning

Commercial, residential, and industrial areas are separated from one another. Large tracts of land are devoted to the same type of development. Zoning areas are segregated from one another by roads, green space, or other barriers. As a result, the places where people live, work, shop, and recreate are necessarily far apart from one another.

Low-density land use

Sprawl consumes much more land than traditional urban developments because new developments are of low density. The exact definition of "low density" is arguable, but a common example is that of single family homes, as opposed to apartments. Buildings usually have fewer stories and are spaced further apart, separated by lawns, landscaping, roads or parking lots. Lot sizes are larger, and because more automobiles are used much more land is designated for parking. The impact of low density development in many communities is that developed or "urbanized" land is increasing at a faster rate than the population. In some places, a population increase of one or two percent can produce an increase in developed land of as much as thirty percent.

Another kind of low-density development is sometimes called leap-frog development. This term refers to the relationship, or lack thereof, between one subdivision and the next. Such developments are typically separated by large tracts of undeveloped land, resulting in an average density far lower even than the low density described in the previous paragraph. This is a 20th and 21st century phenomenon generated by the current custom of requiring a developer to provide subdivision infrastructure as a condition of development. Usually, the developer is required to set aside a certain percentage of the developed land for public use, including roads, parks and schools. In the past, when a local government built all the streets in a given location, the town could expand without interruption and with a coherent circulation system, because it had condemnation power. Private developers generally do not have such power (although they can sometimes find local governments willing to help), and are thereby forced to limit their activities to tracts that happen to be for sale. For this paragraph, see Town Planning in Frontier America by John Reps, p. 295.

Car dependent communities

Areas of urban sprawl are also characterized as being extremely dependent on automobiles for transportation. Most activities, such as shopping, commuting to work, concerts, etc. require the use of a car as a result of both the area's isolation from the city and the isolation the area's residential zones have from its industrial and commercial zones. Walking and other methods of transit are not practical.

Scale of development

Development in these areas tends to be on a larger scale than that of older established areas. This typically involves larger houses, wider roads and larger stores with expansive parking lots. Low density sprawl also requires large public investments in infrastructure, and some believe that sprawl-type growth is not economically sustainable.

Homogeneity in design

Because developments are built as large-scale tract projects or massive office parks, neighboring buildings tend to resemble one another. Built from similar design principles, sprawled cities also lack diversity, sometimes creating a sense of uniform design.

Some examples

In examples of this phenomenon, such as Los Angeles, California, Phoenix, Arizona, the Washington, DC metro area, and Atlanta, Georgia, new development is often low-density, where the metropolis grows outward instead of 'upward' as with higher densities.

A number of metropolitan areas may lay claim to the title "most sprawling urban area." The New York City urbanized area covers more land area than any other, at approximately 8,684 square kilometers (3,353 sq miles). Arguably, the lowest density large urbanized area (over 1,000,000) in the world is Atlanta, which covers 5,084 square kilometers (1,963 sq miles), with a population of 3,499,840 for a density of 690 people per square kilometer (1,783 people per square mile). This is approximately one-third the density of the New York urbanized area.

At the opposite end of the spectrum, the world's most dense major urbanized area is Hong Kong, with about 3,500,000 people in 70 square kilometers (27 sq miles), for a population density of 48,571 per square kilometer (128,000 per sq mile). This is higher than the density of the Manhattan borough of New York City (which has about 1,500,000 people in 22 square miles).

Examples in the United States

According to the National Resources Inventory (NRI), about 8,900 square kilometers (2.2 million acres) of land was developed between 1992 and 2002. Presently, the NRI classifies approximately 100,000 more square kilometers (40,000 sq miles) (an area approximately the size of Kentucky) as developed as the Census Bureau classifies as urban. The difference in the NRI classification is that it includes rural development, which by definition cannot be considered to be "urban" sprawl. Currently, according to the 2000 Census, approximately 2.6 percent of the US land area is urban. Approximately 0.8 percent of the nation's land is in the 37 urbanized areas with more than 1,000,000 population.

Nonetheless, some urban areas have expanded geographically even while losing population. For example, between 1970 to 2000, the population of the Detroit, Michigan urban area declined 2% while its land area increased 45%. Similar situations occurred in Pittsburgh, Pennsylvania, Buffalo, New York and Rochester, New York. But it was not just US urbanized areas that lost population and sprawled substantially. According to data in "Cities and Automobile Dependence" by Kenworthy and Laube (1999), urbanized area population losses occurred while there was an expansion of sprawl between 1970 and 1990 in Brussels, Belgium; Copenhagen, Denmark; Frankfurt, Germany; Hamburg, Germany; Munich, Germany and Zurich, Switzerland.

At the same time, the urban cores of these and nearly all other major cities in the United States, Western Europe and Japan that did not annex new territory experienced the related phenomena of falling household size and "white flight", sustaining population losses High-Income World Central City Population Losses. This trend has slowed somewhat in recent years, as more people are have regained an interest in urban living.

To combat sprawl, the state of Oregon enacted a law in 1973 limiting the area urban areas could occupy, through urban growth boundaries. As a result, Portland, the state's largest urban area, has become a leader in smart growth policies that seek to make urban areas more compact (they are called urban consolidation policies). After the creation of this boundary, the population density of the urbanized area increased somewhat (from 1,135 in 1970 to 1,290 per km² in 2000) USA Urbanized Areas 1950-1990 USA Urbanized Areas 2000. While the growth boundary has not been tight enough to vastly increase density, the consensus is that the growth boundaries have protected great amounts of wild areas and farm land around the metro area.

=Los Angelization
= The term "Los Angelization" is also sometimes used for urban sprawl, though some believe it is an inaccurate term. Los Angeles was one of the world's first low density urbanized areas, as a result of wide automobile ownership long before others, but has become more dense over the past half-century, principally due to small lot zoning and a high demand for housing due to population growth. According to United States Census Bureau data, the Los Angeles urbanized area (area of continuous urban development) increased its density by one-half from 1950 to 2000. In 2000, the Los Angeles urbanized area (as opposed to the city proper) was the most dense urbanized area in the United States, at 7,068 persons per square mile. This compares to second place San Francisco at 6,127 and New York at 5,309. There is often confusion about this fact, since core densities in New York are considerably higher than in Los Angeles. The higher density of Los Angeles is the result of much higher suburban population densities, which are nearly as high as Paris suburban densities.

One view of urban sprawl

Separation of land used for different purposes

One property that many detractors consider characteristic of sprawl is the physical separation of space used for different activities: housing subdivisions, shopping centers, office parks, civic institutions, and roadways. (Duany Plater-Zyberk 5)

Housing subdivisions
Housing subdivisions are large tracts of land consisting entirely of newly-built residences. Duany and Plater-Zyberk claim that housing subdivisions “are sometimes called villages, towns, and neighborhoods by their developers, which is misleading since those terms denote places which are not exclusively residential and which provide an experiential richness not available in a housing tract.”

Subdivisions often incorporate curved roads and cul-de-sacs, which some find inherently disorienting. Such subdivisions may offer only a few places to enter and exit the development, causing traffic to use high volume collector streets which, as a result, are generally clogged throughout most of the day. All trips, no matter how short, must enter the collector road in a suburban system. (Duany Plater-Zyberk 5, 34) It has also been proven that these types of subdivisions are less safe in case of robberies or fires, because fire, rescue, and police units have fewer points of entry and often have to navigate clogged collector roads to reach the scene.

Critics complain that subdivisions and suburban homes are often identical in design, color, and materials. Existing trees and vegetation are often eradicated and replaced, making the streets look bare and empty. This is especially true on sites that were once farmland.

Shopping centers
Shopping centers are locations consisting of retail space such as strip malls, shopping malls, and big box stores. They vary in size from small convenience stores to the Mall of America. Many suburban shopping centers are only one story tall and are often designed to be reached almost exclusively by car. Duany and Plater-Zyberk contrast the shopping center with the corner store, the traditional main street counterpart to the convenience store, and consider the latter compatible with the residential buildings in the neighborhood. (Duany Plater-Zyberk 6, 26)

Fast food chains are common in suburban areas. They are often built early in areas with low property values where the population is about to boom and where large traffic is predicted, and set a precedent for future development. Eric Schlosser, in his book Fast Food Nation, argues that fast food chains accelerate suburban sprawl and help set its tone with their expansive parking lots, flashy signs, and plastic architecture (65). Duany and Plater-Zyberk believe that this only reinforces a destructive pattern of growth in an endless quest to move away from the sprawl that only results in creating more of it. (Duany Plater-Zyberk 26)

Office parks
Office parks are places set aside exclusively for companies to build work locations, usually offices. The contemporary office park was born from the modernist vision of skyscrapers surrounded by a utopian park-like environment to preserve open space, although many office parks today contain little greenspace and are accessible only by the automobile, which is also used to leave the office park for meals.

By comparison, Duany and Plater-Zyberk believe that in traditional neighborhoods the nearness of the workplace to retail and restaurant space that provides cafes and convenience stores with daytime customers is an essential component to the successful balance of urban life. Furthermore, they state that the closeness of the workplace to homes also gives people the option of walking or riding a bicycle to work and that without this kind of interaction between the different components of life the urban pattern quickly falls apart. (Duany Plater-Zyberk 6, 28)

Civic institutions
The fourth component of sprawl named by some opponents is civic institutions. This is space zoned for public life, such as town halls, libraries, schools, churches and theaters. Some urban planners claim that in traditional neighborhoods these buildings were given places of importance in the community, accessible to everyone, and often creating the focal point of an entire city, perhaps at the end of a scenic boulevard, but that this scheme is radically different in suburban areas. They claim that schools and churches, for instance, are becoming more like shopping malls, located near the edges of communities and surrounded by parking lots. Greatly fewer children walk to school than did a generation ago, partly due to the increased average distance from home to school. Many school districts bus children in, resulting in a greater expense to the taxpayers. Some claim that this phenomenon also inflates class sizes, marginalizing the educations of students. (Duany Plater-Zyberk 6)

Roadways
The last component of sprawl listed by some detractors is roadways, which connect the above listed locations. Partly because many communities are now planned with the assumption that all their members own cars, the average suburban household generates 13 car trips per day. Some critics consider this property to be socially isolating and bad for the environment.

Bibliography of works cited

Arguments for and against

By many measures, real estate development is taken as a measure of progress. When a city grows laterally, new homes are built, transport projects are undertaken, and property values often are higher in the new areas of the metropolitan area. In addition, many households in the United States, Canada, and Australia, especially middle and upper class families, have shown a preference for the suburban lifestyle. Reasons cited include a preference towards lower-density development (since it sometimes features lower ambient noise and increased privacy), better schools, and a generally slower lifestyle than the urban one. Crime rates are sometimes lower in the suburbs, although when car-related fatalities are included, it may still be more dangerous to live in the suburbs than in the city. Many also argue that this sort of living situation is an issue of personal choice and economic means.

Recent studies have suggested that people living in areas dominated by sprawl are less healthy than their urban (inner-city) counterparts. The major reason cited for this observation is the tendency for those in suburbanized areas to be dependent on automobiles, whereas city dwellers more often must walk or take public transit to their destinations, increasing their daily exercise.

After an explosion of sprawl in the latter half of the 20th century in the United States, some financial drawbacks were also recognized with this growth pattern. When citizens live in a larger space, often at a lower density, car usage often becomes endemic and public transport often becomes significantly more expensive, forcing city planners to build large highway and parking infrastructure, which in turn decreases taxable land and revenue, and decreases the desirability of the area adjacent to such structures. Providing services such as water, sewers, and electricity is also more expensive per household in less dense areas *.

Residents of low density areas spend a higher proportion of their income on transportation than residents of high density areas. The RAC estimates that the average cost of operating a car in the UK is £5,000 a year. In comparison, a yearly underground ticket for a suburban commuter in London (where wages are higher than the national average) costs £1,000-1,500.

An estimated 2.4 million acres of forestland is lost every 2 years in the United States. Sprawl destroys wildlife habitat, increases the risk of spread of invasive species into the remaining forest. It leads to increase in water pollution as rain water picks up gasoline and oil runoff from parking lots and roads as well as pesticides and chemical fertilizers from lawns. Fecal contamination increases in watersheds from pets. Migratory bird populations have suffered a decline as a result of forest fragmentation. Managing forest with controlled burns becomes more difficult as the forest/urban area increases. The use of the forest as a "green backdrop" in the suburbs precludes other uses, for example recreation, such as hiking, bird watching as well as hunting, fishing. Also timber harvesting is curtailed leading to job losses in the logging and forest products industries and a shift in harvest to more distance forests. Smart growth and/or New Urbanism is often espoused as a solution to city sprawl. Urban sprawl is not the only way to increase real estate development; many of the urban areas of cities in Japan, Hong Kong, and Europe which have controlled urban growth plans show higher property values than do their suburbs.

Finally, some blame suburbs for what they see as a homogeneity of society and culture, leading to sprawling suburban developments of people with similar race, background and socioeconomic status. They claim that segregated and stratified development was institutionalized in the early 1950s and 60s with the financial industries' illegal process of redlining neighborhoods to prevent certain people from entering and residing in affluent districts. This is often referred to as a form of institutionalized racism, and one term for the resulting separation of races is White Flight. While overtly racist policies in housing are rare today, the similar price characteristics for many developments in suburbs can limit those who would choose to live there to only a certain segment of society. Some, including former U.S. Secretary of Labor Robert Reich have argued that current price discriminatory housing trends caused in part by sprawl has had negative ramifications on public schools as finances have been pulled out of city cores and diverted to wealthier suburbs.

Proponents of low density development claim that it has its advantages. For example, some claim that traffic intensities tend to be less, traffic speeds faster and, as a result, air pollution emissions tend to be less intense per square mile (though higher overall). (See demographia's report.) Kansas City, Missouri is often cited as an example of ideal low-density development, with congestion below the mean and home prices below comparable Midwestern cities. Wendell Cox and Randal O'Toole are the leading scholars supporting lower density development.

Proponents also claim that drivers in the United States, with the most sprawling urban areas in the world, tend to have shorter one-way commute times (though less predictable) than those who choose to commute by car in Western Europe or Japan, where densities are higher. Furthermore, longitudinal (time-laps) studies of commute times in major metropolitan areas in the United States have shown that commute times have actually decreased even though the geographic size of the city has increased. This may be due to an increase in the decentralization of American urban areas owing to non-linear transportation (automobiles). This allows for "suburb to suburb" commute in lieu of the traditional "residential to central business district" commute pattern. This may however simply be a product of the higher level of spending by US governments on increasing traffic flow and speed, while in Western Europe and Japan, much more effort is put into efficient public transport. This argument also ignores that in the high density cities of Europe and Japan, many commuters do not need to drive at all. Time spent on public transport can often be used for activities such as reading or sleeping.

There is some concern that Portland-style anti-sprawl policies will increase housing prices. Some research suggests Oregon has had the largest housing affordability loss in the nation Housing Affordability Trends: USA States, but other research shows that Portland's price increases are comparable to other Western cities Another report states that higher densities do not significantly correlate with higher prices in the US [http://post.economics.harvard.edu/hier/2002papers/HIER1948.pdf.

Some say the ultimate argument may be that people vote with their feet and their wallets, and that many families wish to live in single family houses with lawns and gardens for their children and pets, a lifestyle which is either impossible or unaffordable in modern, heavily urbanized areas. However, research shows that many people, especially those without children at home, are increasingly interested in urban living. Past zoning policies limited the creation of such walkable, mixed-use communities in the US. The demand for such housing is higher than supply, leading to higher prices.

Urban sprawl in fiction

  • In William Gibson's fictional Sprawl Trilogy, "the Sprawl" is a slang term referring to the entire Eastern Seaboard of the United States. In Gibson's future, New York's City's urban area is contiguous with that of other eastern cities, from Massachusetts to Florida; the entire area is formally known as the BAMA, or the Boston-Atlanta Metropolitan Axis.
  • The 2006 CGI film Over the Hedge is plotted around the effect of sprawl on a group of animals living in the wild.

Urban sprawl in nonfiction

  • Crabgrass Frontier: The Suburbanization of the United States by Kenneth T. Jackson
  • The Death and Life of Great American Cities by Jane Jacobs
  • Fast Food Nation by Eric Schlosser
  • The Future of Success : Working and Living in the New Economy by Robert Reich
  • The Geography of Nowhere: The rise and decline of America's man-made landscape (ISBN 0-671-70774-4) by J.H. Kunstler
  • The Old Neighborhood: What we lost in the great suburban migration: 1966-1999 by Ray Suarez
  • The Power Broker: Robert Moses and the Fall of New York, by Robert Caro.
  • Sprawl: A Compact History by Robert Bruegmann, University of Chicago Press, hardcover, 301 pages, ISBN 0226076903
  • "Sprawl Kills - How Blandburbs Steal Your Time, Health and Money," by Joel S. Hirschhorn
  • Suburban Nation: The rise of sprawl and the decline of the American Dream (ISBN 0-86547-606-3) by A. Duany, E. Plater-Zyberk, and Jeff Speck

See also

References

External links

Urban studies and planning | Real estate

Sídelní kaše | Zersiedelung | Étalement urbain | Sprawl | スプロール現象

 

This article is licensed under the GNU Free Documentation License. It uses material from the "Urban sprawl".

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