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 Density 0.5-2 Dwelling Units/Acre Source: Planning Center, City of Clovis

Housing At Low Density 2-4 Dwelling Units/Acre Source: Planning Center, City of Clovis

Housing At Medium Density 4-7 Dwelling Units/Acre Source: Planning Center, City of Clovis

Housing At Medium High Density 7-15 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 Density 25-43 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 Sprawl Sprawl 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

Problems of Sprawl Social problem Economic problem Alienation; poverty concentration Economic problem Infrastructure costs Environmental problem Pollution, loss of farmlands Health problem Obesity

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]

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 Each TOD has a centrally located transit stop and core commercial ;accompanying residential and /or employment uses are within an average 2,000 feet walking distance The location ,design, configuration and mix of uses in a TOD provided an alternative to current suburban development trends by emphasizing a pedestrian oriented environment and reinforcing the use of public transportation. The linkage between landuse and transit is designed to result in an efficient pattern of development that supports the transit system and makes significant progress in reducing sprawl, traffic congestion, and air pollution.

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 Each TOD has a centrally located transit stop and core commercial accompanying residential and/or employment uses are within an average 2,000 feet walking distance The location, design, configuration and mix of uses in a TOD provided an alternative to current suburban development trends by emphasizing a pedestrian oriented environment and reinforcing the use of public transportation. The linkage between landuse and transit is designed to result in an efficient pattern of development that supports the transit system and makes significant progress in reducing sprawl, traffic congestion ,and air pollution. WHY TOD? TOD provides communities with an alternative to the consequences of low-density suburban sprawl and automobile- dependent land use patterns. TOD can help answer California’s dramatic need for more affordable housing. 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 TOD TOD 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 development Tool to help revitalize aging downtowns and declining urban neighborhoods, and to enhance tax revenues for local jurisdictions. TOD can decrease infrastructure costs It 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 housing It 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 Information Real-time and new multi-lingual displays Signal Priority System High-quality signal communication Level Boarding and Alighting Low-floor buses to provide level platform and improve access Color-Coded Buses and Stations To share visual cues including colors and graphics themes Enhanced Passenger Amenities Streetscape improvements, improved security lighting, and surveillance Currently there are 6 Metro Rapid Lines in Los Angeles. In the next Phase, this will expand to 24 corridors over 5 years In 34 cities and 11 LA County unincorporated communities Changeable LED message signs providing information on bus arrivals and departures The system is based on communications between antennae loops embedded in the pavement and transmitters mounted on buses. A bus approaching an intersection can automatically trigger the signal to remain green for 10 extra seconds. At important intersections, the green light can be extended in only every other cycle. To prevent bus drivers from speeding up to extend the green lights, there are no visual indicators in the buses to tell drivers when the system is being activated Low-floor equipment provides reliable boarding and alighting times and can reduce travel times if used in conjunction with other attributes such as fare prepayment and multiple-door boarding. Low-floor buses also improve access for persons who have difficulty with stairs. 4) Stronger, consistent visual identification common to station and vehicle 5) Enhanced passenger amenities: improved shelters, benches, landscaping, and trash receptacles · Increased sidewalk width and streetscape improvements · Enhanced pedestrian crosswalks

Transformation [Design Strategy] Better Use of Existing Roads & Highways Bus Rapid Transit in Center Lanes of Existing Roads

Transformation [Design Strategy] Taming the Suburban Highway Work with large adjacent landowners; project initiated by landowner at right Source: Thomas Jefferson Planning District Commission Charlottesville-Albemarle Metropolitan Planning Organization

Taming the Suburban Highway Buildings moved up to street; landscaping & bike lanes added; parking and street grid at rear Source: Thomas Jefferson Planning District Commission Charlottesville-Albemarle Metropolitan Planning Organization

Taming the Suburban Highway Mixed-use buildings added one at a time on adjacent properties Source: Thomas Jefferson Planning District Commission Charlottesville-Albemarle Metropolitan Planning Organization

Taming the Suburban Highway Mixed-use buildings added one at a time on adjacent properties Source: Thomas Jefferson Planning District Commission Charlottesville-Albemarle Metropolitan Planning Organization

Taming the Suburban Highway Mixed-use buildings added one at a time on adjacent properties Source: Thomas Jefferson Planning District Commission Charlottesville-Albemarle Metropolitan Planning Organization

Taming the Suburban Highway Street trees added to median Source: Thomas Jefferson Planning District Commission Charlottesville-Albemarle Metropolitan Planning Organization

Taming the Suburban Highway Alternative with two lanes each way for through traffic and service lane with diagonal parking Source: Thomas Jefferson Planning District Commission Charlottesville-Albemarle Metropolitan Planning Organization

Smart growth principles Create Range of Housing Opportunities Create Walkable Neighborhoods Encourage 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 Urbanism Walkability Pedestrian friendly streets Connectivity Integrated street network Mixed use and Diversity Residential,commercial Age, income, race Mixed housing Quality Physical Design

Principles of New Urbanism Traditional Neighborhood Structure Discernible center and edge Increased Density Compactness Smart Transportation Multi-modal Sustainability Minimal environmental impact Quality of Life

New Urbanist Projects Seaside Kentlands Laguna West 210 developments under construction or complete in the United States

Seaside, FL High density Picket fences Paved roads Small setback

Kentlands, MD Market Street Overlooking porch High Density

San Diego, CA Naval Training Center The Village

Raleigh, NC Moore Square Museums Magnet Middle School

Playa Vista, CA Residential Village Commericial

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

Conclusion Prospects 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? Suburban Strip Mixed use Town Center OR