1. Outline What is sprawl? Problems of sprawl Coping Strategies
Transit Oriented Development
Smart Growth
New Urbanism
Critique of coping strategies

2. 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

3. Housing At Very Low Density 0.5-2 Dwelling Units/Acre
Source: Planning Center, City of Clovis

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

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

6. Housing At Medium High Density 7-15 Dwelling Units/Acre
Source: Planning Center, City of Clovis

7. Housing At High Density 15-25 Dwelling Units/Acre
Source: Planning Center, City of Clovis

8. Housing At Very High Density 25-43 Dwelling Units/Acre
Source: Planning Center, City of Clovis

9. 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

10. Sprawl in United States

11. 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,

12. Sprawl in American Cities

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

14. 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]

15. Household spending on transportation,
by metropolitan area, during :
*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]

16. 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.

17. 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

18. 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

19. 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

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

21. 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

22. 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

23. 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

24. 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

25. 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

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

27. 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

28. 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

29. New Urbanism Principles
Region: Metropolis, City and Town
Neighborhood, District, & Corridor
Block, Street, and Building

30. 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

31. 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

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

33. Seaside, FL
High density
Picket fences
Paved roads
Small setback

34. Kentlands, MD
Market Street
Overlooking porch
High Density

35. San Diego, CA
Naval Training Center
The Village

36. Raleigh, NC
Moore Square Museums
Magnet Middle School

37. Playa Vista, CA
Residential
Village
Commericial

38. Playa Vista, CA
High Density Housing

39. 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

40. 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

41. 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

42. Sprawl or New Urbanism?
Suburban Strip
Mixed use Town Center OR