Unearthing the roots of urban sprawl: a critical analysis of form, function and methodology

Urban sprawl is one of the key issues facing cities today. There is a large volume of literature on the topic but despite this there is little agreement as to its characteristics and effects. The paper discusses some of the most contested issues of urban sprawl. It looks at the various definitions of sprawl; examines the effects of sprawl, assessing these in relation to planning and market led approaches; and discusses methodological approaches relating to measures of sprawl in terms of its impacts and forms

Urban Sprawl and the Finances of State and Local Governments

Concern over the rate of spatial growth of urban areas has become a significant national political issue and a major development issue in many urban areas. An often cited statistic, typically presented as evidence of sprawl, is that between 1960 and 1990 the urban population in the United States increased by 50 percent while the amount of developed land more than doubled (Benefield et al., 1999).While much has been written about the causes and consequences of sprawl, little attention has been paid to the implications of sprawl for the finances of state and local government. There are at least two possible channels for sprawl to affect the finances of state and local governments. First, if the causes of sprawl include market failures or government policies, there may be a role for governmental corrective action. Second, sprawl may affect the costs of and revenue sources for the public provision of goods and services. This paper considers the potential effects that sprawl might have on the finances of state and local governments and the possible policies that might be adopted to address the causes and consequences of sprawl

Statistical hyperbolicity in groups

In this paper, we introduce a geometric statistic called the "sprawl" of a group with respect to a generating set, based on the average distance in the word metric between pairs of words of equal length. The sprawl quantifies a certain obstruction to hyperbolicity. Group presentations with maximum sprawl (i.e., without this obstruction) are called statistically hyperbolic. We first relate sprawl to curvature and show that nonelementary hyperbolic groups are statistically hyperbolic, then give some results for products, for Diestel-Leader graphs and lamplighter groups. In free abelian groups, the word metrics asymptotically approach norms induced by convex polytopes, causing the study of sprawl to reduce to a problem in convex geometry. We present an algorithm that computes sprawl exactly for any generating set, thus quantifying the failure of various presentations of Z^d to be hyperbolic. This leads to a conjecture about the extreme values, with a connection to the classic Mahler conjecture.Comment: 14 pages, 5 figures. This is split off from the paper "The geometry of spheres in free abelian groups.

Sprawl and Urban Growth

Cities can be thought of as the absence of physical space between people and firms. As such, they exist to eliminate transportation costs for goods, people and ideas and transportation technologies dictate urban form. In the 21st century, the dominant form of city living is based on the automobile and this form is sometimes called sprawl. In this essay, we document that sprawl is ubiquitous and that it is continuing to expand. Using a variety of evidence, we argue that sprawl is not the result of explicit government policies or bad urban planning, but rather the inexorable product of car-based living. Sprawl has been associated with significant improvements in quality of living, and the environmental impacts of sprawl have been offset by technological change. Finally, we suggest that the primary social problem associated with sprawl is the fact that some people are left behind because they do not earn enough to afford the cars that this form of living requires.

Sprawl and Urban Growth

Cities can be thought of as the absence of physical space between people and firms. As such, they exist to eliminate transportation costs for goods, people and ideas and transportation technologies dictate urban form. In the 21st century, the dominant form of city living is based on the automobile and this form is sometimes called sprawl. In this essay, we document that sprawl is ubiquitous and that it is continuing to expand. Using a variety of evidence, we argue that sprawl is not the result of explicit government policies or bad urban planning, but rather the inexorable product of car-based living. Sprawl has been associated with significant improvements in quality of living, and the environmental impacts of sprawl have been offset by technological change. Finally, we suggest that the primary social problem associated with sprawl is the fact that some people are left behind because they do not earn enough to afford the cars that this form of living requires.

Welfare Effects of Anti-Sprawl Policies in the Presence of Urban Decline

This paper extends first-best analysis of anti-sprawl policies, such as development taxes, and examines the welfare effects of development taxes in the presence of urban decline at the city core. We find that anti-sprawl policies generate several important feedbacks within the urban system, generating additional welfare gains and affecting the level of urban decline and suburban sprawl. Further, the optimal development tax exceeds the (first-best) Pigouvian level, irrespective of whether or not revenues are returned lump-sum to all landowners or earmarked for urban decline mitigation.urban sprawl, development taxes, second-best policies, spatial modeling, Land Economics/Use,

URBAN SPRAWL, PATTERN AND MEASUREMENT IN LOKOJA, NIGERIA

Lokoja have been experiencing a large influx of population from its surrounding regions, which had led to rapid growth and expansion that had left profound changes on the landscape in terms of land use and land cover. This study uses the GIS techniques and the application of Shannon’s entropy theory to measure the behavior of sprawl which is based on the notion that landscape entropy or disorganization increases with sprawl, analysis was carried out based on the integration of remote sensing and GIS, the measurement of entropy is devised based on the town location factors, distance from roads, to reveal and capture spatial patterns of urban sprawl. Then Entropy value for each zone revealed a high value, especially areas outside the core city area; like Felele, with the entropy of 0.3, Adankolo, 0.2 and Lokongoma, 0.2. These areas are evenly dispersed settlement, as one move away from the city core. Study shows a correlation of population densities and entropy values of 1987 and 2007, for areas like Felele ,Adankolo, and Lokongoma , which is indicative of spread over space , an evidence of sprawl. But as we go down the table the entropy values seem to tend towards zero. This study provides quantitative data for effective planning and decision making in projecting the town growth and in planning the direction of growth.urban sprawl, patterns of sprawl, entropy theory.

Causes of sprawl: A portrait from space

We study the extent to which US urban development is sprawling and consider what determines differences in sprawl across space. Using remote-sensing data to track the evolution of land use on a grid of 8.7 billion 30x30 metre cells, we measure sprawl as the amount of undeveloped land surrounding an average urban dwelling. On this measure, while the extent of sprawl remained roughly unchanged between 1976 and 1992, it varied dramatically across metropolitan areas. Ground water availability, temperate climate, rugged terrain, decentralized employment, early public transport infrastructure, uncertainty about metropolitan growth, and unincorporated land in the urban fringe all increase sprawl.urban sprawl; land development; remote sensing

Active Transport, Public Transportation, and Obesity in Metropolitan Areas of the United States.

There is a well established relationship between exercise and weight in individuals. Recently, relationships between less urban sprawl and more leisure exercise and between certain urban characteristics usually associated with less sprawl and exercise for transportation have been found. This paper completes the less-sprawl-more exercise for transportation-lower weight sequence by finding that counties in metropolitan areas where more people complete their journey to work by walking, biking, or taking public transportation have fewer people who are overweight.

All That Sprawl, Y’all: An Analysis of Development on Steinwehr Avenue and York Street in Gettysburg, Pennsylvania, from 1971 to 2014

The advent of the automobile transformed the American landscape in the 20th century. In conjunction with the increasing importance of the automobile, numerous post-WW II government programs such as the Interstate Highway System encouraged suburban sprawl. Towns and cities adjacent to tourist attractions, known as gateway communities, face unique problems caused by sprawl. Gettysburg, Pennsylvania, is an example of a gateway community as it includes the Gettysburg National Military Park. Two study sites, portions of Steinwehr Avenue and York Street, were studied to analyze the effects of sprawl in Gettysburg. The sites were analyzed using ArcGIS, data compiled from historic phonebooks, and discussions with local business owners. Development along York Street exemplifies an auto-centric culture with many regional and national chain establishments set back from the road. Steinwehr Avenue represents a walkable community comprising on-street parking, sidewalks, and local “mom-and-pop” establishments. Trends associated with categories of businesses varied between the two sites and revealed different development patterns. We predict that that York Street will continue to sprawl while Steinwehr Avenue development will be limited due to its close proximity to the battlefield