Following World War Two, land use and transport policy and practice in most major Australian cities was modelled on the US experience. As such, these cities have become characterised by urban sprawl (indicated by segregated zoning and low development densities) and car dependence. In Perth, Western Australia, these characteristics are particularly evident despite, or perhaps because, the city has a strong regional planning system unlike most American cities. Car dependence and sprawl are in turn linked to dependence on fossil fuels for transport energy. Increasingly, too, links are being found between conventional planning outcomes and public health. For example, research has linked car dependence with a variety of health conditions including respiratory illness, overweight and obesity. Moreover, research is increasingly linking sprawl and car dependence with social justice issues because people on limited income and with decreased mobility struggle to undertake their life’s work. In response to these concerns the Western Australian planning system introduced Liveable Neighbourhoods, a new design code, which was meant to reduce car dependence and sprawl. This code has its roots in New Urbanism and appears to have been taken up more rapidly in Perth than elsewhere. No large-scale evaluation of New Urbanism has previously been conducted anywhere. This thesis reports on an extensive literature review, travel survey (n=211), perceptual study (n=992) and environmental study, which together sought to evaluate whether the Liveable Neighbourhoods (LN) design code is contributing to a sustainable transport agenda. In total, 46 neighbourhoods (11 LNs and 35 CNs) were compared. The research found that despite residents of Liveable Neighbourhoods driving less and walking more than residents of conventional neighbourhoods (CNs) (a switch of 9% with some associated health advantages), there was little else to indicate that LN is achieving its goals as transport VKT and fuel use was identical due to regional transport requirements diminishing any local walkability advantages. There was strong supportive evidence that LNs were not significantly different to CNs. For example, there were few differences in perception of opportunity for more sustainable travel and residents of CNs actually had better access, on average, to key destinations, including shops (i.e. the average distance to key destinations was 2.2 kilometres compared with 2.5 kilometres in LNs). Also, residential lot densities were well below what were intended by LN and in both LNs and CNs the time for public transport to get people to work was over 90 minutes compared with around 30 minutes by car. The results reveal that there must be significant revisions to the LN code and how it is applied, because there is no evidence that new neighbourhoods are improving regional transport sustainability. In particular, residential densities and land use mix appear to be too low to encourage community self-sufficiency, indicated by few neighbourhoods being anchored by key destinations. These matters are not mandated in the LN guidelines making them powerless to bring significant change. More generally, the thesis questions the extent to which New Urbanism can promote a sustainable transport agenda wherever it is applied unless it mandates real changes in land use and transit not just local walkability.

Problem: This study identifies some issues in the definitions of US megaregions which have strongly emphasized functional relationships without considering morphological characteristics. An extensive review of the literature revealed that the morphological approach and accompanying spatial statistical analysis described in this paper have not been done before, and represent a potentially useful refinement of current practice. Research strategy: This study examines morphological characteristics of the 11 US megaregions to represent morphologically-oriented US megaregions. A primary research hypothesis is that the megaregions spatially defined by morphological characteristics may not be the same as the current representation of the 11 US megaregions. The research hypothesis is tested by two distinct analyses which spatially examine the morphological characteristics at global and local scales. The global scale spatial patterns were examined with a density-based sprawl index, spatial scattering index, and spatial clustering index. Local scale spatial patterns were examined with the Getis-Ord Gi* hot spots analysis and the Anselin Local Moran’s I cluster and outlier analysis. In order to represent the megaregion-scale urban built environment, the morphological characteristics of total population, population density, impervious land cover, and nighttime light emissions were examined. All 11 megaregions were subjected to detailed GIS-based analysis and mapping for each morphological characteristic, and the results was analyzed using mapping, tables and graphs. Findings: The analysis results showed that global scale spatial distributions of morphological characteristics were inconsistently concentrated and clustered in high density subareas of each US megaregion. The morphological clustering representation of the 11 US megaregions clearly showed that the morphologically identified US megaregions were not the same as the current US megaregions. Takeaway for practice: This study asks the urban and regional planning profession to realize the incompleteness of a functional perspective, add a complementing morphological viewpoint, and balance the perspective between functional relations and morphological characteristics in identifying US megaregions.

The thesis consists of three essays on urban economies. The first essay investigates the relationship between proximity to larger markets and wage distribution within local labor markets. In this essay I derive a theoretical spatial skill demand equation that positively links skill premiums to market access. Using data from U.S. metropolitan areas, I provide evidence that while average wages are higher in metropolitan areas with higher market access, as suggested in the existing literature, the wage differential is unequally distributed across the metropolitan workers. That is, greater access to markets is linked to relatively weaker outcomes for those at the bottom of the wage distribution.<p> The second essay examines the extent of urban sprawl with respect to the volatility of local economies. Specifically, it investigates how uncertainty over future land rents explains changes in the extent of urban sprawl. To theoretically study this relationship, I develop a theoretical model that links sprawl to shocks to changes in land development rent, among other factors. The econometric analysis draws upon panel data from U.S. metropolitan areas over the 1980-2000 censuses. To measure urban sprawl, I construct a distinctive measure that better captures the distribution of population density within metropolitan areas. Using suitable proxy that accounts for uncertainty over future land rents, I provide robust evidence confirming the theoretical prediction. That is, metropolitan areas with higher levels of uncertainty have a lower level of sprawl.<p> Finally, the third essay uses theories from urban production economics to empirically investigate the relationship between the economic performance of U.S. metropolitan areas and their respective amounts of sprawl. Specifically, this essay provides a comprehensive empirical analysis on the impact of urban sprawl on labor productivity. The main finding suggests that higher levels of urban sprawl are negatively associated with average labor productivity. Interestingly, this negative association is even stronger in smaller metropolitan areas. Still, there is evidence that the significance of the negative impact of sprawl is not homogenous across major industries.

The thesis consists of three essays on urban economies. The first essay investigates the relationship between proximity to larger markets and wage distribution within local labor markets. In this essay I derive a theoretical spatial skill demand equation that positively links skill premiums to market access. Using data from U.S. metropolitan areas, I provide evidence that while average wages are higher in metropolitan areas with higher market access, as suggested in the existing literature, the wage differential is unequally distributed across the metropolitan workers. That is, greater access to markets is linked to relatively weaker outcomes for those at the bottom of the wage distribution.<p> The second essay examines the extent of urban sprawl with respect to the volatility of local economies. Specifically, it investigates how uncertainty over future land rents explains changes in the extent of urban sprawl. To theoretically study this relationship, I develop a theoretical model that links sprawl to shocks to changes in land development rent, among other factors. The econometric analysis draws upon panel data from U.S. metropolitan areas over the 1980-2000 censuses. To measure urban sprawl, I construct a distinctive measure that better captures the distribution of population density within metropolitan areas. Using suitable proxy that accounts for uncertainty over future land rents, I provide robust evidence confirming the theoretical prediction. That is, metropolitan areas with higher levels of uncertainty have a lower level of sprawl.<p> Finally, the third essay uses theories from urban production economics to empirically investigate the relationship between the economic performance of U.S. metropolitan areas and their respective amounts of sprawl. Specifically, this essay provides a comprehensive empirical analysis on the impact of urban sprawl on labor productivity. The main finding suggests that higher levels of urban sprawl are negatively associated with average labor productivity. Interestingly, this negative association is even stronger in smaller metropolitan areas. Still, there is evidence that the significance of the negative impact of sprawl is not homogenous across major industries.

This report reviews the cost of urban sprawl and shows the fiscal impact of smart growth. The report then focuses on the West Campus University Neighborhood Overlay (UNO) District in Austin, Texas, and it analyzes and estimates the fiscal impact on the City of Austin. Through fiscal impact analysis, it examines the contribution of the UNO District to the fiscal position of the City of Austin. As a result, this report gives the City of Austin fiscal reasons for redevelopment based on the smart growth scenario. This report begins with showing the cost of urban sprawl. Then, it reviews the history,principles, and policies of smart growth. The following section demonstrates the fiscal impact of smart growth. Lastly, the case of the West Campus area is examined by fiscal impact analysis. The result after the analysis shows the fiscal impacts on the City of Austin from both sides of budget, including expenditures and revenues. The revenues received from the residents of the area increased due to the sudden jump in property value, growth population, housing constructions, and mixed-use development. However, the costs also increased due to the needs for public services. / text

This report is not intended to argue how sprawl is to be stopped. Infill development is too limited to support the growth cities are expecting, and with a market of buyers who desire to live outside of the city and own a little piece of the country, can there really be an end to sprawl? Rather, this report identifies a method of sprawling smartly: conservation development. As an alternative to conventional subdivision, conservation subdivision developments perpetually preserve a significant portion— usually half—of the development site as open space. This report examines the conservation subdivision ordinances that municipalities have adopted as an alternative or, in some cases, to replace conventional subdivision regulations, and the strategies they exercise that affect a change in the way we sprawl. / text

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The sprawl of U.S. cities has attracted criticism from many sources in recent years. Among the greatest of the cited harms of sprawl is the alleged travel time burden that it imposes on its residents. Previous research has tested the relationship between the sprawl of business activity and travel times by examining only its effects on commuting times and has concluded that people do not choosing housing and work locations to minimize commutes. This research takes a more comprehensive approach by analyzing the relationship between household travel times and sprawl by testing the relationship between access to economic centers and daily household travel time. The relatively minor increase in household travel times with decrease in access to economic centers found by the analysis shows that people logically reduce trips to centers when choosing housing locations with less access to centers. The ability of people to make these reductions in travel is clearly increased by the dispersal of activity from the central business district and other centers. Comparison of predicted household travel times with an estimated rent gradient show that the increase in housing prices with improved access to subcenters is far less than would be expected given the predicted household travel times, contradicting the relationship between household travel time and housing prices embodied in central place theory and its limited polycentric extensions. An analysis of joined trips suggests that households with less access to economic centers used joined trips, in which multiple destinations are visited on a single trip from the home, to reduce household travel. All of the results suggest that auto use enables households throughout the metropolitan area to reduce travel time. The car has greater flexibility and speed than other modes, particularly in areas of lower density. The travel time savings and flexibility that are provided by the dispersal of economic activity have allowed people to choosing housing that they prefer at lower prices with little added transportation cost. Given these benefits we should carefully consider the manner and method we choose to reduce any negative externalities of sprawl and auto use. / Ph. D.

Urban sprawl is the uncontrolled and uncoordinated outgrowth of towns and cities. Noting the various studies, the pattern of urban sprawl is characterised by using spatial metrics based on the extent of paved surface or built-up areas. The process of urban sprawl can be described by change in pattern over time, like proportional increase in built-up surface to population leading to rapid urban spatial expansion. With an understanding of the patterns, processes and causes of urban sprawl, the consequences of sprawl can be explored which are reflected by the patterns, thus eventually aiding in the design of spatial planning support system. Following the sequence of patterns, process, causes and consequence, sets the research agenda as the framework for this research. The current research addresses the issue of urban sprawl in the context of Bangalore, India. We propose a theoretical framework to analyse the interaction of planning and governance on the extent of outgrowth and level of services. Reviewing the different indicator frameworks, we also propose urban sprawl indicators and operationalise the same for Bangalore. The indicators comprise spatial metrics (derived from temporal satellite remote sensing data) and other metrics obtained from a house-hold survey. The interaction of different indicators with respect to the core city and the outgrowth is determined by multidimensional scaling. The analyses reveal the underlying patterns -similarities (and dissimilarities) that relate with the different governance structures that prevail here. Subsequently, we attempt to understand the process of sprawl. This might help one to understand the dynamics that lead to such outgrowths. An attempt was made to capture the dynamics using systems approach and finally the insights gained were translated into agent-based land-use model. Noting the evolution of spatial planning support system (SPSS), the consequences of sprawl are explored. The SPSS developed on an agent-based modelling environment, is essentially a process-based land-use model. We highlight the need for an integrated SPSS, illustrating its development and evaluation. The policy analysis carried out using the SPSS offers insights into areas of concern. It is concluded by noting the drawbacks and challenges for future research for managing urban sprawl. In the present context, with the escalating problem of urban sprawl, the evolution of a SPSS in the form of the BangaloreSim model is the first step in this direction. The SPSS aids in undertaking policy analysis for certain policy measures and its consequences on urban land-use. The research concludes outlining the challenges in addressing urban sprawl while ensuring adequate level of services that planning and governance have to ensure towards achieving sustainable urbanisation.