Which of the following BEST describe scenarios that urban planning could be used to resolve? Show
I and III II and III I, II, and IV II, III, and IV I, II, III, and IV Answer & Explanation Solved by verified expertRated Helpful sque dapibus efficitur laoreet. ce dui lectus, congue vel laoreet ac, dictum vitae odio. Donec aliquet. Lorem ipsum dolor sit amet, consectetur adipiscing elit. Nam lacinia pulvinar tortor nec facilisis. Pellentesque dapibus efficitur laoreet. Nam risus ante, dapibus a molestie consequat, ultrices ac magna. Fusce dui lectu Unlock full access to Course Hero Explore over 16 million step-by-step answers from our library Subscribe to view answer Step-by-step explanation iscing elit. Nam lacinia pulvinar tortor nec facilisis. Pellentesque dapibus efficitur laoreet. Nam risus ante, dapibus a molestie consequat, ultrices ac magna. Fusce dui lectus, congue vel laoreet ac, dictum vita Fusce dui lectus, congue vel laoreet ac, dictum vitae od usce dui lectus, congue vel laoreet ac, dictum vitae odio. Donec aliquet. Lorem ipsum dolor sit amet, consectetur adipiscing elit. Nam lacinia pulvinar tortor nec facilisis. Pellentesque dapibus efficitur laoreet. Nam risus an Student reviews 100% (3 ratings) et, consectetu facilisis. Pellentesque dapibus efficitur laoreet. Nam risus ante, dapibus a molestie consequat, ultrices ac magna. Fusce dui lectus, congue vel laoreet ac, dictum vitae odio. Donec aliquet. Lorem ipsum dolor sit amet, consectetur adipiscing elit. Nam la Unlock full access to Course Hero Explore over 16 million step-by-step answers from our library Subscribe to view answer Step-by-step explanation acinia pulvinar tortor nec facilisis. Pellentesque dapibus efficitur laoreet. Nam risus ante, dapibus a molesti nec facilisis. Pellentesque dapibus efficitur laoreet. Nam risus ante, dapibus a molestie consequat, ultrices ac magna. Fusce dui lectus, congue vel laoreet ac, dictum vitae odio. Donec aliquet. Lorem ipsum dolo Student review 100% (1 rating) ia pulvinar tortor nec facilisis. Pellentesque dapibus effic itur laoreet. Nam r sus ante, dapibus a molestie consequat, ultrices ac magna. Fusce dui lectus, congue vel laoreet ac, dictum vitae odio. Donec aliquet. Lorem ipsum dolor sit amet, consectetur adipiscing elit. Nam lacinia pulvinar tortor nec Unlock full access to Course Hero Explore over 16 million step-by-step answers from our library Subscribe to view answer Step-by-step explanation onec aliquet. m ipsum dolor sit amet, consectetur adipiscing elit. Nam lacinia pulvinar tortor nec facilisis. Pellentesque dapibus efficitur laoreet. Nam risus ante, dapibus a molestie consequat, ultrices ac magna. Fusce dui lectus, congue vel laoreet ac, dictum vitae odio. Donec aliquet. Lorem i dictum vitae odio. Donec aliquet. Lorem ipsum dolor sit amet, consectetur adipiscing elit. Nam lacinia pulvinar tortor nec facilisis. Pellentesque dapibus efficitur laoreet. Nam risus ante, dapibus a moles Student review 100% (1 rating) Author: Dr. Jean-Paul Rodrigue
1. Global UrbanizationUrbanization has been one of the dominant economic and social changes of the 20th century, especially in the developing world. Although cities played a significant role throughout human history, it is not until the industrial revolution that a network of large cities started to emerge in the most economically advanced parts of the world. Since 1950, the world’s urban population has more than doubled, reaching nearly 4.2 billion in 2018, about 55.2% of the global population. This transition is expected to go on well into the second half of the 21st century, a trend reflected in the growing size of cities and the increasing proportion of the urbanized population. By 2050, 70% of the global population could be urbanized, representing 6.4 billion urban residents. Cities also dominate the national economic output as they account for the bulk of the production, distribution, and consumption.
Global urbanization is the outcome of three main demographic trends:
Through urbanization, fundamental changes in the socio-economic environment of human activities have been observed. What drives urbanization is a complex mix of economic, demographic, and technological factors. The growth in GDP per capita is a dominant driver of urbanization, but this is supported by corresponding developments in transportation systems and even the diffusion of air conditioning, allowing for settlements in high-temperature areas such as the Middle East (e.g. Dubai). Urbanization involves new forms of employment, economic activity, and lifestyle. World Urban Population, 1950-2015 with Projections to 2050World’s Largest Cities, 1850World’s Largest Cities, 2015Metropolitan Areas with more than 12 million Inhabitants, 2015Urban Population (in 1,000s) per Continent, 1950-2030Demographic TransitionShare of Housing Units Equipped with Air Conditioning by Region in the United States, 1980-2015Perspectives about the Urban Spatial Structure: From Dichotomy to ContinuumUrban mobility problems have increased proportionally, and in some cases, exponentially, with urbanization. This is associated with two outcomes. First is the emergence of a network of megacities that account for the most salient urban mobility challenges. Second, mobility demands tend to be concentrated over specific urban areas, such as central business districts. Current global trends indicate a growth of about 50 million urbanites each year, roughly a million a week. More than 90% of that growth occurs in developing economies, which places intense pressures on urban infrastructures to cope, particularly transportation. What is considered urban includes a whole continuum of urban spatial structures, ranging from small towns to large urban agglomerations. This also brings the question about optimal city size since technical limitations (road, utilities) are not much of an impediment in building very large cities. Many of the world’s largest cities can be labeled as dysfunctional mainly because as city size increases, the rising operational and infrastructure complexities are not effectively coped with managerial expertise. Urbanization has been shaped by transport infrastructures, such as roads, transit systems, or simply walkways. Consequently, there is a wide variety of urban forms, spatial structures, and associated urban transportation systems.
Considering transport developments, the urban spatial structure can be categorized by its level of centralization and clustering:
Even if the geographical setting of each city varies considerably, the urban form and its spatial structure are articulated by two structural elements:
Depending on their nature, urban nodes and linkages provide for functional connectivity, implying interdependent urban functions related to trade, management, and production. Urban transportation is thus associated with a spatial form that varies according to the modes being used. Grid street patterns have endured throughout history, which was the case for many Roman cities built in the 1st century as it was for American cities built in the 20th century. The reasons behind this permanence are relatively simple; a grid pattern jointly optimizes accessibility and available real estate. Obviously, many cities are not as organized as a grid. They correspond to cities that grew from a constrained location such as a bay, an island, a hill, or a river junction. Local geographical and historical characteristics remain important influences on the urban form. Transportation, Urban Form and Spatial StructureTypes of Urban Spatial StructuresCities and ConnectivityOne Hour Commuting According to Different Urban Transportation ModesStreet Network TypesPopulation Density of the World’s Largest Metropolitan Areas, 2012Population Density by Distance from City Center, Selected CitiesEvolution of Urban Densities in North America and EuropeIn the 20th century, cities developed a unique spatial structure relying on motorized transportation, particularly the privately owned automobile. This has incited a shift from a grid pattern towards curvilinear and cul-de-sac patterns that are commonly found in suburban areas. Dispersion, or urban sprawl, is taking place in many different types of cities, from dense, centralized European metropolises such as Madrid, Paris, and London, to rapidly industrializing metropolises such as Seoul, Shanghai, and Mexico City, to those experiencing recent, fast and uncontrolled urban growth, such as Mumbai, Jakarta, and Lagos. Recent urban expansion is consequently almost all geared towards road transportation as the support for mobility. Therefore, there are significant differences in the density of cities across the world, in addition to a variety of density gradients are observed within cities. The differences are particularly prevalent between North American and European cities. 3. Evolution of Transportation and Urban FormUrbanization is occurring in accordance with the development of urban transport systems, particularly in terms of their capacity and efficiency. Historically, movements within cities tended to be restricted to walking, which made urban mobility rather inefficient and time-consuming. Thus, activity nodes tended to be agglomerated, and urban forms compact with mixed uses. Many modern cities have inherited an urban form created under such circumstances, even though they are no longer prevailing. The dense urban cores of many European and East Asian cities, for example, enable residents to make between one-third and two-thirds of all trips by walking and cycling. At the other end of the spectrum, the dispersed urban forms of most Australian, Canadian, and American cities, which were built more recently, encourage automobile dependency and are linked with high levels of mobility. Still, Chinese cities have experienced a high level of motorization, implying the potential for convergence towards more uniform urban forms. Many cities are also port cities with trade playing an enduring role not only in the economic vitality but also in the urban spatial structure, with the port district being an important node. Airports terminals have also been playing a growing role in the urban spatial structure as they can be considered as cities within cities. The evolution of transportation has generally led to changes in urban form. The more radical the changes in transport technology, the more the alterations in the urban form. Among the most fundamental changes in the urban form is the emergence of new clusters in peripheral areas expressing new urban activities and new relationships between elements of the urban system. Many cities are assuming a polycentric form, a change that is associated with new mobility patterns. The central business district (CBD), once the primary destination of commuters and serviced by public transportation, has been transformed by new manufacturing, retailing, and management practices. Whereas traditional manufacturing depended on centralized workplaces and transportation, technological and transportation developments rendered modern industry more flexible. In many cases, manufacturing relocated in a suburban setting, if not altogether, to entirely new low-cost locations offshore. Retail and office activities are also suburbanizing, producing changes in the urban form. Concomitantly, many important transport terminals, namely port facilities, and railyards, have emerged in suburban areas following new requirements in modern freight distribution brought in part by containerization. The urban spatial structure shifted from a nodal to a multi-nodal character, implying new forms of urban development and new connections to regional and global economic processes. Initially, suburban growth mainly took place adjacent to major road corridors, leaving plots of vacant or farmland in between. Later, intermediate spaces were gradually filled up, more or less coherently. Highways and ring roads, which circled and radiated from cities, favored the development of suburbs and the emergence of important sub-centers that compete with the central business district for the attraction of economic activities. As a result, many new job opportunities have shifted to the suburbs, and the activity system of cities has been considerably modified. Depending on the economic sector they specialize in, cities and even different parts of a metropolitan area can be experiencing development at entirely different rates (or even decline), leading to a highly heterogeneous urban landscape. These changes have occurred according to a variety of geographical and economic contexts, notably in North America and Europe, as each subsequent phase of urban transportation developments led to different spatial structures. Sometimes, particularly when new modern urban road infrastructures are built, the subsequent changes in the urban form can be significant. Two processes had a substantial impact on contemporary urban forms:
Although transportation systems and travel patterns have changed considerably over time, one enduring feature remains that most people are willing to travel between 30-40 minutes in one direction, which is known as Marchetti’s constant. Globally, people are spending about 1.2 hours per day commuting, wherever this takes place in a low or a high mobility setting. Different transport technologies, however, are associated with different travel speeds and capacity. As a result, cities that rely primarily on non-motorized transport tend to be more compact than automobile-dependent cities. Transport technology thus plays a significant role in defining urban form and the spatial pattern of various activities. Still, the evolution of the urban form is path-dependent, implying that the current spatial structure is the outcome of past developments, but that those developments were strongly related to local conditions involving the setting, physical constraints, and investments in transportation infrastructures. It takes substantial effort and long-term commitment to change the spatial structure of a city in a noticeable manner. 4. The Spatial Constraints of Urban TransportationThe amount of urban land allocated to transportation is often correlated with the level of mobility. In the pre-automobile era, about 10% of the urban land was devoted to transportation, which was simply roads for dominantly pedestrian traffic. As the mobility of people and freight increased, a growing share of urban areas was allocated to transport and the infrastructures supporting it. Large variations in the spatial imprint of urban transportation are observed between different cities as well as between different parts of a city, such as between central and peripheral areas. The major components of the spatial imprint of urban transportation are:
The spatial importance of each transport mode varies according to a number of factors, density being the most important. Further, each transport mode has unique performance and space consumption characteristics. The most relevant example is the automobile. It requires space to move around (roads), but it also spends 98% of its existence stationary in a parking space. Consequently, a significant amount of urban space must be allocated to accommodate the automobile, especially when it does not move and is thus economically and socially useless. In large urban agglomerations, close to all the available street parking space in areas of average density and above is occupied throughout the day. At an aggregate level, measures reveal a significant spatial imprint of road transportation among developed countries. In the United States, more land is thus used by the automobile than for housing. In Western Europe, roads account for between 15% and 20% of the urban surface, while for developing economies, this figure is about 10% but rising fast due to motorization. Pedestrian, Cycling and Road Spaces, Amsterdam, NetherlandsPerformance of Urban Transport Modes5. Transportation and the Urban StructureUrbanization involves an increased number of trips in urban areas. Cities have traditionally responded to the growth in mobility by expanding the transportation supply by building new highways and transit lines. This has mainly meant building more roads to accommodate an ever-growing number of vehicles. Several urban spatial structures have accordingly emerged, with the reliance on the automobile being the most important discriminatory factor. Four major types can be identified at the metropolitan scale:
There are different scales where transportation systems influence the structure of communities, districts, and the whole metropolitan area. For instance, one of the most significant impacts of transportation on the urban structure has been the clustering of activities near areas of high accessibility. The impact of transport on the spatial structure is particularly evident in the emergence of suburbia. Although many other factors are important in the development of suburbia, including low land costs, available land (large lots), environmental considerations (clean and quiet), safety, and car-oriented services (shopping malls), the spatial imprint of the automobile is dominant. Suburban developments have occurred in many cities worldwide, although no other places have achieved such a low density and automobile dependency than in North America. The automobile is also linked with changes in street layouts. While older parts of cities tend to have a conventional grid layout, from the 1930s, new suburbs started to be designed in a curvilinear fashion, which included some cul-de-sacs (dead ends). By the 1950s, the prevailing design for new suburbs was privileging cul-de-sacs. Although the aim was to create a more private and safe environment, particularly in cul-de-sac sections, the outcome was also a growing sense of isolation and car use. With the expansion of urban areas, congestion problems, and the increasing importance of inter-urban movements, the existing structure of urban roads was judged to be inadequate. Several ring roads have been built around major cities and became an important attribute of the spatial structures of cities. Highway interchanges in suburban areas are notable examples of clusters of urban development that have shaped the multicentric character of many cities. The extension (and the over-extension) of urban areas have created what may be called peri-urban areas. They are located well outside the urban core and the suburbs, but are within reasonable commuting distances; the term “edge cities” has been used to label a cluster of urban development taking place in suburban settings. Scale and Urban Spatial StructureThe Rationale of a Ring RoadSuburban Development along an Highway InterchangeRelated Topics
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What is a common impact of urbanization regardless of a country's level of economic development *?What is a common impact of urbanization regardless of a country's level of economic development? A. Urbanization means a loss of agricultural production due to the loss of farmland and farmworkers.
What is one significant difference between edge cities and suburbs?An edge city is a specialized suburb that provides mainly businesses, entertainment, and shopping centers while a suburb tends to be purely residential. Pros include more jobs and the convince of having entertainment, shopping, etc in a city without having to go downtown to a large city such as Chicago.
Which common urban characteristic contributes most directly to the environmental problem of flooding?Which common urban characteristic contributes most directly to the environmental problem of flooding? the increased concentration of pollutants in the air.
Which of the following best explains this difference in the cultural diffusion of Hinduism and Buddhism?Which of the following best explains this difference in the cultural diffusion of Hinduism and Buddhism? Hinduism is an ethnic religion concentrated in the region near its cultural hearth, and Buddhism is a universalizing religion that has spread to regions where the religion has been adopted.
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