140 - COMPARING SMART GROWTH AND URBAN SPRAWL

Attributes	Smart Growth	Urban Sprawl
Density	Higher-density and Mix development	Lower-density development
Scale	Smaller buildings, blocks and roads. Careful detail, since pedestrians experience the landscape up close.	Larger buildings, blocks, wide roads. Less detail, since people experience the landscape at a distance, as motorists.
Transportation	Multi-modal transportation and land use patterns that support walking, cycling and public transit.	Automobile-oriented transportation and land use patterns; poorly suited for walking, cycling and transit.
Street design	Designed to accommodate a variety of activities. Traffic calming.	Designed to maximize motor vehicle traffic volume and speed.
Planning process	Planned and coordinated between jurisdictions and stakeholders.	Unplanned, with little coordination between jurisdictions and stakeholders.
Public space	Emphasis on the public realm (streetscapes, pedestrian environment, public parks, public facilities).	Emphasis on the private realm (yards, shopping malls, gated communities, private clubs).

Source: (Evaluating Transportation Land Use Impacts, 2006.)

Land Use Pattern	Smart Growth	Urban Sprawl
Density	Compact development.	Lower-density, dispersed activities.
Growth pattern	Infill (brownfield) development.	Urban periphery (greenfield) development.
Land use mix	Mixed land use.	Homogeneous (single-use, segregated) land uses.
Scale	Human scale. Smaller buildings, blocks and roads. More detail, since people experience the landscape up close, as pedestrians.	Large scale. Larger buildings, blocks, wide roads. Less detail, since people experience the landscape at a distance, as motorists.
Public services (shops, schools, parks)	Local, distributed, smaller. Accommodates walking access.	Regional, consolidated, larger. Requires automobile access.
Transport	Multi-modal transportation and land use patterns that support walking, cycling and public transit.	Automobile-oriented transportation and land use patterns, poorly suited for walking, cycling and transit.
Connectivity	Highly connected roads, sidewalks and paths, allowing relatively direct travel by motorized and nonmotorized modes.	Hierarchical road network with numerous loops and dead-end streets, and unconnected sidewalks and paths, with many barriers to nonmotorized travel.
Street design	Streets designed to accommodate a variety of activities. Traffic calming.	Streets designed to maximize motor vehicle traffic volume and speed.
Parking supply and management	Limited supply and efficient management,	Generous supply, minimal management.
Planning process	Planned and coordinated between jurisdictions and stakeholders.	Unplanned, with little coordination between jurisdictions and stakeholders.
Public space	Emphasis on the public realm (streetscapes, pedestrian environment, public parks, public facilities).	Emphasis on the private realm (yards, shopping malls, gated communities, private clubs).

Source: (Ewing 1996; Galster, et al 2001)

131- Impak Positif dan Impak Negatif Rebakan Bandar 'Urban Sprawl' ke Kawasan Pinggir Bandar

ISU-ISU REBAKAN BANDAR 'URBAN SPRAWL' KE KAWASAN PETEMPATAN PINGGIR BANDAR
Impak positif
(i) Peluang pekerjaan di kawasan bandar utama meningkat.
(ii) Peningkatan pekerjaan sektor tertiary /perkhidmatan.
(iii) Peningkatan pendapatan penduduk.
(iv) Penduduk lebih aktif dalam tenaga kerja – masa berkerja lebih tinggi.
(v) Kadar penyewaan kediaman semakin tinggi.
(vi) ‘Commercialized agriculture’.
(vii) Kemudahan mendapatkan perkhidmatan bandar dan peningkatan kualiti hidup.
(viii) Pasaran rumah lebih luas.
(ix) ‘Modern business-oriented – home office”.
(x) Corak kehidupan mewah.
(xi) Nilai permakanan lebih baik.
(xii) Kesedaran kepada pembangunan.
(xiii) ‘Modernisation’ – urban life style.
(xiv) Peningkatan interaksi masyarakat.
Impak negatif
(i) Kesesakan kawasan kediaman.
(ii) Kesesakan lalulintas.
(iii) ‘Commuting trips’ meningkat.
(iv) Pencemaran alam sekitar.
(v) Aktiviti berkaitan pertanian dan pendapatannya menurun.
(vi) “stress of amenities’.
(vii) ‘Unskilled jobs’ meningkat.
(viii) Ancaman kepada kesihatan penduduk.
(ix) Percanggahan aktiviti guna tanah.
(x) ‘Industri bercampur kediaman’.
(xi) Konflik ‘life style’
(xii) Kenaikan nilai tanah.
(xiii) Pengasingan diri /masyarakat.
(xiv) ‘Culture resistance’.
(xv) Ancaman kepada ‘survival’ ekonomi tempatan.
(xvi) Hubungan kekeluargaan/’kinship’ menjadi longgar.
(xvii) Peningkatan jenayah sosial – kecurian, gang, dadah.
(xviii) Konflik antara kaum.

098 - ….Latest comment : PANDANGAN DARI KACA MATA PENGAMAL PERANCANGAN BANDAR DI PIHAK BERKUASA TEMPATAN.

Pandangan dari kaca mata seorang pengamal perancangan bandar di Pihak Berkuasa Tempatan yang berdepan dengan pelbagai karenah pelanggan dalam memartabatkan hal ehwal Perancangan Bandar – Semoga dapat membantu pelajar menghayati isu-isu perancangan dan memahami realiti tugas seorang Perancang Bandar.

(See related post : 085 - Data Survey on Urban Sprawl Impact in Malaysian Cities)
http://dranuarjb.blogspot.com/2010/10/085-data-survey-on-urban-sprawl-impact.html

Assalamualaikum Dr,

Today as I casually browsed through your blog, this forum caught my attention (actually I was looking for your article on motivasi diri). So, saya mohon izin untuk memberi pandangan di sini dari kaca mata seorang pengamal perancangan bandar di Pihak Berkuasa Tempatan yang saban hari berdepan dengan pelbagai karenah pelanggan dalam memartabatkan hal ehwal perancangan bandar. No doubt we have so many plans and guidelines and planning standards to abide by, which if followed, will ideally contribute to the formation of dream cities, cities that we definitely choose to live in - beautiful homes amidst lush greenery with shaded avenues segregated from the motor vehicle highways and biways, where we can dwell healthily and safely, all within walking distances to the sufficiently provided for neighbourhood centres, and very accessible to our workplaces via efficient and reliable public transportation. That is quite in line with Ebenezer Howard's aspirations decades ago. Yes, we are taught to practise and impose these planning ideals through impartial use of many planning tools so thoughtfully prepared, thanks to planning experts. But in this real life, real chaotic world, things are not as easy... Although we always look at urban sprawl in the negative lights, we at the Local Authorities find that urban sprawl is inevitable, otherwise our towns and cities become very stagnant. An increasing population demands for an equally increasing housing, work place, and facilities. Logical isn't it? To me, it is not the urban sprawl that impose the threats to the well-beings of the community, it is the extent to which we are capable of enforcing control on the development within the sprawl. In that matter, are we capable of handling the situation? It is very normal that we at the local authorities are accused by the Government for not practising "proper" planning... but ironically, many a times the local authorities are also condemned for this so-called "proper planning" for various appalling reasons, many being these plannings don't concur with the aspirations of certain quarters and because of political interventions. Greenfields in the agricultural zones are turned into extensive and intensive mixed developments because "the ministers want their constituencies to have a new township" during their office. And because of this "heroic" acts we at the local authorities finally succumb to their yearning for support during the PRU, whilst deep in our hearts we know that these are wrong planning-wise. So, should anyone of you ladies and gentlemen of the future planners somehow become political leaders, please heed our cries... Let us do our jobs as implementors and you do your parts as the decision makers... Secara peribadi, saya tidaklah melihat penularan bandar sebagai suatu fenomena yang buruk. Ia perlu untuk menampung keperluan penduduk bandar yang semakin bertambah dan untuk menyelesaikan beberapa isu perbandaran yang meruncing seperti pemindahan kelas guna tanah industri ke kawasan pinggir bandar atau pembinaan jalan lingkaran bandar untuk mengelakkan kesesakan lalu lintas dalam bandar. Pembukaan jalan-jalan lingkaran atau jalan pintas ini pula kelak akan mendorong pembukaan kawasan-kawasan baru yang mengambil peluang dari kesediaan aksessibiliti ke kawasan pinggirannya. It's a viscious cycle. Walau bagaimanapun, there must be an equal concern on the preservation and conservation of environmentally sensitive areas (KSAS). But i think if an urban sprawl comes together with higher technologies of "green living" (e.g. carbon free zones etc.), then why not?

NORMAH BINTI KECHUT
Majlis Perbandaran Muar
January 7, 2011 1:21 AM




dranuarjb said...
Normah..I'm very happy to have you in this forum. Terima kasih kerana memberikan pandangan yang amat bernas especially to young planners and the academicians. Kita telah banyak merancang..isu-isu perlaksanaan menjadi semakin penting untuk ditangani..For further discussion, I hope you dont mind if I put your comment to my post so the student can benefited more on this issue. Terima kasih kerana sudi berkongsi idea.