Tag Archives: density

New Census figures: population 80.7% urban, most dense cities in the West

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The US Census Bureau released Monday some figures about cities in America. Here are the updated 2010 statistics about urbanization:

 The nation’s urban population increased by 12.1 percent from 2000 to 2010, outpacing the nation’s overall growth rate of 9.7 percent for the same period, according to the U.S. Census Bureau…
Urban areas — defined as densely developed residential, commercial and other nonresidential areas — now account for 80.7 percent of the U.S. population, up from 79.0 percent in 2000. Although the rural population — the population in any areas outside of those classified as “urban” — grew by a modest amount from 2000 to 2010, it continued to decline as a percentage of the national population.

Translation: the proportion of Americans living in urban areas didn’t change very much over the last 10 years. In comparison, the urban population jumped 6% from 1970 to 1980, 3% from 1980 to 1990, and 3% from 1990 to 2000 (see figures on pg. 33 of this Census document). Does this mean we are nearing a plateau in terms of the proportion of Americans living in urban areas?

And here are the new figures for the densest metropolitan areas:

The nation’s most densely populated urbanized area is Los Angeles-Long Beach-Anaheim, Calif., with nearly 7,000 people per square mile. The San Francisco-Oakland, Calif., area is the second most densely populated at 6,266 people per square mile, followed by San Jose, Calif. (5,820 people per square mile) and Delano, Calif. (5,483 people per square mile). The New York-Newark, N.J., area is fifth, with an overall density of 5,319 people per square mile…
Of the 10 most densely populated urbanized areas, nine are in the West, with seven of those in California. Urbanized areas in the U.S., taken together, had an overall population density of 2,534 people per square mile.

These new figures continue to support one of the trick questions about cities: which city is the most dense? A common answer is New York City because of Manhattan but the densest is actually Los Angeles. Of course, some of this has to do with Southern and Western cities having more space because of the drying up of annexation opportunities in Midwestern and Northeastern cities in the early 1900s.

While these are very interesting figures, where is the percentage of Americans who live in suburbs?

Australian critiques of suburbia

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As part of a larger discussion about the green (or not-so-green) features of high-density living, an Australian academic describes typical Australian critiques of suburbia:

The intellectual misadventure of high-rise urbanism also perpetuates a pernicious bias in Australian environmental debates in which less affluent suburban dwellers are treated as environmentally unsophisticated “bogans” – a stereotype recently denounced by Melbourne University’s David Nichols.

It fits within a long and regrettably continuing Australian tradition of denigrating suburbia whose recent version sneers at “aspirationals” in suburban “McMansions” driving “monster-trucks”. That complaints about suburban consumption lack objective scientific foundation, raises suspicions that the anti-suburban prejudice serves to deflect scrutiny from the more harmful consumption patterns of wealthier – and typically denser – inner urban households.

Those who criticise high-rise urbanism, though, risk being cast as apologists for urban sprawl. Disagreeing with Sydney’s Barangaroo proposal, for example, doesn’t equate to support for the latest fringe growth area splurge.

More single, detached dwellings in low density estates at the suburban fringe also causes harms. These range from the destruction of bio-diverse habitats to the social isolation of new residents from work and services. My own work on household oil vulnerability clearly reveals the future perils from higher fuel prices already planned into the fabric of many of our car-dependent fringe suburban zones.

The argument here is that being green isn’t so easy as simply saying suburbs are bad and cities are good. Unfortunately, the suburbs tend to receive blanket criticism.

It would be interesting to trace the rise of these attitudes in Australia compared to the United States. The US has a long history of these critiques which emerged quickly after World War II, particularly as examples of mass-produced suburbs like the Levittowns became widely known. Out of all of the countries in the world, Australia might have the most similar suburbs to the US (see a recent debate about McMansions in Australia as an example). Did Australian critics of suburbia simply borrow American critiques or did they develop their own independently? Sounds like a very interesting comparative project.

Replicating New York’s High Line

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New York City’s High Line, a park created out of old elevated railroad structures, has proven quite popular with visitors and with urban commentators. But can it be replicated in other places?

This week the second section of New York’s iconic High Line park opened with almost as much fanfare as the first section got when it opened in June 2009 and drew 2 million visitors in its first 10 months.

What makes the High Line so unique as an urban park is that it rises 30 feet above the street on a 1930s elevated freight line that was slated for destruction after the last train ran on it in 1980. Only the action of neighborhood community groups, committed to preservation of what they regarded as a local landmark, saved the High Line.

High Line concepts are being considered for other cities across the country. And well they should. For the message the High Line sends is: Treat your urban ruins carefully. They may be more valuable than you think.

The difficulty with trying to apply the High Line concept to other cities, as the architectural historian Witold Rybczynski recently observed, is that few cities have New York’s density. The High Line could not, for example, work in an old, industrial area people avoid, or in a neighborhood in which it towered over one- and two-story homes.

The density argument is that this works because there is a large nearby population. Visitors from elsewhere, other neighborhoods of the city or suburbanites or tourists, can also come but the park is sustained by daily visits from nearby residents. Urban amenities from parks to museums to public spaces need a steady population of visitors just to survive, let alone thrive. Just because they are unique or interesting is not a guarantee that visitors will come.

But there is another angle to this as well. In the case of the High Line, we need to hear more about how the neighborhood and the city help make this possible: what is it about this particular social setting that creates an environment where this park can succeed? Witold Rybcynzski makes this argument:

The High Line may be a landscaping project, but a good part of its success is due to its architectural setting, which, like the 12th Arrondissement, is crowded with interesting old and new buildings. The park courses through the meatpacking district and Chelsea, heavily populated, high-energy residential neighborhoods. Very few American cities — and Manhattan is the densest urban area in the country — can offer the same combination of history and density.

Rybcynzski concludes by suggesting that this idea will end up becoming another “failed urban design strateg[y].”

So other cities could move in a couple of directions after this:

1. Try to build their own “High Line” anyway. Since this has gotten so much popular attention, someone is bound to try it. (Outside of Chicago, how many cities have existing elevated railroad structures?)

2. Look to develop their own unique repurposed structure(s). This would likely take different forms in different places but has the advantage of working with existing structures and the existing character of the community.

There must be other cities that have done something like this but how many of them are public spaces? I was thinking of several repurposed museum spaces, like the Tate Modern in London which was a former power station and the Museum of Science and Industry which dates back to the 1893 Columbian Exposition, but these require admission.

An argument for moving beyond cities/suburbs to walkable/unwalkable areas

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A demographer makes an argument for moving beyond comparing cities and suburbs to looking at walkable and unwalkable areas which are not necessarily concentrated in either cities or suburbs:

Unfortunately, the census shines the light on the terms “city” and “suburb”–neither of which are the keys to understanding today’s built environment.

Core cities are comprised of pedestrian-oriented urban places, how Jerry Seinfeld lived, but they also include auto-centric suburban places, like the San Fernando Valley in the city of Los Angeles or the Palisades in the District of Columbia. Likewise, the suburbs of those core cities include classic subdivisions and McMansions, like the home of Tony Soprano, but they also include booming places like Old Town Pasadena, Reston Town Center near Dulles Airport outside D.C., and revitalized Jersey City and Hoboken, NJ, on the other side of the Hudson River from Manhattan.

The issue is where are walkable urban places being built, and they are being built in both central cities and the suburbs surrounding them. My 2007 survey of the walkable urban places in the top 30 metros showed 50 percent of them were in central cities and 50 percent were in the suburbs. In the metro area with the most walkable urban places, the Washington region, 70 percent of the walkable urban places were in the suburbs. These included Bethesda and Silver Spring in suburban Montgomery County, nine places in suburban Arlington County (like Ballston and Crystal City), and the newly built Washington Harbor in suburban Prince George’s County.

I haven’t looked at this 2007 survey data but it sounds interesting. Is there an easy way to demarcate walkable vs. unwalkable areas through publicly available data? While the Census definitions of and boundaries between cities and suburbs might be frustrating, the data is easy to understand and available to all.

At the same time, this argument is broader: it is about comparing denser versus less dense areas. Walkable areas work because residents can easily walk to or access essential needs like grocery stores, public spaces, eateries, and more. At stake here is whether less dense urban areas, like the north side of Chicago with its many single-family homes, are more similar to suburban areas (which range from inner-ring suburbs to very sparse communities on the suburban fringe) or to more central districts like the Chicago Loop.

I would think that suburban areas are more similar to each other in design and culture than to large portions of large cities. But if more suburban areas become more dense (and this may be what Americans want) and the importance of the core of metropolitan areas decline, perhaps this will change.