Recent Land-Use Trends in Forty-Eight Large American Cities

Niedercorn, John H.; Hearle, Edward F. R.

doi:10.2307/3144469

Cited by 22 publications

(14 citation statements)

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“…The data on land use change used in this application were coliected at 125 sample points located randomly throughout each of the three townships on the fringe of Ak- of their scheme is the grouping of industrial, commercial, and transportation-facility uses into an "urban functions" category. The remaining categories follow closely those of Niedercorn and Hearle [12]. The land-use categories defining the state-space are open-vacant, residential, public-servicerecreation, and urban functions.…”

Section: An Applicationmentioning

confidence: 85%

Information Theory and Sequences of Land Use: An Application

Robinson

1978

The Professional Geographer

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This paper addresses the question of how far into the past previous land‐use patterns provide significant information concerning present or future patterns. The provision of information is viewed as a reduction in uncertainty. An information‐theoretic approach that permits both statistical and graphical analysis is suggested. Application of this method to the analysis of land‐use change in three townships on the fringe of Akron, Ohio suggests that, to a varying degree, the processes of change are first‐order Markov processes.

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Section: An Applicationmentioning

confidence: 85%

Information Theory and Sequences of Land Use: An Application

Robinson

1978

The Professional Geographer

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“…Harland Bartholomew investigated the land use in 53 central cities, 33 satellite towns and 11 urban regions throughout USA in 1950s, and described the land use proportion of cities in USA in detail [1]. In the beginning of 1960s, RAND Corporation, under the subsidy of Ford Foundation, conducted a study on the land use proportion and obtain the basically identical conclusions therefrom [2]. The study on the land use of 22 cities in North America in 1981 disclosed the proportion of every main land use in urban built land, where the proportion of industrial land was 10.4% [3].…”

Section: Related Studies On Industrial Land Percentagementioning

confidence: 99%

Study on Proportion of Industrial Land Use in Chinese Cities and Its Influence Factors

Xiangyang

2019

E3S Web Conf.

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This paper analyzed the proportion of industrial land to urban construction land on the basis of available data of China's urban land utilization, study the main factors influencing the proportion of industrial land of China's cities. According to the study results, the proportion of industrial land in most China's cities did not comply with the reference standard of 15%~30%; the solid-state distribution gravity of the current proportion to urban industrial land and the span of agglomeration range were obviously deviated from the standard value scope; the proportion of industrial land showed certain administrative grade, region and scale agglomeration characteristics, and the cities suffering with larger proportion of industrial land in geographical space were mostly distributed within the traditional industrial base and the industrial belt.

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“…In addition to shaping the development of post-World War II suburbs, the decline of transit systems and rise of the automobile reshaped older urban neighborhoods that had grown up around streetcar lines. In addition, changes in the retail industrysuch as the rise of the supermarket and strip center-led to the decline of neighborhood stores (Longstreth 1999, 76-126;Niedercorn and Hearle 1964). Beginning in the 1920s, and expanding dramatically by midcentury, parking lots supplanted large numbers of pedestrian-and transit-oriented buildings in central cities (Jakle and Sculle 2004, 47-92).…”

Section: The Decline and Resurgence Of Streetcars In Us Citiesmentioning

confidence: 99%

“…Neighborhood-scale commercial uses—crucial in the age of walking and streetcars—were often supplanted by parking or service stations, frequently situated on the corner lots once favored by neighborhood stores along streetcar lines (Jakle and Sculle 1994, 130–62). In addition, changes in the retail industry—such as the rise of the supermarket and strip center—led to the decline of neighborhood stores (Longstreth 1999, 76–126; Niedercorn and Hearle 1964). From their beginnings in the 1930s, supermarkets and other large stores required large parcels of inexpensive land and depended on high sales volumes attained by attracting customers with automobiles from large trading areas (Appel 1972; Goldman 1976).…”

Section: The Decline and Resurgence Of Streetcars In Us Citiesmentioning

confidence: 99%

Streetcars and Recovery

Guthrie

Fan

2013

Journal of Planning Education and Research

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Researching traditional streetcars' development impacts is challenging: most U.S. lines operate in downtown areas with many development stimuli. This article addresses that challenge through analysis of New Orleans building permits after Hurricane Katrina. We estimate how post-Katrina permit frequency changes with distance from streetcar stops, controlling for damage, proximity to commercial areas, and pre-Katrina demographics. We find that distance to stops strongly predicts building permits. Residential permits increase with distance to stops; commercial permits decrease. Findings confirm streetcars support commercial development, yet suggest potential displacement of residential uses. Implications for future streetcar projects in New Orleans and elsewhere are discussed.

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Recent Land-Use Trends in Forty-Eight Large American Cities

Cited by 22 publications

References 0 publications

Information Theory and Sequences of Land Use: An Application

Information Theory and Sequences of Land Use: An Application

Study on Proportion of Industrial Land Use in Chinese Cities and Its Influence Factors

Streetcars and Recovery

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