Environment and Urbanization

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The environmental impact of cities

Peter Newman
Environment and Urbanization 2006 18: 275
DOI: 10.1177/0956247806069599

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 The environmental impact of cities

PETER NEWMAN

Peter Newman is Professor A B S T R A C T Cities are growing inexorably, causing many to think that inevitably
of City Policy and Director their environmental impact will worsen. In this paper, three approaches to under-
of the Institute for standing the environmental impact of cities are analyzed, namely population
Sustainability and impact, Ecological Footprint and sustainability assessment. Although the popu-
Technology Policy at
lation impact model provides some perspective on local impact, and the Ecological
Murdoch University, Perth,
Footprint model on global impact, only the sustainability assessment approach
Australia. He has spent the
past few years working allows us to see the positive benefits of urban growth and provides policy options
with the Western that can help cities reduce their local and global impact while improving their live-
Australian and New South ability and opportunity, which continue to drive their growth. This approach is
Wales state governments then applied in the city of Sydney.
on sustainability and its
application to cities, KEYWORDS cities / Ecological Footprint / environmental impact / population
regions and states, and he
impact / sustainability assessment
wrote the W A State
Sustainability Strategy,
which was the first in the
world at state level.
Research interests have I. INTRODUCTION
included collecting data on
global cities, and stories of The continued rapid growth of cities raises a number of persistent ques-
how they are achieving
tions. Are they becoming so big that their negative impacts outweigh the
sustainability. His book
with Jeff Kenworthy, opportunities that they provide? Is urbanization damaging the planet or
entitled Sustainability and helping save it? How do we assess the growth of population in a city? Can
Cities: Overcoming the concept of sustainability provide a better way of understanding the
Automobile Dependence, local and global environmental impact of cities? Is there a future for
was launched at the White
House in 1999. In
cities?
2006–2007 Professor These questions will be addressed using three approaches: population
Newman will be a Fulbright impact, Ecological Footprint and sustainability assessment.
Scholar at the University of
Virginia, Charlottesville.

Address: Institute for II. POPULATION IMPACT

Sustainability and
Technology Policy, Murdoch From the 1960s, as global ecological problems started to be revealed and
University, Perth, Western discussed, there was a focus primarily on the sheer numbers of people and
Australia 6150; e-mail:
[email protected].
their potentially negative impact on the earth. Ehrlich and colleagues
stated:
1. Ehrlich, P R, A H Ehrlich and “In an agricultural or technological society [as distinguished from a
J Holdren (1970), Population,
Resources Environment,
hunter-gatherer society], each human individual, in the course of
Freeman, San Francisco, page obtaining the requisites of existence, has a net negative impact on
259. his environment.”(1)

Environment & Urbanization Copyright © 2006 International Institute for Environment and Development (IIED). 275
Vol 18(2): 275–295. DOI: 10.1177/0956247806069599 www.sagepublications.com
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E N V I R O N M E N T & U R B A N I Z AT I O N Vol 18 No 2 October 2006

Every extra person was seen as having an impact, and a simple formula
was developed to understand it.(2) 2. See reference 1.

I=P*F
(where P = population and F = per capita impact)
or its expanded version:
I=P*A*T
(where P = population, A = affluence or consumption per person, T =
technological impact per unit of consumption)
Global environmental impact is seen in such a model to increase
automatically in response to the combination of increasing population
and increasing per capita consumption, as technology has rarely kept up
with the growth in the other two factors. For example, in most developed
cities, fleet fuel efficiency has not improved since the 1960s, while per
capita car travel has increased along with population growth, and in
many cities at an even faster rate.
In cities where the population has been growing faster than in rural
areas, the impact of this population and its standard of living has been
seen as entirely negative for the environment and also for people. Ehrlich
and colleagues suggested:
“The deterioration of the environment, both physically and aesthet-
ically, is most apparent in our cities. There seems to be abundant
evidence that traditional cultural patterns break down in cities, and
also that the high numbers of contacts with individuals not part of
one’s circle of regular social acquaintances may lead to mental
disturbance.”(3) 3. See reference 1, pages
177–178.
This approach had enormous appeal, as the deteriorating global and
social environment suddenly had a simple explanation – too many
people. Evidence from the 1960s (largely anecdotal) showing that high
density underlies all our urban problems was used to demonstrate the
negative impact of cities on the environment and on the people living
in them. Cities were seen as unnatural and unsuitable for humans,
and a range of authors have supported this anti-urban, anti-density
model.(4) Up until now, the model has been used especially by anti- 4. Suzuki, D and H Dressel
development groups wishing to “save” their suburbs from redevelop- (2004), From Naked Ape to
Super Species, Greystone
ment, and sometimes in anti-immigration debates, but mostly by
Books, Toronto; also Berg, P et
those with an apocalyptic view of the future of cities. However, these al. (1990), A Green City
perspectives may not provide a complete understanding of the impact Programme for San Francisco
of cities, and various questions are raised about such a model, Bay and Beyond, Planet Drum,
including: San Francisco; Troy, P (1996),
The Perils of Urban
• Does the population impact approach contribute to an understand- Consolidation, Federation
ing of local and global impacts from cities? Press, Sydney; Gordon, D
(editor) (1990), Green Cities,
• Are rural or low-density land uses always environmentally friendly? Black Rose, Montreal; and
• Are social problems exacerbated in cities, especially in higher-density Trainer, T (1995), The Conserver
urban environments? Society: Alternatives for
• Can population issues be dealt with in cities? Sustainability, Zed Books,
London.
• Is city population growth actually saving some rural areas?

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 T H E E N V I R O N M E N TA L I M PA C T O F C I T I E S

a. Does the population impact approach contribute to an

understanding of local and global impacts from cities?
The population impact approach does help us to understand some local
impacts of cities. Population perspectives involve biological realities, and
thus help us to see that cities are fundamentally biological systems that
depend on their bioregions, and that they each have a metabolic process
involving energy, water and materials going through a city and ending
up as waste. By concentrating people and production, cities concentrate
demands for fresh water and other natural resources – and inevitably
concentrate waste generation. As populations grow, this can, and often
5. See, for example, Boyden, S, does, have strong local ecological impacts.(5)
S Miller, K Newcombe and B Commentators who emphasize population in their analysis of cities
O’Neill (1981), The Ecology of a
are generally making a plea to consider the ecological base of a city. Cities,
City and its People, ANU Press,
Canberra. from this perspective, are seen as an ecological system just a short step
away from collapse.(6) However, there are many aspects of cities that are
6. Diamond, J (2005), Collapse: not explained by this simple biological model. It does not explain why
How Societies Choose to Fail people are attracted to cities, or how economies of scale and density can
or Succeed, Viking Books, New
York.
actually lead to better urban services that manage natural resources and
wastes or public transport (as outlined below).
The population impact model of cities also fails to explain the global
impact of cities. It does not explain why a city like Sholapur in India, with
one million people but with very low average consumption and little
resource-intensive production, has far less global impact than similar-
sized cities like Portland in the USA or Perth in Australia, although it has
considerable local ecological impact. Sholapur does not have the waste
controls of Perth and Portland, and these cities have also moderated their
local ecological impact by importing most of the goods they consume so
that the ecological impact of their production is not apparent. Other
models are needed to explain this, which go beyond just the number of
people gathered in one place.

b. Are rural or low-density land uses always environmentally

friendly?
7. Flannery, T (1994), The Some who support the population impact paradigm see cities as un-
Future Eaters: An Ecological
natural and rural areas as natural. Suburbs, according to this view, are
History of the Australian Land
and its People, Reed Books, more natural as they are less dense and thus have a lower ecological
New York. impact. In reality, there is little left on our planet that is not modified in
some way by human contact. Hunter-gatherer societies have probably the
8. Elkin, T et al. (1991), Reviving least impact on the earth but can still substantially modify it – Australian
the City: Towards Sustainable
Urban Development, Friends of
aborigines, for example, radically altered their continent through the use
the Earth, London; also Jacobs, of fire.(7) Most landscapes today need to be managed. Most agricultural
J (1969), The Economy of land use is low density but has been very damaging in many places.
Cities, Random House, New However hunter-gatherer and agricultural land use can also be adapted to
York; and Jacobs, J (1984),
ensure regional ecosystems are functional and biodiversity is supported.
Cities and the Wealth of
Nations, Penguin, This is the situation in many areas of the developed and less-developed
Harmondsworth. world, where rural communities have created a balance between their
activities and the ecosystems that support them.
9. Newman, P and J Kenworthy The same approach can be applied to cities. Cities can be adapted to
(1999), Sustainability and Cities:
Overcoming Automobile
live largely within the means of their bioregions.(8) Low-density suburban
Dependence, Island Press, land uses can be even more damaging than high-density uses due to the
Washington DC. extent of the land loss and car dependence that they imply.(9) Many

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E N V I R O N M E N T & U R B A N I Z AT I O N Vol 18 No 2 October 2006

important and ecologically relevant services require economies of scale

and density – public transport, waste recycling and water treatment, for
example, all work better in larger and denser cities.
According to a 1996 report by UNEP and the UN Centre for Human
Settlements:
“Anti-city polemic obscures the real causes of social or ecological ills.
It fails to point to those responsible for resource overuse and environ-
mental degradation, and fails to perceive the great advantages (or
potential advantages) that cities offer for greatly reducing resource
use and wastes.”(10) 10. UNEP (1996), An Urbanizing
World: Global Report on
Human Settlements 1996,
c. Are social problems exacerbated in cities, especially in UNEP/Habitat, Oxford
University Press, Oxford, page
higher-density urban environments? 418.
The attraction of cities, which continues to be at the heart of their growth,
11. Sassen, S (1994), Cities and
lies in the opportunities that they create through networks of people. the World Economy, Pineforge
Often, these opportunities require economies of scale and density, Press, Thousand Oaks, Ca; also
especially for the knowledge economy jobs and services that are features Castells, M and P Hall (1994),
of twenty-first century global cities.(11) Technopoles of the World,
Routledge, London.
Studies of the relationship between concentrations of people and
social and health problems have never pointed to a clearly negative 12. Newman, P and T Hogan
connection, although the history of town planning in Anglo-Saxon (1981), “A review of urban
traditions is based on the assumption that such a connection exists.(12) density models: towards a
resolution of the conflict
On the other hand, social scientists such as Freedman and Baldassare have
between populace and
shown that density is not a primary variable in the creation of social planner”, Human Ecology Vol 9,
problems, but intensifies human experience of all kinds.(13) Human beings No 3, pages 269–303.
are adaptable to urban environments and rapidly create social support
systems if given the opportunity. The combination of poverty and high 13. Freedman, J (1975),
Crowding and Behaviour,
density without social support frameworks is not, however, without Viking, New York; also
problems. The optimum population size of cities for reaching various Baldassare, M (1979),
social goals has not yet been determined.(14) The top four “alpha” cities Residential Crowding in Urban
of the global economy – London, Paris, Tokyo and New York – still appeal America, University of
California Press, Berkeley.
to their residents and visitors despite being large and dense.
14. Fischer, C S (1996), The
Urban Experience, Harcourt
d. Can population issues be dealt with in cities? Brace Jovanovich, New York.

Global population is becoming less of an issue as birth rates decline rapidly,

especially where social programmes for the education of women are in
place. Cities in fact are major catalysts for birth rate reductions in situations
where there is rural in-migration.(15) However, the growth of cities in many 15. See reference 10.
places remains a significant political issue, as the numbers of new people
are seen to be stretching resources and causing major problems. Yet
attempts to control such population growth have been largely unsuccess-
ful in both democratic planning systems and in totalitarian regimes. (For
example, both Moscow and Beijing have failed to curb population growth
despite clear policies with that objective in mind.)
More extreme measures, such as the military intervention of Pol Pot,
are perhaps the only way to stem the flow into cities (and these are not
without some supporters), although the benefits remain highly question-
able. All disasters (both natural and human), when they are over, are the
catalyst for rapid population growth. In population terms, Pol Pot failed
despite killing one-third of Cambodia’s population.

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 T H E E N V I R O N M E N TA L I M PA C T O F C I T I E S

In those cases where population decline has set into cities because of
economic decline, such as in Liverpool or inner-city Detroit, there is no
16. Newman, P (1986), obvious reduction in any environmental or social problems.(16) In fact, a
“Lessons from Liverpool”, city with population decline usually simply becomes incapable of making
Planning and Administration
the necessary investments to ensure it can deal with such issues. The
Vol 1, pages 32–42.
reduction of population in cities is not obviously linked to the solution
of urban problems or those of the planet.

e. Is city population growth actually saving some rural areas?

Where bioregional environmental deterioration of landscapes, water, soil
and biodiversity are the result of poor rural land use practises, then
reducing population pressures in those areas by means of urban migra-
tion can be of global benefit. While not all cities are growing, the global
trend shows that cities are growing on average 2.3 per cent per year and
rural areas at 0.1 per cent per year, with many rural areas in decline. Thus
from a population impact perspective, rural areas should be improving in
terms of their sustainability. The evidence in Australia, however, is that
often, those areas with declining populations have more environmental
17. State of the Environment and social issues.(17) Even if rural areas were improving as their popu-
Advisory Council (1996), lations declined, would it therefore be true that cities deteriorate as they
Australian State of the
grow?
Environment Report, CSIRO
Books, Melbourne. Cities take up little more than 1.5 per cent of the earth’s surface
(200,000 square kilometres, or the size of Senegal).(18) The idea of spread-
18. See reference 10. ing the population of such cities into small systems of intensive rural
production has been suggested by some,(19) although the arithmetic
19. See reference 4, Trainer
(1995); also Mollinson, W
shows that a complete destruction of the most productive agricultural
(1988), Permaculture: A land would soon occur. Three billion people with a few hectares each
Designer’s Manual, Tagari, would mean the obliteration of most of the best agricultural land in the
NSW, Australia. world. How the urban functions of cities would work in such sprawl is
unimaginable, especially transport, which would have to become totally
car dependent. Such ruralization of cities would vastly increase global
environmental impacts, and some of the worst environmental impacts
from cities are associated with the large sprawling hobby farms and rural
retreats around cities, which have not been good for either the rural area
or the city.
In a global sense, cities (when they concentrate people rather than
spreading them thinly across the landscape) can be seen to be helping
with the population impact issue. The demographic transition (or reduc-
tion in birth rates) appears to be accelerated whenever social programmes
involving gender equality, universal access to quality education, and
sexual and reproductive health services are available; but birth rates also
20. Surkyn, J and R Lesthaege seem to be lowered with urbanization.(20) In many cities like Hong Kong,
(2004), “Value orientations and birth rates are now well below replacement levels. In global terms, popu-
the second demographic
lation growth is actually slowed by the growth of cities. Cities could
transition in Northern, Western
and Southern Europe: an indeed be helping to save the planet.
update”, Demographic
Research Vol 3, No 3, pages
45–99; also UN Economic f. Conclusion to the discussion of the population impact
Commission for Africa (2004), model
The State of Demographic
Transition in Africa, UNECA, The population impact model is largely unhelpful for understanding
Addis Ababa. cities. It does alert us to our biological base but it can be used to generate
many rather ludicrous policy implications, from human culling to

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E N V I R O N M E N T & U R B A N I Z AT I O N Vol 18 No 2 October 2006

ruralization of cities. Such ideas are dangerous. It is important to try to

seek a more expansive way of understanding cities. Population impact is
largely a debilitating concept, as it implies that the primary task of urban
policy is to be anti-people. There is little room to suggest how a city can
modify or manage its population growth, or even to see it as a positive
force on the impact of humans on the planet.
Population impact is therefore not only difficult but of dubious value
if the goal is to reduce urban global or local impact. On a global level, the
population impact model has some justification, but this is not easily
applied to cities. The primary issue around the growth of cities is ensuring
that such growth is used to solve problems, not to entrench them. Global
and regional environmental problems are real and are significantly
contributed to by cities, but stopping urban population growth (even if
this were possible) is not a solution to such problems, and might even
make them worse by distracting from the need to restructure and change
how people live in cities.

III. ECOLOGICAL FOOTPRINT

A more sophisticated analysis of the impact of cities has been developed

by Rees into a methodology that can calculate a city’s Ecological Foot-
print.(21) This is based on an ecological understanding of how a city 21. Rees, W (1992), “Ecological
extracts food, water, energy and land from a bioregion (and beyond) and Footprints and appropriated
carrying capacity”,
requires ecosystem services to absorb its wastes. The total resource use of
Environment & Urbanization
a city is figured relative to its population, and the resulting calculation Vol 4, No 2, October, pages
allows a per capita footprint of land to be compared to that of other cities. 121–130; also Wackernagel, M
These comparisons(22) are useful for obtaining a sense of how much a city and W Rees (1996), Our
should be trying to reduce its full ecological impact, both global and local. Ecological Footprint: Reducing
Human Impact on Earth, New
However, several questions remain about this model: Society Publishers, Vancouver.
• Can the Ecological Footprint approach contribute to an understand-
22. www.ecologicalfootprint.
ing of the difference between local and global impact? com.
• What can Ecological Footprint analysis show?
• Is Ecological Footprint a policy-relevant concept?

a. Can the Ecological Footprint approach contribute to an

understanding of the difference between local and global
impact?
Hardoy, Mitlin and Satterthwaite have shown that large sections of the
urban population in low- and middle-income nations have virtually no
impact on the global environment.(23) They use almost no non-renewable 23. Hardoy, J, D Mitlin and D
resources and few renewable resources, generate almost no waste or green- Satterthwaite D (2001),
Environmental Problems in an
house gases, and use no products whose production has high ecological
Urbanizing World, Earthscan,
impacts or generates hazardous wastes. Many people in these nations London.
make a living recycling, and thus contribute to reducing resource flows,
and have very little local impact. They may live in settlements that offend
the sensibilities of wealthy people and sometimes they have serious
environmental health problems. But this is not the same as having an
environmental impact – either global or local.
However, this is not the case with wealthy Western cities, where the
global impact of local production grows each year. Hardoy, Mitlin and

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Satterthwaite developed the Trump Index, illustrating that in terms of the

contribution to global impact, one Donald Trump is equivalent to several
24. See reference 21. million low-income households in some parts of the world.(24)
These matters are easily understood when an Ecological Footprint
analysis is conducted on a city.

b. What can Ecological Footprint analysis show?

The Ecological Footprint calculation converts all resource consumption
into a landprint. The calculation is largely artificial in that it relates
energy consumption to the amount of land that would be needed to grow
the equivalent in fuel crops. However, an indication of the relative
amount of the earth consumed by a city is a useful input into policy
development as a broad perspective on global impact. Increasingly, it is
being used as an indicator of impact, although it has been critiqued by
McManus and Haughton who state:
“. . . the approach in effect decontextualizes place and the diversity
and wonderment of nature, by suggesting that the problems, even if
25. McManus, P and G not solutions, are essentially reducible to a common metric.”(25)
Haughton (2006), “Planning
with Ecological Footprints: a Because the indicator of ecological impact is a composite number, it
sympathetic critique of theory cannot easily be used to suggest what can be done to reduce this impact.
and practice”, Environment & Its component parts (use of energy, water and land) may all need to be
Urbanization Vol 18, No 1, April,
reduced, but what are the important priority areas, how do they interact
pages 113–127.
and what policies will lead to reductions?
One of the important linkages that is not often drawn is between
Ecological Footprint, urban density and transport energy. In previous
work, I have set out how urban land use intensity is related to trans-
26. Newman, P and J port.(26) Recent data have extended these relationships, as set out in
Kenworthy (1989), Cities and Figures 1 and 2 showing the data for 84 cities across all continents and
Automobile Dependence,
regions. The relationship between transport and density appears to be
Gower, Aldershot; also see
reference 9. quite obvious in theory, as the closer people live together then the shorter
the distances to travel and the more viable public transport becomes.
Figure 3 graphs the link between urban activity intensity (the density of
people and jobs per hectare) and transport energy per capita in the 58
developed cities in the sample. The relationship between urban activity
intensity and car use can be similarly figured (Figure 4).
Some commentators have criticized the use of per capita car use and
per capita land use as confounding the statistics because population is in
27. See Brindle, R E (1994), both denominators.(27) However, if the population factor is removed, then
“Lies, damned lies and it is possible to look at whether land area (the direct footprint of a city)
‘automobile dependence’ –
relates to transport (Figure 5).
some hyperbolic reflections”,
Australian Transport Research There is a clear increase in car use (and hence transport energy) as a
Forum 94, Melbourne, pages city sprawls. In other words, if a city has a policy to reduce the land it
117–131, with a response from consumes, then it will reduce its car use. This is a policy-relevant relation-
Evill, B (1995), “Population, urban ship. In terms of the Ecological Footprint model (which has both a trans-
density, and fuel use: eliminating
spurious correlation”, Urban
port energy component and a land component), the transport priorities
Policy and Research Vol 13, No of a city shape its land use. Similarly, efficiencies in land use patterns can
1, pages 29–36. increase the efficiency of water use and waste management because dense
land use is less water intensive and economies of scale and density make
28. See reference 9. recycling easier.(28) Although such linkages can be made, they rarely are
when Ecological Footprint analyses are done. Ecological Footprint
analysis does not easily lead to this kind of policy insight; rather, it frames

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282

Car fuel use (MJ per person)

100,000
120,000

20,000
40,000
60,000
80,000

0
Atlanta
Houston
Denver
San Francisco
San Diego
Phoenix
Los Angeles
Washington
Chicago
New York
Calgary
Toronto
Perth
Melbourne
Vancouver
Brisbane
Sydney
Ottawa
Montreal
Riyadh
Wellington
Geneva
Oslo
Brussels
Frankfurt
Rome
Hamburg
Nantes
Stockholm
Marseille
Zurich
Ruhr
Lyon
Newcastle
Munich
Vienna
Stuttgart
Glasgow
Paris
Dusseldorf
Copenhagen

FIGURE 1
Berne
Bologna
Graz
Cities

Tel Aviv

N.B. Transport energy is measured in Mega Joules (MJ); one litre of gasoline equals 30 MJ.
Madrid
Athens
London
Sapporo
Milan
Berlin
Amsterdam
Manchester
Bangkok
Kuala Lumpur
Johannesbur
Helsinki
Tokyo
Singapore
Transport (IUTP), Brussels, and Institute for Sustainability and Technology Policy (ISTP), Murdoch University, Perth.

Sao Paulo
Osaka
Private passenger transport energy per person in 84 cities, 1995

Taipei
Seoul
Curitiba
Prague
Budapest
Barcelona
Cape Town
Harare
Tehran
Tunis
Hong Kong
African

Chinese

Manila
Canadian
American

Cracow
Jakarta
Beijing
Bogota
Latin American
Middle Eastern

Guangzhou
Eastern European

Low-income Asian

Cairo
Western European
High-income Asian

Chennai
Shanghai
SOURCE: Kenworthy, J and F Laube (2001), “The millennium cities database for sustainable transport”, CDRom database, International Union of Public
Australia/New Zealand

Mumbai
Dakar
Ho Chi Minh

Vol 18 No 2 October 2006 E N V I R O N M E N T & U R B A N I Z AT I O N

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283

Transport fuel use (MJ per person)

100
150
200
250
300
350
400

50

0
Ho Chi Minh City
Mumbai
Hong Kong
Cairo
Seoul
Taipei
Manila
Barcelona
Shanghai
Jakarta
Bangkok
Chennai
Beijing
Guangzhou
Bogota
Tehran
Dakar
Osaka
Singapore
Tunis
Tokyo
Madrid
Sao Paulo
Milan
Brussels
Tel Aviv
Sapporo
Cape Town
Athens
Vienna
Bologna
London
Stuttgart
Cracow
Marseille
Kuala Lumpur
Amsterdam
Berlin
Rome
Munich
Geneva
Manchester

FIGURE 2
Budapest
Dusseldorf
Cities

Prague
Frankfurt
Paris
Lyon
Zurich
Riyadh
Berne
Hamburg
Newcastle
Graz
Ruhr
Nantes
Harare
Glasgow
Helsinki
Montreal
Transport (IUTP), Brussels, and Institute for Sustainability and Technology Policy (ISTP), Murdoch University, Perth.

Ottawa
Curitiba
Johannesburg
Stockholm
Copenhagen
Urban density in persons per hectare of urbanized land in 84 cities, 1995

Toronto
Los Angeles
Oslo
Wellington
Vancouver
Calgary
San Francisco
African

Sydney
Chinese
Canadian

New York
American

Chicago
Denver
San Diego
Latin American
Middle Eastern

Washington
Eastern European

Melbourne
Low-income Asian
Western European
High-income Asian

Perth
Phoenix
SOURCE: Kenworthy, J and F Laube (2001), “The millennium cities database for sustainable transport”, CDRom database, International Union of Public
Australia/New Zealand

Brisbane
Houston
Atlanta

T H E E N V I R O N M E N TA L I M PA C T O F C I T I E S
E N V I R O N M E N T & U R B A N I Z AT I O N Vol 18 No 2 October 2006

120,000
y = 334752x -0.6925
R 2 = 0.7697
100,000
Car fuel use (MJ per person)

80,000

60,000

40,000

20,000

0
0 25 50 75 100 125 150 175 200 225 250 275 300 325 350 375 400 425 450 475 500
Activity intensity (persons+jobs per hectare)

FIGURE 3
Activity intensity versus private passenger transport energy use
per capita, 1995
N.B. Density can be expressed as just population per hectare or as population
and jobs per hectare; the same patterns are seen.

SOURCE: Kenworthy, J and F Laube (2001), “The millennium cities database for
sustainable transport”, CDRom database, International Union of Public Transport
(IUTP), Brussels, and Institute for Sustainability and Technology Policy (ISTP),
Murdoch University, Perth.

30,000
-0.6612
y = 105866x
Car use (passenger kilometres per person)

R 2 = 0.8165
25,000

20,000

15,000

10,000

5,000

0
0.0 50.0 100.0 150.0 200.0 250.0 300.0 350.0 400.0 450.0 500.0
Activity intensity (persons+jobs per hectare)

FIGURE 4
Activity intensity versus private car travel in 58 higher-income
cities, 1995
SOURCE: Kenworthy, J and F Laube (2001), “The millennium cities database for
sustainable transport”, CDRom database, International Union of Public Transport
(IUTP), Brussels, and Institute for Sustainability and Technology Policy (ISTP),
Murdoch University, Perth.

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1.80E+11
y = 161593x + 3E+08
1.60E+11
2
R = 0.9047

Car vehicle kilometres

1.40E+11
1.20E+11
1.00E+11
8.00E+10
6.00E+10
4.00E+10
2.00E+10
0.00E+00
0 200,000 400,000 600,000 800,000 1,000,000 1,200,000
Urbanized land area (hectare)

FIGURE 5
Urbanized land area versus car vehicle kilometres per capita in a
sample of world cities, 1990
SOURCE: Kenworthy, J and F Laube (2001), “The millennium cities database for
sustainable transport”, CDRom database, International Union of Public Transport
(IUTP), Brussels, and Institute for Sustainability and Technology Policy (ISTP),
Murdoch University, Perth.

policy almost entirely in terms of the reduction of population or

consumption.
An example can be given regarding the growth of Chinese cities,
29. Brown, L (2006), Plan B, which many commentators say is a threat to global sustainability.(29)
Norton, Washington DC. However, by looking at Figure 1, it is possible to see that because of their
densities (all greater than 100 persons per hectare), most Chinese cities
consume around two GJ of transport energy per person. On the other
hand, Atlanta consumes 103 GJ per person and has a density of six
persons per hectare. Thus the 200 million Chinese who have moved into
cities in the past 10 years are equivalent to just over one Atlanta with its
4 million people. In terms of global sustainability, it is clear that Atlanta
should be stopping its sprawl and building up its density.

c. Is Ecological Footprint a policy-relevant concept?

The Ecological Footprint model is used largely as a symbolic parameter
representing the problem of resource consumption. Analysis from this
perspective can help a city frame a variety of policies to begin reducing
30. This is rapidly becoming global ecological impact.(30) However, it does little else. It is still mostly a
one of the key indicators of negative measure of the impact of cities rather than a more positive
global city competitiveness.
measure of what cities should do. McManus and Houghton state “. . . it
See Hargroves, K and M H
Smith (2005) (editors), The may narrow our understanding of sustainable development even as it seeks to
Natural Advantage of Nations, raise awareness of environmental issues.”(31)
Earthscan Books, London. In policy debates, the issues of how to deal with resource
consumption are reduced to a range of policies for transport, housing,
31. See reference 25, page
126.
water, energy, waste, biodiversity and, in particular, planning policies
about density. Ecological Footprint analysis establishes a baseline and a
sense of global responsibility (both important steps), but does not suggest
how we can go further in policy debates to actually reduce the footprint.
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d. Conclusion to the Ecological Footprint discussion

Ecological Footprint analysis does highlight the problem of urban systems
and their environmental impacts based on resource consumption. This is
an important concept. However, it doesn’t suggest policy-level responses
and hence runs the risk of being discredited if it is used too much. Policy
is largely about what cities need to do – not what they should try to stop
doing. Unless there are policies that can help cities to reduce their Eco-
logical Footprint, then this awareness can become simply a tool for anti-
urbanism, as with the population impact model. Although it addresses
the need to tackle the over-consumption of resources, the Ecological Foot-
print approach does not go in a direction that can tap the opportunities
created by the growth of cities. This requires a much more pro-urban
assessment process.

IV. SUSTAINABILITY ASSESSMENT

Environmental assessment developed out of the need in the 1970s for

project assessment, and it has hardly ever been applied to the incremental
processes associated with city development. These more policy-relevant
aspects of government have begun to be assessed more rigorously by
strategic environmental assessment and, more recently, by sustainability
assessment.(32) 32. Pope, J, D Annandale and A
The objective of sustainability assessment is to achieve a simul- Morrison-Saunders (2004),
“Conceptualizing sustainability
taneous consideration of social, economic and environmental issues and
assessment”, Environmental
to achieve a “net benefit” outcome in each area, with minimal trade-offs. Impact Assessment Review No
Sustainability assessment allows urban development to be assessed based 24, pages 595–616.
on a range of criteria that address all the impact issues, but it is not in-
herently anti-people or anti-urban. It is an integrative tool that brings
together environmental and human issues. It has a much more positive
agenda than the other models discussed – it encourages a much more pro-
urban process and has the potential to drive an integrated policy agenda.
The sustainability model grew from the need to resolve the tension
between ecologists, who saw most development as essentially negative,
and those working for social justice (especially in low- and middle-income
33. See reference 23; also see
countries), who saw development as crucial to meeting human needs. The
reference 9; and McManus, P
sustainable development approach was created as a new kind of develop- (2005), Vortex Cities to
ment that would allow present and future generations to benefit econ- Sustainable Cities, UNSW
omically, socially and environmentally. Press, Sydney.
Applying the objective of sustainability at the level of cities has been
34. See reference 9.
a somewhat less obvious approach than at the national level, although
wherever it has taken place obvious policy outcomes become quite clear 35. NSW Government (2005),
from this framing of the issues.(33) For cities, I have defined sustainability City of Cities: A Plan for
as “. . . reducing Ecological Footprint (energy, water, land materials, waste) Sydney’s Future, Department
of Planning, Sydney; also WA
while simultaneously improving quality of life (health, housing, employment,
Government (2003), Network
community . . .) within the capacity constraints of the city.”(34) This definition City: A Community Plan for
is now being used in Australian settlements.(35) The definition is positive Perth and Peel, Department of
about cities and their opportunities, while at the same time promoting Planning and Infrastructure,
an agenda to reduce the impact of cities. Perth; see reference 17; and
House of Representatives
Sustainability assessment can allow for a range of criteria to be used (2005), Sustainable Cities,
from the social, economic and environmental areas, while simul- Parliament of Australia,
taneously seeking to find synergies between these factors. Urban growth Canberra.

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can thus be taken as an opportunity to create solutions to the environ-

mental impact of cities, with the recognition that cities can also provide
a more positive opportunity for human development. Integrated policy
approaches can be created with attention to sustainability, and many
cities around the world are now using sustainability as the basis of their
36. Newman, P and I Jennings strategic planning.(36)
(2006), Cities as Sustainable A range of criteria has emerged for making more sustainable cities, and
Ecosystems, UNEP–IETC, Kobe,
those in Box 1 have been adopted in the development of the city of Sydney.
Japan; also Portney, K (2003),
Taking Sustainable Cities Questions that arise concerning sustainability assessment include:
Seriously: Economic
• Can sustainability assessment help cities reduce their negative global
Development, the Environment
and the Quality of Life in and local impact?
American Cities, MIT Press, • Can sustainability assessment point to a positive role for city growth?
Cambridge, Massachusetts. • How can sustainability assessment provide an alternative to more
limited environmental impact assessment and create genuine net
benefit outcomes?
• How can sustainability assessment be applied to the restructuring of
present urban areas so that they are more sustainable?

a. Can sustainability assessment help cities to reduce their

negative global and local impact?
Sustainability assessment enables us to understand and act upon both the
local and global impact of cities. By applying the sustainability criteria
(Box 1), a city can address both sets of issues: the “natural resources”
criterion promotes attention to global and local resource issues at every
step of development, while the “environment” criterion calls for the same
approach to include all the global and local impacts. The other criteria
enable the questions of “liveability” to be addressed at the same time –
and the synergies between them to be found.
By having an integrated set of goals guiding development, it is
possible to reverse the historic trend whereby inevitably, Ecological Foot-
print has been growing along with improvements in quality of life. The
first signs of this decoupling can now be detected – Australian urban data,
for example, are showing that it is the wealthy and educated who are
using less energy and water, recycling more, eating less junk food and
37. See Newman, P (2005), living in places where they can use public transport and walk more.(37)
“Pipedreams and ideologues”, This is an indication of a “learning society” approach to sustainability,
People and Place Vol 13, No 3,
where the importance of ideas is stressed and the framing of issues
pages 41–53; also Fenner
Symposium Proceedings, becomes critical to change. A Sydney case study (Box 2) illustrates how
accessible at http://nceph.anu. this “policy learning” approach helped make a difference.
edu.au/Fenner2006/index.htm.

b. Can sustainability assessment bring a positive role to city

growth?
Sustainability assessment does not shrink from addressing the ecological
problems raised by the population impact or Ecological Footprint models.
However, the difference is that the fundamental role of cities – to enable
human liveability and opportunity to be improved – is facilitated in
simultaneous and synergistic ways. It can help with both global and local
issues in a way that allows decisions to be made responsibly and with a
net benefit legacy (Box 3).
Sustainability assessment of city development enables us to be serious
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BOX 1
Sustainability criteria for Sydney’s development

OVERALL GOAL: To reduce the city’s Ecological Footprint (water, energy, land,
materials, waste…) and enhance the environment while simultaneously
improving quality of life (health, housing, employment, community…) within the
capacity constraints of the city and bioregion.
CRITERION 1: NATURAL RESOURCES – To live within natural resource
limits and minimize Ecological Footprint
• Water: Manage total water cycle to keep water extraction levels within
sustainable yields.
• Land: Minimize urban footprint and disruption.
• Energy/greenhouse: Use energy efficiently and reduce greenhouse gases.
• Materials: Use appropriate materials and recycle waste.
• Waste: Minimize, reduce and recycle waste.
CRITERION 2: ENVIRONMENTAL PROTECTION – To protect and enhance
biodiversity, coasts, air, water and agricultural land
• Biodiversity and ecosystem function: Preserve core biodiversity values
and enhance natural ecosystem of the bioregion with corridors and
natural areas retained.
• Coastal protection: Protect and enhance the character of the coast and
access to it, and ensure coastal hazards are recognized and avoided.
• Air quality: Improve air quality.
• Water quality: Maintain and improve waterway health.
• Agricultural land: Ensure important agricultural land is conserved.
CRITERION 3: PLACES OF HIGH QUALITY – To provide high-quality places
to live and play
• Parks: Preserve open space corridors and ensure local parks are provided.
• Heritage: Protect and enhance regionally significant cultural landscapes
and places, including places of relevance to indigenous people.
• Sense of place: Protect and enhance the character and identity of the
area.
• Scenic places: Protect and enhance scenic areas.
• Community facilities: Provide land for community facilities in a way that
coordinates state and local government efforts.
• Amenity and design quality: Ensure amenity of streets and buildings,
and design that provides high-quality urban spaces with minimal traffic
conflicts.
• Walkability: Provide easy accessibility for walking and cycling in local
areas.
CRITERION 4: HOUSING DIVERSITY – To provide a range of housing choices
to ensure that the whole population can be housed, and which can be
adapted over time
• Housing types: Ensure there is a range of housing types available for the
full demographic spectrum of the city.
• Housing choice: Provide housing choice for households on a range of
income across the region.
• Housing quality: Manage the quality of housing to ensure it is sustainable
and liveable.
• Housing adaptability: Ensure that land and housing are available that can
be adapted to an ageing population.
• Housing quantity: Manage the quantity of housing to allow demand to be
met.

Continued

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CRITERION 5: JOBS–ECONOMY – To provide employment opportunities

through increasing the city’s role in the global economy and in regionally
based jobs
• Offices: Provide quality office space in centres and along corridors
serviced by quality public transport.
• Infrastructure: Provide all necessary employment-related infrastructure,
especially communications networks.
• Land: Ensure employment-related land is provided in appropriately-zoned
areas.
• Cluster links: Facilitate interactions between R&D and employment
centres in relevant clusters.
• Training: Ensure skills are available in appropriate regions for employment
support and job creation.

CRITERION 6: ACCESS – To provide sustainable accessibility between

homes, jobs, services and recreation
• Public transport infrastructure: Ensure all knowledge-intensive centres
and corridors have quality public transport at their core.
• Road network: Maintain and extend the road network where appropriate.
• Local access: Facilitate short trips by sustainable modes for local
accessibility.
• Density and mix: Create appropriate zonings and opportunities for density
and mix of uses in centres and corridors to reduce car dependence and
create efficient land use.
• Freight access: Ensure there is quality access for freight especially
between manufacturing areas, ports and airports.
• Travel demand management: Use TravelSmart and other demand
management tools to make transport of people and freight more effective.

CRITERION 7: QUALITY AND EQUITY IN SERVICES – To ensure that high-

quality health, education, security, community development and other
government services are provided equitably across the region
• Quality services: Require the provision of high-quality services in health,
education, security and community development.
• Equitable services: Ensure that services are provided equitably across the
GMR.

CRITERION 8: GOVERNANCE – To establish effective, fair and efficient

planning and decision making
• Planning governance: Ensure that appropriate institutional support with
local government is available for the implementation and review of plans in
new land release areas, complex redevelopment areas and
centres/corridors/regions across the GMR.
• Funding mechanisms: Create funding opportunities for each of the
planning functions required to deliver the metropolitan strategy.
• Transparent and engaging processes: Ensure each planning step is
transparent and, where complex issues are involved, create community
engagement processes.

SOURCE: Input document by the author to NSW Government (2005), City of

Cities: A Plan for Sydney’s Future, Department of Planning, Sydney; also
www.planning.nsw.gov.au.

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BOX 2
Sustainability assessment of a new growth area in Sydney

In my role as a sustainability commissioner for Sydney (2004–06), I was asked

to assist in the development of a new strategic plan for the city by creating a
set of sustainability criteria (see Box 1) and applying these at each stage of the
plan’s development. The final strategy was released in late 2005* and has a
strong sustainability base to it. But the first application of the sustainability
criteria was in 2004, when the government wanted to assess the release of
some new land on the urban fringe that was to provide homes for 200,000
households. The eight criteria from Box 1 were applied and analyzed in terms
of the development’s ability to meet global best practice standards for each
criterion. The criteria were set out on a scale of 1 to 4 (poor to best practice)
and displayed as a sustainability spidergram.

Governance

Best

Quality Quality of
and Places
Equity of Best Good
Services Best

OK

Poor

Best Good OK Poor Best

Jobs and
Housing Economy
Quality and
Diversity

Natural
Resources
Best
Access Best
Best

Environment

Sustainability criteria spidergram for

Sydneyís new land release programme

As the spidergram indicates, the development was strong on such criteria as

natural resources, environment and governance (it involves 100 per cent water
recycling and a strong governance structure based around a levy that is used
to build infrastructure), but it was not very good for jobs/economy and access –
no provision for a link to the city’s rail network featured in the plan. When the
new land release strategy went out for public comment, my assessment went
with it. Considerable discussion ensued, including a newspaper series entitled
“Campaign for Sydney” that highlighted the need for better rail links to these
new areas. A “policy learning” process was created inside government as a
reaction to the sustainability assessment, because the people involved in
“access” did not want to be exposed as the weak part of the strategy.
Politicians became involved and a whole new approach was generated, leading
to a bold and transforming rail project for the area as shown in the Figure
below.

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The new “Global Arc” rail project costing A$8 billion links the
new areas to the parts of Sydney that are involved in the global
economy, as shown. This visionary rail project is unlikely to have
developed without the sustainability assessment highlighting the
need to address this issue across all the areas of government
responsibility.
*NSW Government (2005), City of Cities: A Plan for Sydney’s Future,
Department of Planning, Sydney; see also www.planning.nsw.gov.au.

about long-term issues of local and global impact but, simultaneously, it

allows us to be positive about cities. Together, this can enable us to create
a future for the next generation of urban dwellers.

c. How can sustainability assessment provide an alternative

to more limited environmental impact assessment and
create genuine net benefit outcomes?
The new techniques of sustainability assessment are still being worked
out, as implied above, but the first signs that this is becoming a new
38. Newman, P (2005), professional area are emerging.(38) Sustainability assessment can be done
“Sustainability assessment and on:
cities”, International Review of
Environmental Strategies Vol 5, • complex and major projects such as big infrastructure in cities;
No 2, pages 383–398. • policies, programmes and plans such as strategic metropolitan plans,
as shown in Box 2; and
• statutory development control processes through sustainability
scorecard approaches. The new BASIX approach developed in Sydney
sets out a core goal of 40 per cent less water consumption and 25 per
39. See www.planning.nsw. cent less greenhouse gas emissions in every new building.(39) This
gov.au. web-based approach is being extended to a range of other factors that
will enable every small step of urban development to have reduced
global and local impact.

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BOX 3
How sustainability assessment helps with density issues

A key aspect to sustainability assessment is the assistance it provides to

complex, controversial urban policy issues. One example is the density of cities
and planned developments – a policy area of great controversy in some urban
areas. There is a strong local and global economic rationale for redeveloping
car-dependent cities into focused centres and corridors, to make better use of
infrastructure at the scale required to provide such local services as public
transport, shops and community services within walking distance. The lesser
need for transport, the reduced urban sprawl and Ecological Footprint, the far
greater opportunities for housing diversity and other equity issues all provide
additional justification at both local and global levels. However, those local
residents in the area where redevelopment is planned often perceive it as a
threat to their local environment and social amenity. Sustainability assessment
of such development can ensure there are real global economic, environmental
and social benefits (often regional benefits but they may as well be global for
many local people), but it can also ensure that developers include real local
economic, social and environmental benefits. It can be used to ensure that
there is a clear rationale for any development in terms of local environmental
benefit (enhancing the local sense of place) and local socioeconomic benefit
(clear provision of better services). With these in place, the local and global
issues can be seen to be resolved and a net benefit provided. However, if such
developments were seen only in terms of population impact (entirely
negatively) or Ecological Footprint (little could be said of significance other than
it may help globally but not locally), then they would not be adequately
assessed for their contribution to sustainability.

Sustainability assessment approaches the future by asking of any

development that it produce “net benefit” in all three areas of environ-
ment, social and economic performance. This means that there should
not be a trade-off between the three areas, as has so often been the case.(40) 40. Although this is probably
It also means that the whole rationale of impact assessment is turned on impossible in reality unless
offsets are used, as in Gibson,
its head; instead of simply seeking to reduce negative impact, it promotes
R et al. (2004), Sustainability
development that is positive in its outcomes. This approach can and Assessment, Earthscan,
should be applied to cities. Thus cities, as they develop, will begin to London.
contribute positively to human and natural systems.
The goal of policy makers in this arena shifts from an attempt to
minimize the negative to one of seeking the positive. It means that
instead of just undertaking environmental impact assessment, develop-
ments will need to demonstrate net conservation benefit; instead of just
considering social impacts, developments will need to show social net
benefit; real economic cost-benefit analysis must also be done. The result
41. See Newman, P, E Stanton-
needs to be a legacy of “enduring value”.(41)
Hicks and B Hammond (2006),
“From CSR to sustainability
through enduring value”, in
d. How can sustainability assessment be applied to the
J Jonker and M DeWitte
restructuring of present urban areas so that they are more (editors), Management Models
sustainable? for CSR: A Comprehensive
Overview, Springer
It has been suggested that issues such as climate change, the peaking of Verlag–Management Sciences,
global oil production and the rapid growth in wealth disparities are the Heidelberg, Germany.

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42. See Deffeyes, K S (2005), precursors to an apocalyptic end to cities.(42) In order to adapt, a full range
Beyond Oil: The View from of policy approaches that take these issues seriously will be required, but
Hubbert’s Peak, Hill and Wang,
without just sending out alarm signals that will turn people and politi-
New York; also see reference 6.
cians away. A positive sustainability agenda is needed to show that our
43. Talukder, S (2006), cities can be restructured and, at the same time, better opportunities
“Managing megacities: a case created for people.
study of Dhakka”, PhD Thesis, Sustainability assessment can be applied to every major urban area,
ISTP, Murdoch University, Perth.
whether rich or poor. Talukder(43) has applied the approach to the govern-
44. Newman, P (2006), “After ance of megacities in Asia and has suggested that there are 10 principles
oil: will our cities and regions that can transform the deep-seated problems that have confronted so
collapse?” Submission to many of these cities (Box 4). I have shown above how a sustainability
Senate inquiry into Australia’s
assessment approach can begin to restructure car-dependent cities to
future oil supply and
alternative transport fuels, withstand the impact of declining world oil supplies, as well as address-
accessible at ing the myriad global and local impacts of such cities.(44) In both
www.aph.gov.au/senate/Rurala examples, there is a positive approach to the future of cities that does not
ndRegionaAffairsandTransport/ accept that inevitably they will collapse or create more impact.
45. Newman, P W G (2006,
The main point about sustainability assessment of cities is that it is
forthcoming), “Can the magic about positive urban policies that can deal simultaneously with the
of sustainability survive concerns raised by those with a population impact agenda or an Eco-
professionalism?” in C Sheldon logical Footprint agenda, while enhancing the historic role of cities as the
(editor), Environmental
cradle of human opportunity.(45)
Professionalism and
Sustainability: Too Important to
Get Wrong, Greenleaf Books,
London.

BOX 4
Metropolitan regional governance principles for megacities

• A geographical area of responsibility that covers the extended

metropolitan region.
• A strategic planning function that can provide a vision of how the city can
address its land use problems sustainably.
• A statutory planning function that can control development to ensure
“common good” outcomes that are consistent with the strategic plan.
• A development facilitation function that can provide investment
coordination, partnerships for infrastructure and a local validation
structure.
• An Urban Re-Development Authority (URDA) to guide and monitor further
development in the core built-up areas of the city.
• A transparent local process that can help define the “common good”
sustainability outcomes of development with all stakeholders.
• A coordination mechanism to ensure planning and development are
integrated.
• A way of raising the finance for the above process, including from land
development.
• A strong link to the national government system to enable good political
support.
• New professional skills in sustainability and local participation.

SOURCE: Talukder, S (2006), “Managing megacities: a case study of Dhakka”,

PhD Thesis, ISTP, Murdoch University, Perth.

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e. Conclusion to the discussion on sustainability assessment

The problem with the population impact and Ecological Footprint
approaches is not that they treat the environment as unimportant – on
the contrary. But these approaches are largely policy free, as they do not
include a positive human element.
Any policy based on the population impact model would have to
have as its main intention to lower the number of people in the world.
Most people would not explicitly support such a policy, yet a perception
of an excess of people could be exploited by xenophobes to promote
racism or even genocide. This becomes even more obvious in cities, where
anti-population politics can easily become associated with a resistance
to change, which can drive away investment, and become socially
regressive.
The marginalizing of deeper environmental issues such as resource
use (especially oil depletion) and the sidelining of attachment to an area,
will occur if the focus is just on the size of the population. Rather than
assisting with the environmental impact of cities, an anti-population
perspective can harm the environment through inadequate city policies.
With the Ecological Footprint approach, the situation is better in
terms of understanding global impacts but it is just as weak in terms of
supporting positive policies that enable cities to solve their local and
global problems.
A sustainability assessment approach to cities takes environmental
impact seriously, and gives it mainstream consideration while simul-
taneously asserting the value of social and economic progress. Thus the
positive aspects of cities can be merged into a net benefit approach,
where the enduring value of environmental improvement, social gain
and economic enhancement can be seen as a joint legacy for the future.
When the people of a city are perceived as essentially a negative
element, it is not possible to formulate such an integrated set of
policies.

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