Concentric Zone Model by Ernest Burgess

-Burgess Model

 INTRODUTION:
The Concentric Zone Model is also known as Burgess Model. It's an attempt to figure
out how people live in different places. This model was developed by observation and research
into various cities and urban expansion. This research was carried out to better understand the
spatial patterns of centre cities in large American and European cities like Chicago, Boston, New
York, and London. Although the results were not applicable to all urban locations, they did
function well in a few. Nonetheless, such research represented a desire to learn more about how
cities developed, their land use patterns, and what shaped them. Improvements continued to be
made, and better outcomes were achieved.

What is Burgess Model or Concentric Zone

Model?
 Based on a study of American cities, the
Concentric Zone Model, or CCD model, was
developed between 1925 and 1929.
 Because the different places were
established in the shape of rings
surrounding the core urban region around
which the city evolved, this model is known
as the concentric zone model.
 He proposed a concentric zone model to 1. Central business district
describe where different social groupings in 2. Zone of transition
a metropolitan area are located. 3. Zone of independent workers’ home
Households are divided into social groups 4. Zone of better residences
depending on their socioeconomic position 5. Commuter’s zone
and distance from the central region or
downtown.

 What are the different zones in the Concentric Zone Model?

1. Zone I (Central Business District) :

This is the center (innermost zone) where the central business district is located
and has the highest land value. The zone has tertiary activities and generates the most profit.
Another aspect is the area's accessibility, which is due to the convergence and passing of
transportation networks from the neighbouring and even distant parts of the city through this
location. To optimise the profits from land, this area has big structures, low-quality dwellings,
and a noticeable high density. Because of the commercial activity in the area, there is very
little residential activity in this zone.
2. Zone II (Transition Zone) :

This zone is defined by its mix of residential and business uses. This is close to
and around the CBD, and it is always changing, i.e. transitioning. Another highlight is the
diversity of activities going place, such as mixed land use, parking, cafes, and historic structures.
Because of the vast number of historic structures in the transition zone, which were once used
for manufacturing and tenement dwelling complexes, it is believed to be "decaying." This zone
had a high population density and was a hotbed of manufacturing and industrial activity. The
people who lived in this zone were the poorest and had the worst housing conditions.

3. Zone III (Inner City/ Working Class zone) :

This area, often called as "inner city" or "inner suburbs," is used for
residential purposes. It was made up of houses constructed to house factory workers, but it
was in better shape than the transition zone. There is a mix of new and old development in this
region, which necessitates orderly redevelopment. Many people who live in this zone are
second generation immigrants who moved here from the transition zone as it became more
affordable. This zone is closest to the workplace and has modest living conditions, resulting in
lower commuting costs. The vast rental accommodation occupied by lone workers is another
intriguing trait.

4. Zone IV (Outer Suburbs/ White Collar Homes) :

This zone is occupied by middle class , which had larger and better dwellings
and new development. Many of the houses are detached, and unlike the single residents of the
inner suburbs, these houses housed families. Residents have access to better amenities such
as parks, open spaces, stores, and huge gardens, but this comes at a higher expense of
commuting. There is a lot of residential land in this zone. The people who live in this outer ring
strive for a higher standard of living.

5. Zone V (Commuter Zone) :

When compared to other zones, this is the most remote and farthest from the
CBD, resulting in the highest commuting costs and a dearth of public transportation choices.
This area was given the label "commuter zone" because of the high cost of commuting. People
who lived in this area were from affluent families who could afford large homes, pay
commuting fees, use various modes of transportation, and take advantage of modern
amenities such as shopping malls. This zone is characterised by low-rise development, big
parcels of land, large gardens, and lower population density. This zone has the highest living
standards and a higher quality of life. Higher commute costs come with better dwellings and
facilities in this zone. When compared to existing cities, this can be termed an urban
extension. This ring led in urban expansion and growth.
 The Rationale Behind Concentric Zone Theory

The favourable relationship between economic status and distance from

downtown is taken into account in this model. This takes into account that the higher the
socioeconomic status, the greater the distance from the core region. The population density in
the core area is high, and land is scarce. As a result, the most affluent members of society prefer
to live outside of the city centre, where they can afford to build huge homes. Burgess termed the
process of "invasion" and "succession" in residential areas as "invasion" and "succession." The
CBD would impose pressure on the surrounding zone as the city grew and evolved (the zone of
transition). The CBD's outer expansion would encroach on surrounding residential areas,
prompting them to extend outward as well. The pattern continues, with each new neighbourhood
expanding further away from the central business district.

 Limitations and Criticisms of Concentric zone model

One of the most basic models is the Concentric Zone Model. This model takes into
account the economic dynamics that drive development as well as the analysis of current patterns.
However, as cities have grown increasingly complicated over time, this model can no longer be
used to predict how they will develop. The following are some of the flaws and criticisms:

 • The Burgess model is not applicable outside of the United States, despite its
popularity in the United States. Because of diverse situations, the pattern of growth is
different.
 The model's utility has dwindled over time. People's commutes have altered as a result
of advancements in mode of transportation, such as mass transit vehicles, motor
vehicles, and automobiles.
 As a result, their preference for residing in a specific zone shifted. It ignores the impact
of political factors and government restraints on the improvement of living
circumstances.
 In reality, no distinct zones and boundaries exist as overlapping of areas is possible in
every town. The preference of people changes over time depending on the
importance they associate for a particular benefit.
 This model is not applicable to polycentric cities as many CDB exist in such towns.
Moreover, every city is different, and the factors influencing the growth of a city are
diverse.
 Sector Model (Hoyt Model)
-Hoyt 1939

 INTRODUTION:
Sector Model (also known as Hoyt Model and Hoyt Sector Model) is an urban land use
model which talks about spatial arrangement of activities in an urban area. Homer Hoyt gave
sector model which is also known as Hoyt Model, in 1939 which explains how cities grew and
activities arranged themselves in the form of concentric zone.

 What is Burgess Model or Concentric Zone Model?

 Hoyt argued that cities do not

develop in the form of simple rings,
instead they have “sectors.” Homer
Hoyt in 1939 suggested that few
activities grow in the form of sectors
which radiates out along the main
travel links.
 Activities in a sector are considered
to be the same throughout the sector
because of the purpose/function it
serves.
 Land use within each sector would
remain the same because like
attracts like.
 The high-class sector would stay high-
class because it would be the most sought 1. Central business district
after area to live, so only the rich could 2. Factories/industries
afford to live there. 3. Working class housing
 The industrial sector would remain 4. Middle class housing
industrial as the area would have a typical 5. High class housing
advantage of a railway line or river. These
sectors can be housing, industrial
activities, etc. These sectors grow along
railway lines, highways or rivers.
 Components of Hoyt Model

1) CBD – Central Business District :

CBD is the city centre and located at the geographical center. Sectors and the partial
rings of land use/activities that take place. This area is often known as downtown and has high
rise buildings. Inner city area or downtown area is a complex and dynamic organism. It represents
many layers of historic growth of many generations, city development and the impact of cultural
& traditions of men who inhabited the city as tourists. The combinations of these layers and the
way they are held together in the city gives imageability, out of its socio-cultural heritage. As the
cities are expanding, modern technology and scientific innovations are transforming the style of
living and also the structure of the city. Open spaces were being eaten up by built forms resulting
in congested and an unhealthy environment.

2) Industry :

Industries are represented in the form of a sector radiating out from the center. These
forms sector because of the presence of a transport linkage (both road and railways) along which
the activities grew. Presence of railway lines, rivers or roads would attract similar activity, and
thus a continuous corridor or “sector” would develop. Manufacturing units have a huge influence
on how a city grow and shapes the overall geometry of any area. Land price is another factor which
greatly affects the location of industries since it requires a large parcel of land Apart from the
industries this area also serves as a residential zone for lower class workers. Living conditions are
bad because of proximity to industries. Urban planning tries to separate the residential and
industrial land use as these are conflicting land uses.

3) Low-Class Residential

Low-income groups reside in this area. Narrow roads, high population density, small
houses with poor ventilation. Roads are narrow and often connect to the industries where most
of the people in this sector work. Closeness to industries reduces the travel cost and thus attracts
industrial workers. Environmental and living conditions are often inadequate because of the
proximity to factories.

4) Middle-Class Residential

This area has middle income groups who can afford more substantial travel costs
and want better living conditions. The activities of people residing in this area consist of different
activities and not just the industrial work. It has more linkages with CBD along with some linkages
to industries. This area has the most significant residential area.
 5) High Class residential

This is the outermost and farthest area from downtown. Wealthy and affluent people
live in this area. This area is clean, has less traffic, quiet and has large houses. Corridor or spine
extending from CBD to the edge has the best housing.

 Limitations of Sector Model

 Only Railway lines are considered for the growth of sectors and do not make allowances
for private cars.
 It is a monocentric representation of cities; multiple business centres are not accounted
for in this model.
 Physical features – physical features may restrict or direct growth along specific wedges.
 No reference to out of town development.

 Features of sector model

 Presence of low-income groups near industries supports the Hoyt Model.

 The Hoyt model realized that transportation (in particular) and access to resources
caused a disruption of the Burgess model.
 Transport linkages profoundly influence activities and their locations. Low
transportation cost and proximity to roads/railway reduce the cost of production.
 This model applies well to Chicago.
 Account for major transportation routes and its effect on activities.