Street-network Sprawl in Jingzhou, China

What is Street-network sprawl?

Street-network Sprawl is a way to measure urban sprawl, worldwide, through the connectedness of the streets. Less sprawl means more connected, more walkable streets. Well-connected streets – like New York City’s grid – are more walkable and can be served by public transit.

The street network is permanent, and its connectivity affects the livability and environmental footprint of cities for decades and centuries to come. In places with more connected streets, residents drive less and walk more. A well-connected street network is associated with better outcomes for health, the environment, sustainable consumption, social integration, and equity.

We can quantify how connected street networks are with the Street Network Disconnectedness Index (SNDi).

SNDi -- our measure of street-network sprawl (disconnectedness)

The SNDi is a comprehensive measurement of “sprawl”. It captures:

A higher SNDi means less-connected streets – i.e., more sprawl. For the 10137 cities in our dataset, the average SNDi is 2.25, with half of the cities' SNDis falling between 1.08 and 3.25.

More information on the sprawl index can be found in these research papers:

To see the state of street-network sprawl across the globe, visit the sprawlmap.

Jingzhou: city in Hubei, China

What exactly constitutes the spatial extent of the city? For these aggregations, we used the Global Human Settlement Layer Urban Center Database (GHS-UCDB) to define the boundaries of the city. These cities -- or urban centers -- cover areas that are densely populated and built-up, and so may extend beyond the spatial borders of these cities that we may be familiar with. The GHS area is shaded in blue.

View Jingzhou, China on the sprawlmap

Most recent snapshot: Taking into account the entire (i.e. aggregate) street network in Jingzhou as of 2014, the overall level of street-network sprawl is 2.91, which is in the 40th to 60th percentile of disconnectedness.

Trends in street network construction: The SNDis of street construction for the respective time periods are 2.42, 2.72, 3.23 and 3.62. In each period, new street development in Jingzhou steadily grows more disconnected than in the last.

Quantity of street network construction: The street network in Jingzhou spans a total of 615 kilometers. It is dominated by roads constructed in 1976-1990. These roads have an SNDi of 2.72, which is in the 40th to 60th percentile of disconnectedness.

Effect on the aggregate network: New construction in each period adds to the total stock of streets, but does not change streets that have already been built. Therefore, it has a limited effect on the street network as a whole. The SNDis of the aggregate street network in the respective time periods are 2.42, 2.67, 2.7 and 2.91. Overall, the SNDi of the aggregate street network has risen: the street network in Jingzhou has become more disconnected. This increase has slowed: between 1975 and 1976-1990, SNDi rose by 0.25 points, but between 1991-2000 and 2001-2014, it rose by just 0.21.

Jingzhou and Hubei do not follow the same trend in the disconnectivity of their street network constructions. The SNDi in Jingzhou rose steadily, while the SNDi of street constructions in Hubei peaked in 1976-1990.

How do development practices in Jingzhou fare in comparison to others in Hubei? Most recently in 2001-2014, street construction in Jingzhou was the 19th-most disconnected out of the 80 cities in Hubei. Its position in the ranks since 1975 has fallen; relative to other cities in Hubei, street construction in Jingzhou has become more connected. Jingzhou ranked 14th in 1975, 16th in 1976-1990, 16th in 1991-2000 and 19th in 2001-2014.

Jingzhou and China do not follow the same trend in the disconnectivity of their street network constructions. The SNDi in Jingzhou rose steadily, while the SNDi of street constructions in China followed a zig-zag trend with an overall decrease.

How do development practices in Jingzhou fare in comparison to others in China? Most recently in 2001-2014, street construction in Jingzhou was the 245th-most disconnected out of the 1651 cities in China. Its position in the ranks since 1975 has risen; relative to other cities in China, street construction in Jingzhou has become more disconnected. Jingzhou ranked 381st in 1975, 388th in 1976-1990, 208th in 1991-2000 and 245th in 2001-2014.

Jingzhou and Hubei do not follow the same trend in the disconnectivity of their aggregate street networks. The SNDi in Jingzhou rose steadily, while the SNDi of street constructions in Hubei peaked in 1976-1990.

To date, Jingzhou is the 15th-most disconnected out of the 80 cities in Hubei. Its position in the ranks since 1975 has fallen; relative to other cities in Hubei, the street network in Jingzhou has become more connected. Jingzhou ranked 14th in 1975, 16th in 1976-1990, 16th in 1991-2000 and 15th in 2001-2014.

Jingzhou and China do not follow the same trend in the disconnectivity of their aggregate street networks. The SNDi in Jingzhou rose steadily, while the SNDi of street constructions in China peaked in 1976-1990.

To date, Jingzhou is the 317th-most disconnected out of the 1651 cities in China. Its position in the ranks since 1975 has risen; relative to other cities in China, the street network in Jingzhou has become more disconnected. Jingzhou ranked 381st in 1975, 376th in 1976-1990, 359th in 1991-2000 and 317th in 2001-2014.

As of 2015, Jingzhou had a built-up area of 54.07 square kilometers, and a population of 768874 people.

These are some other cities with approximately the same population: