The Impact of Urban Sprawl on Kuala Lumpur: A Closer Look at Malaysia's Development

In Kuala Lumpur, thousands of drivers choose to drive instead of using public transportation due to the inconvenience of walking, transferring between MRT lines, and taking a bus, which can take 1.5 to 2 hours. This contributes to traffic congestion, with journeys taking 30 minutes to drive anywhere in the city.

Malaysians, especially in Kuala Lumpur, face challenges in commuting as driving is preferred, leading to longer travel times. The government's claim of Kuala Lumpur being an international city contrasts with the ease of access to amenities in countries like Japan, Korea, and Singapore within minutes of walking downstairs.

Kuala Lumpur residents spend RM3100 per person annually on driving expenses, leading to financial burdens. Despite the high costs, traffic congestion persists, causing delays where a 30-minute journey can take 49 to 54 minutes.

Criticism towards the Transport Minister Anthony and the car-centric urban planning in Kuala Lumpur raises concerns about health, economy, productivity, and financial implications. The city's significant problems threaten various aspects of daily life and highlight the need for improved urban planning strategies.

Urban sprawl, characterized by low-density, car-dependent expansion of cities, leads to residents moving to the outskirts for housing. This phenomenon, driven by the pursuit of the American Dream, results in increased car dependency and long commutes, mirroring the development patterns seen in the United States.

Urban sprawl refers to the outward expansion of cities in a disordered, low-density manner, causing residents to commute by car daily. Originating from the American Dream, this phenomenon emerged post-World War II as people sought detached housing and car ownership, leading to the spread of suburban areas and car dependency.

Malaysia's pursuit of the American Dream since the 1980s, promoting domestic cars and suburban living, has led to Kuala Lumpur's uncontrolled expansion into the suburbs. Deputy Minister Liew Chin Tong highlighted the similarities between Malaysia's development and the American experience, emphasizing the impact on urban sprawl and transportation patterns.

The population in the outer suburbs of Kuala Lumpur has surpassed that of the Kuala Lumpur Federal Territory. From 1980 to 2020, the population growth rate in the suburban areas has been significantly faster than in the city itself, with growth rates ranging from 4% to 8%. Areas like Petaling and Ulu Langat now have populations exceeding that of Kuala Lumpur, leading to a decrease in the proportion of Kuala Lumpur's population within Greater Kuala Lumpur.

Contrary to popular belief, Kuala Lumpur has the third lowest population density in East Asia according to a 2015 World Bank survey. Despite claims of high urbanization rates, the reality is that urbanization mainly involves converting rural areas on the outskirts into urban land, leading to suburbanization. The city's rapid expansion outpaces population growth, resulting in inefficient urban sprawl.

The excessive separation of residential and commercial areas in Greater Kuala Lumpur contributes to urban sprawl. Compared to countries like Japan, South Korea, Hong Kong, and Taiwan where urban life is convenient with mixed-use areas, Kuala Lumpur's planning approach leads to inconvenience and encourages driving. Studies show that the separation of residential and commercial areas in Kuala Lumpur is a key factor in urban sprawl.

Leapfrog development, where new residential areas pop up in faraway suburbs disconnected from the city's core, is a significant issue in Kuala Lumpur. Up to 46% of the city's development plans are leapfrog developments, leading to lower population densities and scattered urban growth. This uncontrolled development pattern contributes to the city's urban sprawl and challenges the notion of sustainable urban expansion.

In Malaysia, land allocation prioritizes cars over essential spaces like residential, commercial, or green areas. The average area used by cars for roads and parking spaces ranges from 850 to 2500 square feet, exceeding the space of a typical home. This allocation leads to wide roads, colossal parking lots, and urban sprawl, with buildings becoming distant due to excessive road and parking space development.

Car dependency in urban areas creates a vicious cycle where driving becomes necessary for even short trips, leading to traffic congestion, full parking lots, and government interventions to widen roads and convert more land into parking spaces. This results in increased walking distances, worsened urban sprawl, and a perpetual reliance on cars for daily activities.

Urban sprawl in Malaysia can be attributed to the government's development strategies from the 1970s to the 1980s, aimed at narrowing the wealth gap and promoting decentralized industrial development. This led to the influx of funds into rural areas, the emergence of new towns, and the attraction of foreign investment, resulting in the rapid expansion of urban areas like Putrajaya and Cyberjaya.

The Malaysian government's encouragement of car ownership through low fuel prices and infrastructure development, such as highways, has made driving cheap and convenient. This has led to a shift towards car usage over public transportation, contributing to longer commuting distances, increased traffic congestion, and further urban sprawl.

Developers in Malaysia prefer suburban land due to its affordability and abundance, leading to the construction of larger and cheaper houses compared to urban areas. Middle-class buyers find suburban living more comfortable and spacious within the same budget, driving the demand for suburban housing and contributing to urban sprawl.

State governments encourage developers to develop land to increase tax revenue, as their income mainly comes from land tax or property tax. This is exemplified by the affordability of property prices in areas like Puchong or Setia Alam compared to Kuala Lumpur.

Urban expansion initially boosts economic activity by stimulating GDP growth through infrastructure development like bridges, buildings, and roads. However, the long-term repercussions of urban sprawl may outweigh these benefits.

The phenomenon of 'Donut City' in Kuala Lumpur refers to the population decline in the city center, leading to underutilized urban areas. This imbalance in population distribution results in wasted public funds and space allocation.

Urban sprawl necessitates increased government expenditure on public services and facilities in suburban areas, leading to higher costs. Studies show that providing services in sprawling suburban regions can be two to ten times more expensive than in urban areas, impacting the government's financial resources.

Studies reveal that the cost per household for providing public facilities and services in sprawling suburban areas can be significantly higher than in urban areas. For instance, in Canada, the cost per household in urban areas was 1,400 Canadian dollars, while in the suburbs, it rose to 3,400 Canadian dollars.

The population density of an area significantly affects infrastructure costs. Comparing Singapore and Kuala Lumpur, Singapore's smaller land area and higher population density result in lower average costs per person for services like internet, electricity, and mass transit. This highlights the economic burden of urban sprawl on infrastructure costs.

Urban sprawl poses a substantial economic burden on countries, with the US economy experiencing costs exceeding 1 trillion US dollars. This underscores the importance of managing urban development to mitigate financial strains on government resources.

The 'Goldilocks population density' problem highlights the challenges faced in urban planning, where the population density is neither optimal for cities nor suburbs. This dilemma complicates the provision of public facilities and services, leading to issues of supply and demand, cost management, and quality maintenance.

Urban sprawl leads to inefficient expansion, encroaching on forests and farmland, destroying natural habitats, and threatening food security. Conversion of grasslands into roads increases flood occurrences. Skyscrapers are not the main issue, but inefficient expansion is. This destruction of nature and pollution worsens the environment.

Urban sprawl is linked to obesity and high blood pressure due to lack of physical activity from excessive driving. Limited walking opportunities and increased reliance on vehicles contribute to health risks. Pollution from exhaust emissions further exacerbates health concerns, emphasizing the negative impact of urban sprawl on well-being.

Experts suggest solutions like drawing boundaries around cities to limit growth, decentralizing power to local authorities, and establishing compact cities. Compact cities confine resources within a defined area, promoting a 15-minute walk lifestyle for daily needs. These measures aim to counter urban sprawl and its negative consequences effectively.

The government should prioritize 'urbanization for people, not for land,' focusing on creating functional cities that serve residents' needs. Dr. Liu Thai Ker's quote emphasizes the importance of practical urban planning over grandeur. This approach is crucial for addressing complex urban development challenges and ensuring sustainable growth.

The recent decision to cancel fuel subsidies may lead to urban migration due to high fuel prices. This could result in a wave of people moving back to cities, posing both opportunities and challenges. The potential implications of urban migration on urban sprawl and city dynamics warrant further discussion and consideration.