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Sector Theory

Homer Hoyt developed sector theory in the 1930s which proposed that urban areas are composed of wedge-shaped sectors extending out from a central business district along major transportation routes. The theory argued that land uses within sectors transition from industrial near the transportation route to higher socioeconomic residential farther out. While influential, the theory did not account for automobiles and oversimplified complex urban growth patterns.

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78 views12 pages

Sector Theory

Homer Hoyt developed sector theory in the 1930s which proposed that urban areas are composed of wedge-shaped sectors extending out from a central business district along major transportation routes. The theory argued that land uses within sectors transition from industrial near the transportation route to higher socioeconomic residential farther out. While influential, the theory did not account for automobiles and oversimplified complex urban growth patterns.

Uploaded by

ellafelicianoo
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© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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SECTOR THEORY

AN URBAN LAND USE MODEL BY HOMER HOYT IN 1939

A E R O N B A S E C T I N D A N I E L L A M A R I E F E L I C I A N O A R C 4 3
PROPONENT

Homer Hoyt developed his sector theory of urban land


use in the early 20th century, specifically in the
1930s. His ideas were published in his seminal work
"The Structure and Growth of Residential
Neighborhoods in American Cities" which was
released in 1939. This book outlined his observations
and analyses of urban development patterns in
American cities, providing insights into the formation
of sectors within cities and the factors influencing
their spatial organization.
SALIENT FEATURES

It is a modification of the Concentric Circle model by Ernest


Burgess. Homer Hoyt took into account the development of
major transportation routes as the basis for urban development.

It is developed during the era of The Great Depression with


hopes of creating employment to boost economic growth and
quality of life

Sector Theory suggests that urban areas take the form of a


series of sectors, and it is determined by socioeconomic
factors. These areas are divided into low, middle and high
residentials, industrial sector, and commercial sector.

These sectors are sections of different land types in a shape of


a wedge, beginning at the edge of CBD, and gradually growing
out radially
COMPONENTS

1. CENTRAL BUSINESS DISTRICT (CBD): Plays


a central role in shaping the spatial
organization of urban areas. It is the
core of the model, the nexus of
transportation, and a reference point of
the surrounding development. It is the
economic, transportation, and cultural
heart of the city.
COMPONENTS

2. INDUSTRIAL AREA/ MAIN TRANSPORT LINE:


The main transport line, whether it's a road,
railway, or river, serves as a primary axis for
the expansion of the city. Urban development
tends to radiate outward from this
transportation corridor, shaping the formation
of sectors or wedges of development. The
industrial sector is located along the
transport line to take advantage of the ease
of access for efficient and fast transport of
raw and finished products.
COMPONENTS

3. LOW-CLASS RESIDENTIAL: located directly


adjacent to the industrial and main
transport line to save commuting cost. It is
the least desirable spaces of the city, often
meeting the bare minimum requirements of
living. Quality of life is also poor. It is also
called “Working Class Residential”.
COMPONENTS

4. MIDDLE CLASS RESIDENTIAL: Located in


intermediate positions between low-class
and high class residential sectors. This
sector comprises the majority of the
residential space. The quality of life is
better and allows for a much flexible
lifestyle.
COMPONENTS

4. HIGH CLASS RESIDENTIAL: Located along


higher regions of the city where there are
prominent views and better land value. It is
adjacent along main transportation routes
for ease of commute into the CBD. It is
often associated with luxurious lifestyles
because of the high societal status of the
area’s residents.
SIGNIFICANCE

1. TRANSPORT ROUTES AS DICTATORS OF LAND USE


AND SPATIAL ARRANGEMENT OF THE CITY

Main railways, ferry-ways or highway become the basis


from which different sectors radiate from. Industrial
and environmental areas become the determinants of
residential location.

2. BOTH DISTANCE AND GROWTH FROM THE CITY


CENTER IS CONSIDERED

Sectors grow outwards from the Central Business


District. There will always be room to grow by adding
another outer arc.

3. SOCIOECONOMIC AND ENVIRONMENTAL FACTORS

Hoyt's theory highlights the dynamic nature of urban


development, acknowledging the evolving
socioeconomic and environmental factors influencing
city growth.
CASE STUDY: CHICAGO
LIMITATIONS & FLAWS

1. THE THEORY DID NOT TAKE INTO ACCOUNT CARS


AS THE PRIMARY MODE OF TRANSPORTATION

Cars as the primary mode of transportation allowed


users to live farther from the CBD. Users do not have
to rely on railways or ferries for commute. They do
not have to reside in low class residentials to cut
commute cost and travel time.

2. IT OVERSIMPLIFIES THE COMPLEX URBAN


DEVELOPMENT PATTERN

One notable flaw is its oversimplified portrayal of


urban development patterns. The theory's focus on
radial expansion from a central business district
(CBD) along transportation corridors may not fully
capture the complexity of urban growth, particularly
in contemporary cities characterized by diverse land
use patterns, mixed-use developments, and
polycentric structures.
MODIFICATIONS

The sector model could be too


centralized and fixated on a single
central point only. This could limit
the growth of a city. Nevertheless,
Homer Hoyt’s Sector theory
proved to be a milestone in urban
planning theories, and it became
the basis for the next model which
focuses on multiple cores: The
Multiple Nuclei Model of Harris
and Ullman’s.
END OF SLIDE THANK YOU FOR LISTENING!

A E R O N B A S E C T I N D A N I E L L A M A R I E F E L I C I A N O A R C 4 3

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