Tag Archives: Planning

Urban Patterns | Nicosia, Cyprus

“Leave them kids alone!
All in all it’s just another brick in the wall,
All in all you’re just another brick in the wall.”
Another Brick in the Wall (Part 2), Pink Floyd

Urban Patterns | Nicosia, Cyprus
by Dr. Mark David Major, AICP, CNU-A

Nicosia is the largest city on the island of Cyprus. It is located near the center of the Mesaoria plain on the banks of the River Pedieos. It is the capital and seat of government of the Republic of Cyprus. As such, it is the farthest southeast of all European Union member states’ capitals. It has been the capital of Cyprus since the 10th century. The Greek Cypriot and Turkish Cypriot communities of Nicosia segregated into the south and north of the city respectively in 1963 following the outbreak of violence. This division became a militarized border between the Republic of Cyprus and Northern Cyprus after Turkey invaded the island in 1974, occupying the north of the island including northern Nicosia.

Street walled off from access in Nicosia, Cyprus.

Today, the northern part of the city is the capital of Northern Cyprus, a state recognized only by Turkey, which is considered occupied Cypriot territory by the international community. Nicosia has been in continuous habitation since the beginning of the Bronze Age (i.e. over 4,5000 years) when the first inhabitants settled in the area. Nicosia later became a city-state known as Ledra or Ledrae, one of the twelve kingdoms of ancient Cyprus built by Achaeans after the end of the Trojan War. Remains of old Ledra today can be found in the Ayia Paraskevi hill in the southeast of the city (Source: Wikipedia).

Satellite view from 2.5 km of Nicosia, Cyprus (Source: Google Earth).

Nicosia, Cyprus has an interesting urban pattern for a variety of reasons. First, after the fall of the Berlin Wall, it is the only remaining divided city in the world (the demarcation is the “Green Line”, evident at the center of the above satellite image from 8,000 feet) between the Turkish north and the Greek south. Second, the city is characterized by a deformed grid layout. However, within the walls of the old city, the pattern of streets in the Turkish north is more characteristic of Middle Eastern cities where smaller block sizes and narrow street widths serve to complicate continuous lines of sights. In the Greek south, street widths are wider, blocks are larger, and the layout is more geometric in nature. This indicates a clear distinction in the social construction of space by two cultures (predominantly Turkish/Islāmic in the north and Greek/Orthodox Christian in the south). However, as interesting as this is, it is not the most remarkable thing about Nicosia. When you zoom out to encompass more of the surrounding urban context outside the walls of the old city (see header image from 15,000 feet), the deformed grid of the city is everywhere more characterized (in relative terms by comparison to the street pattern within the old city walls) by wider and straighter streets, larger blocks, and a more geometrical layout as a whole; again, more so to the south than the north. This ably demonstrates the necessity of urban functionality in overcoming the social imprint of space in order to better mediate the relationship between city center and the ever-expanding edges of that city.

(Updated: April 19, 2017)

Urban Patterns is a series of posts from The Outlaw Urbanist presenting interesting examples of terrestrial patterns shaped by human intervention in the urban landscape over time.

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A Fanciful City | REVIEW | American Urban Form | A Representative History

A Fanciful City | REVIEW | American Urban Form: A Representative History
by Dr. Mark David Major, AICP, CNU-A, The Outlaw Urbanist contributor

How do you solve a problem like ‘the City’? This is the generic name Sam Bass Warner and Andrew H. Whittemore give to their “hypothetical city” in American Urban Form: A Representative History, available from MIT Press (176 pages; $20.71 on Amazon). Warner and Whittemore’s City is a narrative conglomeration of urban history, for the most part, in Boston, New York, and Philadelphia (New Philaton?) and, therein, lies several dilemmas. The book’s subtitle describes this as “a representative history.” Outside of academia, this is more commonly called historical fiction. It is uncertain the authors’ admirable honesty in admitting this fact (albeit, using academic language) is enough to transform a historical fiction into a substantive scholarly work. All good historical fiction writers conduct research into their subject but tend to not provide footnotes and bibliography (as Bass and Whittemore do). This information is incidental to the goal of telling a good story. So, do we approach American Urban Form as a well-referenced historical fiction or a scholarly work adopting an intriguing (perhaps even innovative) methodological approach to urban history? In the end, it doesn’t really matter.

American Urban Form is more curiosity than ground breaking as a scholarly work. Despite the bold, important title of the book, its publisher, and the authors’ claim “the book is about patterns, the physical patterns or urban form that we can observe in American big cities past and present” and “physical patterns shape and are themselves shaped by” political, social and economic factors, it only discusses urban form incidentally in relation to those factors. In doing so, the authors adopt an a-spatial perspective when discussing the generators of American urban form, which is revealed by their use of the word ‘reflect’ in several instances. We have to believe this word choice is intentional. In this sense, American Urban Form comfortably sits within the prevailing planning paradigm of the post-war period in the United States (see M. Christine Boyer’s Dreaming the Rational City: The Myth of American City Planning for an excellent and detailed discussion on this topic). Unfortunately, it is also consistent with a recent, unfortunate trend in planning theory to claim to discuss one thing (physical form and space) but substantively reinforce prevailing thought (an a-spatial perspective of the city). Even when American Urban Form does discuss the physical fabric of ‘the City’, it tends to become trapped in discussing architectural styles.

Boston, New York, and Philadelphia seem a stylistic choice for the narrative since they have common temporal and geographical origins, and builds on the foundation of Warner’s previous research into the real history of these cities. It also allows the authors to avoid the emergent effects of 1785 Land Ordinance in generating American urban form (based on the authors’ own timeline, their use of the phrase “Jefferson grid” refers to the regular grid in general, in which case it is more accurately described as the Renaissance grid or even the Spanish grid). In selecting these cities, American Urban Form also reinforces what many see as an ‘East Coast bias’ in urban planning. This is not exactly right. It is actually a ‘Bi-Coastal bias’, which is consistent with a larger cultural bias in the United States. In a real way, there is an ‘axis of planning’ in the United States that stretches from the cabals of MIT to the Ivy League schools to the West Coast (Cal-Berkeley/UCLA) (see “Who Teaches Planning?”, Planitzen, January 14, 2013). By merging these cities together, American Urban Form manages to both undercut and misunderstand the importance of Philadelphia. Philadelphia is more important than New York and way more so than Boston in terms of the American planning tradition. Penn’s 1682 plan for Philadelphia demonstrated the scale of the possible for city planning in the New World. Namely, American urban form has always been expansive, what Gandelsonas referred to as “the invention of a new scale”, especially in comparison to European models of urbanism. If the authors had taken different cities as their subject (such as Chicago, St. Louis, and New Orleans), then a different (and, perhaps, more common) picture might have emerged in their narrative about the physical form of the American city.

This fact reveals the subjectivity lurking at the heart of American Urban Form. The authors’ experiment in representative history fails the most basic test of scientific method because their methodology cannot be objectively repeated to produce similar results for different cities. The results are entirely determined by the subjective choices of those writing the narrative. In this regard, the methodology might be useful as the basis for a student studio project but of little use to anyone outside the classroom. Also, taking the two densest cities in the United States (Boston and New York) as the subject for two-thirds of ‘the City’ allows the authors to craft an overly romantic view (in New Urbanist and Floridian “creative class” terms) of American urban form that does not ring true for the majority of the country. A quick review of Wikipedia’s listing of America’s most dense cities reveals two-thirds are located in the New York and Boston metropolitan regions; though interestingly and importantly, not Philadelphia. It is also interesting the authors’ descriptions of urban form become considerably more assured with the onset of the 20th century, which coincides with the emergence of urban planning as a distinct discipline. Before this, the authors provide as much space to discussing free-range hogs as they do to urban form. In itself, this is revealing since roughly half of the book is devoted to the first 200 years of ‘the City’ whereas the second half covers approximately the last 115 years. This is unfortunate since important aspects of early urban form are casually mentioned and their generative effects are not explored in detail. Instead, the narrative quickly returns to surer ground. i.e. a pseudo-history of political, social, and economic factors.

Does American Urban Form work as historical fiction? Well, not really. The book cannot be given a pass on these grounds either. Disturbingly for academics, this methodology seems to provide the authors with an in-built defense mechanism against criticism and, more importantly, testing of their ideas. Hey, it’s only “a representative history”, meaning, of course, it is a fiction so we have to evaluate the book on these grounds as well. We tend to teach historical fiction (Shakespeare’s Julius Caesar, Anthony and Cleopatra, and so forth) in literature courses, not history classes, because what is important is not historical accuracy but the use of literary devices in telling a story. American Urban Form fails the most basic literary tests in this regard. There is no characterization, rising action, dramatic climax, or dénouement. It is all conflict. Most of the book reads like an urban horror story where everyone is neatly divided into oppressor (rich white male, capitalist landowners) and the oppressed (everyone else who is not, especially Black Americans, women, and unions). This provides most of the narrative with an oddly Marxist perspective on American urban history. We say ‘oddly’ because it is so unexpected. This fictional urban history of capitalist oppression in ‘the City’ would sit a little too close for comfort (for some) next to the fictional history of capitalism written by Karl Marx in Das Kapital. The authors drop this odd perspective on their imagined history with the onset of the Civil Rights Movement in the 1950s and the leftist radicalism of the 1960s, which, in effect, conveys an apologia for the social conscience and actions of leftist baby boomers. For example, the authors state not once but twice (without explanation) the economic stagnation of the 1970s was caused by the Vietnam War. It will be a surprise to many who thought it was monetary policy, high taxation and excessive regulatory regimes during the Johnson, Nixon, and Carter Administrations as well as out-of-control government spending by a long-held Democratic U.S. Congress (the Reagan Revolution of 1980s does not seem to exist in the imagined world of ‘the City’, except incidentally or negatively).

In this sense, American Urban Form represents the worst kind of historical revisionism, indoctrinating leftist wish fulfillment (capitalism is evil, the state is good… and everything that follows on from that view) as a “representative” fact of American urban history. Because of this, it does not even qualify as good historical fiction. Much like Whittemore’s detailed and pretty bird’s eye views of ‘the City’ in the book (for the most part, vacant of meaning because they are a fiction, too; the one clear-cut exception is his wonderful aerial perspective of ‘dumbbell tenements’ on page 71), American Urban Form remains trapped in a single perspective on its subject. It either ignores, consigns to happenstance, or weaves an elaborate explanation for anything that might contradict or interrupt that perspective. Collectively, the result is a fanciful city of leftist, pseudo-Marxist fallacies. If you are already a member of the choir, you will like American Urban Form: A Representative History because you know the song and can sing along. If not, you will be better served by reading the history of a real city, examining in detail its historical plans and bird’s eye view drawings, and making your own conclusions.

American Urban Form: A Representative History by Sam Bass Warner and Andrew H. Whittemore with Illustrations by Andrew H. Whittemore, 176 pages, MIT Press, is available from MIT Press here and Amazon here in hardcover and Kindle formats. Prices may vary.

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Urban Patterns | Hashima, Japan

“Islands in the stream, that is what we are, no one in between…”
Islands in the Stream, Bee Gees

Urban Patterns | Hashima, Japan
by Dr. Mark David Major, AICP, CNU-A

Many people will be familiar with popular and fantastic ‘dystopian’ photographs of the abandoned urbanscape and buildings on Hashima (or Gunkanjima, meaning “battleship island”), Japan. Otherwise, people have probably seen the latest James Bond film (Skyfall, 2012) where several scenes were filmed on the island as the ‘secret lair” of villain Silva (played with relish by Javier Bardem). An excellent review of the island’s history, “Hashima: The Ghost Island”, by Brian Burke-Gaffney is available online from Cabinet Magazine here. However, satellite images of the island are rarely provided. A Google image search in April 2013 only produced one aerial photograph taken from a few hundred feet.

Satellite view from 600m of Hashima Island, Japan (Source: Google Earth).

In 1959, Hashima was the most densely populated city on Earth, with 5,259 inhabitants on the small, rocky outcropping, or 216,264 people per square mile (Source: Wikipedia). The layout and terrain of the island represents something of a microcosm of urban form processes condensed into an extremely very small area. Based on historical photographs, Hashima was enlarged using embankments to ‘regularize’ the shape of the island. The original shoreline appears, more or less, reflected in the irregular shape of the central strip of green colors viewable from above on the island. There is a small-scale deformed grid in the south-central portion of the island whereas there is a regular grid layout in its north-westerly portion. The layout offsets to these plan elements in order to oriented buildings along the western shoreline: on a larger scale, in the central west area using deformation; and, in two linear building strips immediately adjacent to the western shoreline. There are two large open spaces: one along the eastern shoreline, used as the ‘marshaling’ ground for embarking on and departing from the island; and, a second at the northern tip of the island, which was primarily used for recreational space. There is also an enclosed square in the north central area of the island. Hashima is fascinating not only for a dystopian nature arising from its abandonment since 1974 but also because its layout contains an urban ‘universe’ of formal articulation on only 16 acres.

(Updated: April 18, 2017)

Urban Patterns is a series of posts from The Outlaw Urbanist presenting interesting examples of terrestrial patterns shaped by human intervention in the urban landscape over time.

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REVIEW | Paradigm lost, Industrial and Post-industrial Detroit | UDi

Featured Image: Choice network analysis at radius 10,000 meters of Detroit in 1952 with industry superimposed from Paradigm lost, Industrial and post-industrial Detroit (Psarra et al, 2013).

REVIEW: Paradigm lost, Industrial and post-industrial Detroit by Sophia Psarra, Conrad Kickert, and Amanda Pluviano, Urban Design International, Advanced Online Publication, March 27, 2013
by Mark David Major, The Outlaw Urbanist contributor

There is a simple question at the heart of the Psarra et al paper, “Paradigm lost: Industrial and post-industrial Detroit – An analysis of the street network and its social and economic dimensions from 1796 to the present,” available as an advanced online publication from Urban Design International. This question is: can spatial pattern be implicated in the remarkable urban decline of Detroit over the last half-century? It is an important question precisely because so many architecture, urban design and planning professionals – as well as politicians and policy makers  – never bother to ask it, especially in the United States. The answer provided by Psarra et al is an academically careful and qualified ‘yes’.

Their basic argument is the locating of large-scale industrial uses at the northern periphery of the urban grid (along and near to Davison St./Grand Ave.) beginning around 1900-1910 – in combination with interstate highway system construction and decline of the streetcar system a few decades later – served to disrupt the integrated functioning of the urban street network, commercial, industrial and residential land uses, and the transportation infrastructure serving them (railroads, streetcars) in the city. This facilitated radical decentralization of Detroit to the suburbs, where developers and industry could find ever larger and cheaper land parcels. Their argument is a little more nuanced than this but that is the gist. In doing so, they conclude (though don’t say so bluntly) the automobile both made and destroyed Detroit.

They acknowledge more complex factors were, no doubt, at work in the decline of Detroit but argue understanding the pattern of urban space and how it relates to land uses and transportation infrastructure is crucial for diagnosing the problem. In its diagnosis, the paper excels though it is very light on offering solutions (beyond a vague call for “radical solutions”). For example, they generally discuss what they describe as “Landscape Urbanism” without much detail. They are far too kind to reveal what, I suspect, is probably an outright disdain for this approach to serious urban problems. Landscape Urbanism only exists because it is politically expedient and offers policy makers/politicians the appearance of doing something (and feeds the financial coffers of consultants) when, in fact, it is usually a useless solution that avoids the real problem all together. What is really interesting about their historical analysis is where industrial land uses were not located; namely, along the riverfront at the edge of the Woodward plan. This suggests the seeds of Detroit’s urban decline might be traced back to the early 19th century. Large-scale industrial land uses may not have been allowed to develop along the riverfront of the Woodward plan. If the industrial land uses along Davison/Grand had come to be located along the riverfront instead of the northern periphery, Detroit may have been better positioned to manage its transition from an industrial to a post-industrial city, as other cities have accomplished to varying degrees of success.

By necessity, academic articles cannot cover all of the bases. For example, I would have liked to have seen spatial analysis of contemporary Detroit with its interstate highway system ‘peeled off’ to better reveal its disruptive effect on the underlying street grid pattern. I’m not even sure if current space syntax software allows for this kind of ‘alternative’ analysis. I would have also liked to have seen a spatial model of Detroit embedded within its larger urban context to the south in Canada (Windsor/LaSalle), where the railroad lines do terminate along the riverfront of the Detroit River. There is also the political factor. Detroit has been subject to one-party rule (Democratic) for the last half-century and it’s hard to believe this is only coincidental with its decline as an urban center. To excuse the Democratic Party from Detroit’s decline, one almost has to concede that all government policies are essentially useless (a very Libertarian position). However, there is only so much anyone can cover in an article. “Paradigm lost, Industrial and post-industrial Detroit” is well worth the read. At the very least, it will get you questioning the “conventional wisdom” in the field about Detroit and other cities experiencing similar problems.

You read the full article online or download a PDF via the link below:

URBAN DESIGN International | Paradigm lost: Industrial and post-industrial Detroit – An analysis of the street network and its social and economic dimensions from 1796 to the present.

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Urban Patterns | Olmsted’s Riverside Suburb in Chicago

“Take me to the river, drop me in the water,
Take me to the river, dip me in the water,
Washing me down, washing me down.”
Take Me to the River, Talking Heads

Urban Patterns | Olmsted’s Riverside Suburb in Chicago
by Dr. Mark David Major, AICP, CNU-A

We are not anti-suburbia. In fact, quite the opposite. By definition, cities grow at their edges and suburbs have played a vitally important role in the growth of cities over thousands of years even if the modern use of the term ‘suburb’ only first emerged during the 19th century. We are against badly designed suburbs. We are against the proliferation of cheap, badly designed suburbs that have spread across the American landscape like an infection since 1926 but, especially, during the post-war period, i.e. suburban sprawl. By cheap, we really mean flimsy vertical (usually baloon-frame) constructions instead of merely low-cost in gross terms, though this is also often an aspect of the suburban sprawl model. So, what does a well-designed suburb look like?

Frederick Law Olmsted’s general plan for the Riverside neighborhood of Chicago, Illinois.

You would be hard-pressed to find a better model than Frederick Law Olmsted’s Riverside suburb in Chicago, Illinois. Riverside is one of the earliest (and still best) of the 19th century suburbs, which emerged from the City Beautiful movement. Olmsted designed Riverside in 1869, a full 60 years(!) before the landmark case, Village of Euclid, Ohio v. Ambler Realty Co., in which the US Supreme Court upheld zoning as a constitutional exercise of police power. The curvilinear street network of Olmsted’s plan discretely and explicitly separates in spatial terms the suburb from the large-scale regular grid logic in Chicago by making the most direct paths for movement around – rather than through – the residential area. Streets were “laid out as to afford moderately direct routes of communications between different parts of the neighborhood (but) they would be inconvenient to be followed for any purpose of business beyond the mere supplying of the wants of the neighborhood itself. That is to say, it would be easier for any man wishing to convey merchandise from any point a short distance on one side of the neighborhood to a point a short distance on the other side to go around it rather than through it” (Olmsted quoted in Reps, 1979 about an earlier but similar plan in Berkeley, California).

Satellite view from 5 km of Riverside in Chicago, Illinois (Source: Google Earth).

This is a similar design method deployed in Middle Eastern cities to isolated residential areas by complicating routes through those areas. However, like the Middle Eastern model, Olmsted’s Riverside suburb still maintains a multitude of street connections (17 in total) to the surrounding urban context at its periphery streets. This provides a stark contrast to even many New Urbanist developments; for example, Celebration in Orlando, FL and Amelia Park in Fernandina Beach, FL, which both only have three street connections to the surrounding urban context. The real genius of Olmsted’s Riverside plan achieves discrete separation from the surrounding urban context in spatial terms without relying upon interruptus in extremis (using the absolute minimum of external street connections, which is mathematically one), which lies at the core of the suburban sprawl model associated with Euclidean zoning and roadway classifications of modern transportation planning (and later, admittedly, the cost-savings aims of developers and home builders). So, we are not against suburbs. All we are saying is. if we are going to build suburbs – and we have to, it’s a fact – make sure they are damn good ones.

(Updated: April 13, 2017)

Urban Patterns is a series of posts from The Outlaw Urbanist presenting interesting examples of terrestrial patterns shaped by human intervention in the urban landscape over time.

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