Full text of "The Urban Pattern City Planning And Design"

linn mil inn mi

125 12O

III

EMERGING FROM THE CAVE

The URBAN

PATTERN

CITY PLANNING

AND DESIGN

SECOND
EDITION

ARTHUR B. GALLION

AN D

SIMON EISNER

CHAPTER TITLE SKETCHES BY
ANTHONY STONER

D. VAN NOSTRAND COMPANY, INC.

PRINCETON, NEW JERSEY
NEW YORK

TORONTO

LONDON

D. VAN NOSTRAND COMPANY, INC.

120 Alexander St., Princeton, New Jersey (Principal office)

24 West 40 Street, New York 18, New York

D. VAN NOSTRAND COMPANY, LTD.
358, Kensington High Street, London, W.14, England

D. VAN NOSTRAND COMPANY (Canada), LTD.
25 Hollinger Road, Toronto 16, Canada

Published simultaneously in Canada by
D. VAN NOSTRAND COMPANY (Canada), LTD.

No reproduction in any form of this book, in whole or in
part (except for brief quotation in critical articles or reviews),
may be made without written authorization from the publishers.

DEDICATED
TO THE
FUTURE

GENERATION

// you can look into the seeds of time,

and say which grain will grow and which will not,

speak then to me.

William Shakespeare

PREFACE

With the same basic philosophy so well received in the first edition, this second
edition gives new and added emphasis to the planning function. The revisions are
highlighted with an excellent selection of new photographs, and the new census figures
are reflected in the presentation. The material in the second edition is considerably
more concise and consolidated. New chapters include such important topics as urban
renewal and development, new towns, and urban planning as a government function.

Features

1. A wealth of carefully chosen illustrations with extensive and informative captions.

2. A text arrangement that is flexible and adaptable to various academic levels.

3. Arrangement of the book into parts in a manner that permits individual subject
treatment.

4. Wide scope and applicability to a variety of fields as a text or reference work.

5. Discussion of contemporary trends in city planning, both in general and in the
most important details, with desirable patterns indicated.

Although designed to serve as a text and reference book for the student of city
growth and planning, the book will also be of special value to professionals. Because
of its special chapter and section arrangement, it may be used in a variety of courses
in allied fields. It will serve to systematize instruction in the planning field given
through departments of architecture, civil engineering, business administration, polit-
ical science, economics, sociology, and geography. Prerequisites vary according to
the level for which the book is used.

The authors are indebted to the many who have contributed to the rich sources of
information and ideas upon which this book has drawn. We record our sincere grati-
tude to those who have been quoted and to those from whom illustrations have been
obtained.

ARTHUR B. GALLION
SIMON EISNER

VII

CONTENTS

PART I
THE CITY OF THE PAST

CHAPTER 1 THE DAWN OF URBANIZATION 3

From Cave to Village Political Formation Evolution of Physical Form Cities of Ancient Lands

CHAPTER 2 THE CLASSIC CITY 12

Government by Law The Democracy of Athens The Humble City Hippodamus Public Space

The Size of Cities The Dwellings Decline of the City The Hellenistic City Roman Prowess
Monuments and Diversion Slums and Decay

CHAPTER 3 THE MEDIEVAL TOWN 33

Out of the Dark Ages Castle, Church and Guild The Picturesque Town Medieval Dwellings
Medieval Institutions

CHAPTER 4 THE NEO-CLASSIC CITY 40

Mercantilism and Concentration Congestion and Slums Gunpowder The Renaissance Monarchy
and Monumentalism The Baroque City Behind the Facades Colonial Expansion-America
From Radials to Gridiron

PART II
THE INDUSTRIAL CITY

CHAPTER 5 THE INDUSTRIAL REVOLUTION 63

Handcraft to Machines Transportation Communications Public Health and Safety The Factory
Town The Utopians The Model Towns Horizon of Improvement Movement to the Cities The
Spiral of Land Values

CHAPTER 6 THE CITY OF CONTRASTS 79

Last of the Baroque Mid-Victorian Mediocrity The City Beautiful The City of Commerce The
Need for Regulation Zoning Extension of Public Services

CHAPTER 7 THE LIVING ENVIRONMENT 91

Patrick Geddes The Garden City The Common Denominator England The Satellite Garden Town

Sweden France Germany Holland Russia Italy Austria Switzerland

CHAPTER 8 TRANSITION 116

The Speculative Instinct Land Subdivision The Suburban Community The Mobile Population
World War I The Garden Apartment Henry Wright Radburn Housing-An Investment

CHAPTER 9 ISSUES IN FOCUS 137

The Great Depression Inventory "Priming The Pump" Experiments Slum Clearance Begins
The United States Housing Act Meeting the Need The Planning Dilemma War Begins a New
Decade

PART III
THE PLANNING PROCESS

CHAPTER 10 THE LEGAL FOUNDATION 165

Vn Age of Urban Anarchy When Official Planning Began The Police Power Zoning: The First
Step Changing Interpretation of the Law The Public Welfare Zoning and Community Character
- Enabling Legislation for Planning Transition Esthetic Standards Planning as a Government
Function The Planning Consultant The Citizen's Role

x CONTENTS

CHAPTER 11 THE GENERAL PLAN 185

A Comprehensive Plan is Needed Purpose of the Plan The Plan is a Process The Plan for
Land Use The Plan for Circulation Inventory of the Physical Structure Inventory and Classification
of Land Use Inventory of Social and Economic Factors Changing Character of Cities The Plan
is Teamwork Platitudes

,'CHAPTER 12 THE ZONING PLAN 203

The Precise Plans Zoning Defined Zoning Procedures Zoning Districts Height and Bulk
Flexible Zoning Off-Street Parking Some Conventional Deficiencies

PART IV
THE CITY TODAY

CHAPTER 13 SUBDIVISION OF LAND 227

The Use of Land Private Property in Land Land Subdivision and Speculation Escape! People
Need Cities Subdivision Regulations Subdivision Procedure Modern Subdivision Trends Planned
Development: The Community Unit Density Control

CHAPTER 14 THE NEIGHBORHOOD UNIT 250

A Unit of Urban Design The Neighborhood Unit Defined Open Space Neighborhood Recreation
Urban Conservation Schools The Neighborhood Is People

CHAPTER 15 COMMERCIAL CENTERS .... 265

The New Market Places Overzoning Parking Shopping Centers Downtown The Mall

CHAPTER 16 THE CIRCULATION SYSTEM 284

Channels of Movement Traffic Engineering: A Palliative A Place to Walk The RighL-of-Way
Street Design The Regional System The Freeway 'The Traffic Lane The Interstate Highway
Movement of People and Goods Terminal Space: Off-Street Parking Railroads The Third
Dimension Integration or Disintegration

PART V
NEW HORIZONS

CHAPTER 17 REBUILDING OUR CITIES 311

The Penalty for Neglect The Housing Act of 3949 Urban Renewal "Predominately Housing"-
The Workable Program To Sell or Lease Control of Obsolescence Taxation in Rcver.sc -Control of
Obsolescence Renewal Is for People

CHAPTER 18 THE NEW TOWNS 332

British Planning Policy Compensation and Betterment The London Rogion - - The New Towns
Variations of the Theme Chandigarh and Brasilia

CHAPTER 19 THE NEW UTOPIANS 357

The Search for Space The Search for Form The Density Equation On Common Ground

CHAPTER 20 METAMORPHOSIS 377

Symbols of Purpose Eclecticism Cities are Dated Symmetry or Freedom? Now Dimensions
The Penetration of Space The Habit of Congestion The Cultural Vacuum Unity of Purpose

BIBLIOGRAPHY 401

INDEX 425

PART I

THE CITY
OF THE PAST

The People, Yes,

Out of what is their change

from chaos to order

and chaos again?

Carl Sandburg

CHAPTER 1

THE DAWN
OF URBANIZATION

From Cave to Village. When Paleolithic man moved from his cave into the shelters
he constructed of boughs and leaves, he was making the first step toward urbanization.
Then Neolithic man cultivated plants, domesticated animals, and introduced agricul-
ture. He created possessions in the form of crops, animals, and tools, and possessions
bred rivalry, which in turn brought the need for protection. Families collected into
friendly groups and formed villages in which the agrarian population enjoyed the ad-
vantages of mutual protection. The villages were located on sites offering the natural
protection of elevated terrain, islands, peninsulas, or they were surrounded with bar-
ricades and moats. One of the earliest known villages was built upon piles in a Swiss
lake.

Man was a gregarious being. He sought the companionship of his fellowmen and
devised group entertainment and sports. The stronghold of the village became an appro-
priate sanctuary for the altar of his deity. It provided a place for worship, a meeting
place for assembly, and a center for trade. The environment became popular, and
urbanization had begun.

Political Formation. The village brought something new to the lives of primitive
man. It introduced the necessity for mutual responsibility and co-operation. There
were various interests common to all the inhabitants, and they were merged into a form
of society, a social and political organization.

Man did not adjust himself with the utmost grace to the self-discipline that this
responsibility imposed upon him. He retained his primitive instincts for self-preserva-
tion and superstition. Personal rivalry flared within the village, and the most powerful
assumed the role of tribal leadership, maintaining communal order with the aid of the
cudgel. Rivalry spread between villages, armed conflict ensued, and the barricades
were transformed into fortified walls. Several villages came under the domination of
the victorious tribe, and its leader rose to a position of ruler. In time, empires were
created, and rulers took the titles of king and emperor.

Society has been forged in the crucible of natural forces. Being a natural entity
himself, man has inflicted upon himself many of the evils and hardships he has suf-
fered. He has faced the necessity to improve economic security, correct social mal-

4 THE CITY OF THE PAST

adjustments, discard mass superstitions, or resist seizure of power by autocrats bent
upon personal glory and self-aggrandizement. The conflicts have occurred with varying
degrees of pressure upon humankind and under a variety of circumstances.

Evolution of Physical Form. Evolving from these conflicts the development of
cities has marked the culture of a people. Sensitive to the surge between oppression
and justice, the physical form of cities has been shaped by the economic, social and
political forces of society. The degree to which freedom or slavery has dominated the
lives of men, the manner in which war has been waged, the instruments of destruction
and defense, the tools for peaceful pursuits and the way they have been used, the con-
sideration, neglect, or disdain men have shown their fellowmen, all account for the
kind of cities Man has built for himself, and their effect on urban development may
guide us in charting our future enterprise in city building.

Historians have attempted to isolate and codify the variations in the patterns of
cities. However, their development almost precludes such classification. Adjectives
like organic and inorganic, irregular and geometrical, magical and mystical, formal
and informal, medieval and classic, are often so obtuse they obscure rather than clarify
the distinctions, or they describe a form without the substance. The primary distinction
in the pattern of cities is marked by the transitions from a slave to a mercantile econ-
omy and from slingshot to gunpowder warfare.

Two basic forms are discernible: the walled town and the open city. Within these
basic forms a wide variety of patterns has been woven, each color and design shaped
by the character of society at the time.

Few cities in which great cultures thrived began with a plan. They developed by a
process of accretion the growth was irregular in form, sensitive to changes in the
habits of people, and dynamic in character. They began as free cities which men set-
tled by voluntary choice. Geometrical form was introduced according to the manner in
which the land was apportioned among the inhabitants. Colonial cities founded by
great states were given a formal pattern predetermined by a ruling authority. Privi-
leged landowners platted their land for allocation to settlers, the plots being generally
regular in form, almost static in character.

Within these various patterns we may find similar social, economic, and political
habits and customs. Neither the presence nor the absence of geometrical form has
affixed itself upon a people or a period as a conclusive expression of society. It is
rather the manner in which the forms have been manipulated and the purpose for
which they have been devised that give significance to the physical patterns of cities.

With the ebb and flow of civilization the irregular and geometrical patterns have
been grafted one upon the other. Villages which grew into cities because of geo-
graphic, economic, or social advantages may show evidence of geometrical forms
superimposed upon an irregular pattern, or an informal system may have been
grafted upon a city having an original pattern of gridiron streets. Cities have been
subjected to the process of continuous remodeling through the ages, and the variety of
forms is the result of forces which dominated during the successive periods of their

THE DAWN OF URBANIZATION 5

history. We find the motives of city builders, from emperors to subdividers, reflected
in the designs they have stamped upon the city.

We have been accustomed to measuring a civilization by the monuments it produced.
Certain cultural characteristics are revealed by these structures, but it is not enough to
observe the monuments alone. The city is not the palace, the temple, or a collection of
art objects. If we are to discern the characteristics of a civilization, we cannot confine
our attention to the rulers; we must observe the affairs of the people. The city means
the whole people who inhabit it, the entire collection of the houses the people live in,
the shops in which they work, the streets they traverse, and the places in which they
trade. To separate the palace from the dwellings of the populace is like removing
a phrase from its context. When the palace is related to the lives of the people, it
may provide quite a different interpretation than when it is observed as an isolated
monument.

More than the great structures that impress us, it is the dwellings of the people that
mark the culture of cities. Civilization is not measured by inventions alone; it is meas-
ured rather by the extent to which the people share the benefits these inventions make
possible. Progress is not gauged by comparison of an aboriginal village with a modern
city; it is more accurately appraised by the degree to which the people have partici-
pated in the advantages of each. Standards and quality are relative, and it is the con-
trast between the environment of the privileged and that of the poor which provides the
yardstick of the freedom and happiness enjoyed by the people in any period.

History reveals a lag between moments of great social ideals and the structures that
reflect them. Institutions of social and political justice or oppression gather a mo-
mentum which carries beyond their zenith. The substance of these institutions, the free-
dom they have nurtured or denied, may have altered or vanished by the time the physical
structure of the urban environment they engendered is finally completed. Frequently,
the powerful human forces which produced a city have begun to change or disappear
before the physical form of the city has modified. An environment which emerged from
a society of high ideals may then become the dramatic scene of decline. The city form
may remain after the substance of the society has vanished or been replaced.

Stability, in the sense of a sameness of human conduct, a status quo of human institu-
tions, has not long endured. Humanity must continuously have new cultural food upon
which to nourish, or it decays. Civilization has not remained static for any protracted
period /During periods in history when the social and political institutions were molded
to the welfare of the people they provided the very climate of freedom in which the
baser instincts of humanity could forge and wield the tools of oppression, inequality,
and injustice. Unless this tide was stemmed, civilization turned in the direction of
decline. We observe these trends in ancient cities, in medieval cities of the Middle Ages,
in the Baroque Period, and there is evidence of their presence in our cities today.

Cities of Ancient Lands. Early civilization spread along the fertile valleys of the
Nile, Tigris-Euphrates, and Indus Rivers where food, water, and transportation were
at hand. A series of great and small empires rose, waged wars, and fell. Supremacy

6 THE CITY OF THE PAST

shifted from one kingdom to another, each adding its contribution to the evolution of
the civilized world, but one characteristic was shared in common by all these civiliza-
tions. Moved by mystic superstition, the people were slaves of the ruling class, and
they bowed before the reigning king as before a deity. All possessions of the kingdom,
the land, and its benefits were subject to the will of the ruling monarch and his
appointed emissaries*

In Egypt the lives of the people were dedicated to the Pharaoh. The towns they built
in the third millennium B.C. were erected upon his order. They housed the slaves and
artisans engaged in building the great pyramids the royal tombs of kings and nobles.
Like huge barracks the cells and compartments of sun-dried bricks were crowded about
common courtyards. Narrow lanes served as open drainage sewers as well as passage-
ways to the dwellings. Walls surrounded the towns. Because the kingdom was broad
and mighty, they were probably built primarily for protection from seasonal floods
rather than the armies of invading enemies.

Concurrent with the Pyramid Period of Egypt permanent towns of burned brick
were built along the Indus Valley. In Mohenjo-Daro and Harrapa the streets were
arranged in a regular pattern and, as in Egypt, the dwellings were compactly built
about interior courts. The heights of buildings were established in proportion to the
width of streets, one and two stories predominating. Sanitation was of a relatively
high order; a system of underground sewers extended about the towns, and there is
evidence that disposal lines were connected to the dwellings. But all trace of the civili-
zation that produced these cities has apparently vanished, and it remains a matter of
conjecture whether the peoples who occupied them influenced the city building of the
Near East in subsequent centuries.

In the second millennium B.C. Egyptian kings built great temple cities on the banks of
the Nile. Monumental avenues, colossal temple plazas, and rock-cut tombs remain as
mute testimony to the luxurious life of kings and nobles in Memphis, Thebes, and
Tel-el-Amarna, but few snatches of recorded history describe the city of the people.
Time and the elements have washed away the clay huts and tenements in which the
people dwelled. The dramatic Avenue of the Sphinxes in Thebes and the broad temple
enclosure, one-third mile wide and one-half mile long, in Tel-el-Amarna tell a vivid
story of powerful autocrats, while historians piece together fragmentary remains of
the homes of people and conclude that slums spread about the towns.

A series of empires rose in Mesopotamia, and humble villages along the valley of
the Tigris and Euphrates Rivers became monumental cities of the kings. Each was
heavily fortified to resist the siege of many enemies. The stately palace-temple
dominated the city, and the people lived their urban existence in the shadows of slavery
and superstitious religion. Economic hardship added to the burden of the masses.
According to Bemis and Burchard a skilled artisan in ancient Sumeria could obtain
housing for 5 or 6 per cent of his income, but the poorest dwellings cost unskilled
workers as much as 30 and 40 per cent of their subsistence allowance. 1

1 The Evolving House, Volume I, A History of the Home, Bemis and Burchard, 1933-36.

EGYPTIAN
HOUSE

KAHUN

The city of Kahun, Egypt, dating from about 3000 B.C. and built for the slaves and artisans assigned for work
on the Illahun pyramid, was hardly more than an assembly of cells arranged in rectangular blocks to which
narrow allevs g*ve access. The apparent difference in the size of these cells indicates a distinction in class
among the inhabitants, the more commodious dwellings occupying the upper-right quarter of the town.

Time and the ravages of weather have washed away the clay villages, and little is known of the average
dwelling of the Egyptian. Deductions from sparse records indicate that the simplest dwelling was a single cell
of sun-dried bricks and plaster covered with a roof of reeds. The city dwelling, such as the humble houses in
Kahun, was probably a group of small rooms surrounding a diminutive courtyard in which the cooking and
other domestic activities were performed. This court may have been used as a work area for the craftsmen.

The climate was favorable to outdoor living, and stairs led to the roof which was the most desirable space
for living and sleeping. In the finer houses of the noblemen, these roof areas were apparently developed with
gardens, lavishly furnished and covered with awnings.

A ventilating device, known as the "mulguf," was installed on the roof to provide some degree of cooling
for the interior rooms. Probably olive oil lamps provided light, and such heat as was necessary was obtained
from charcoal braziers. While sun-dried brick was the principal material with which the towns were built, the
Egyptians, being fine masons, probably constructed the dwellings of nobles with stone and plaster.

A Monastery
B Bath

MOHENJO-DARO

Excavations at Mohenjo-Daro in the
Indus Valley have revealed the re-
mains of a large city built about
3000 B.C. It is apparent that a rela-
tively advanced civilization flour-
ished in this city. Houses ranged in
size from two rooms to mansions with
numerous rooms. The map shows the
archeologists' assumption lhat a
major street ran in the north-south
(First Street) and east -west (East
Street) directions. Areas shown in
black have been excavated and indi-
cate the intricate plan of narrow
roads. Buildings were of masonry,
streets were paved, and considerable
evidence of sewer drainage from
dwellings has been uncovered. The
principal buildings excavated are a
public bath and a monastery.

o ' FEET soo

KING SOLOMON'S TEMPLE AND CITADEL, JERUSALEM, c. 900 B.C.

The splendor of the temples and palaces of the kings in contrast to the congested dwellings of the populace.
(Restoration by Dr. John Wesley Kelchner)

BABYLON

Gate

B Temple
C Hanging Gardens
D Ancient Street System
E Fortress

In the sixth century B.C. Babylon was a large city spanning the Euphrates River. Surrounded by great walls and a
moat, it was a monumental city of kings the processional avenue leading to the magnificent Ishtar Gate, the
Temple, and the Hanging Gardens of Nebuchadnezzar's Palace. When Babylon was but a village, the streets were
probably irregular; as il grew into a flourishing city, the avenues were laid with a more regular form as described
iy Herodotus. At that time the palatial monuments were built and the dwellings increased in height and crowding.

REGIONAL PLANNING IN ANCIENT TIMES

While in captivity in the sixth century B.C., the Israelites planned their
return to Jerusalem and Ezekiel described in his book (Ezekiel 25:45) the
plans desired by God for the allocation and use of the land upon their
return. Within their land, from Dan to Beersheba, an area of 10,000 by
25,000 reeds (18 by 45 miles) was to be set aside for the priesthood and
within it was to be the sanctuary of worship. An area 5,000 by 25,000 reeds
(9 by 45 miles) was to be set aside for the people of the city. The land on
both sides of these areas was reserved as princely lands.

There was no indication of the precise location of the boundaries and
it is probable that Ezekiel understood God's wishes were directed more to
the area of land needed for the production and distribution of abundant
goods than the exact location surrounding the city of Jerusalem. Perhaps
the amount of land allocated to production for the people of the city was
less than that for the priests since Jerusalem was a crossroads for trade
routes and the people derived considerable wealth from the resulting com-
mercial enterprise in which they were engaged. The princely lands sup-
ported the kings who maintained residences on the Mediterranean and the
Dead Sea as well as Jerusalem. The land described by Ezekiel lies within
the area we identify today as Judea.

A Lands -for City People B Lands for Priests C Lands for Princes

THE CITY OF THE PAST

Seeking to improve the lot of the common people, the great King Hammurabi, in
2100 B.C., codified his laws of justice. In Old Babylon we observe the dawn of building
regulations. The codes of Hammurabi meted harsh punishment to irresponsible
builders. According to the king's decree, if the wall of a building should fall and kill
the son of the occupant, the life of the builder's son would be sacrificed the doctrine
of "an eye for an eye, a tooth for a tooth."

Out of the slums of thriving imperial cities were carved triumphal avenues con-
necting magnificent city gates. King Sennacherib built his temples and palaces in
seventh-century Nineveh. The processional avenues, great walls, monumental gates,
and hanging gardens of Nebuchadnezzar's palace were the vivid spectacle of Babylon
in the sixth and fifth centuries described by Herodotus. This Greek historian also told
of the narrow streets lined with the three- and four-story dwellings of the populace.
Behind the avenues, laid in regular pattern at right angles to each other, were the
crowded houses of the people. Of more concern to the vanity of rulers was the monu-
mental spectacle of the great edifices with which they adorned their cities.

Perhaps the physical environment of the home did not weigh heavily upon the people
in ancient times. Undoubtedly a beneficent desert climate cleansed the insanitary sur-
roundings in these southern lands. But, human nature being what it is, we can reason-
ably suspect that the violent contrasts in social caste, the servitude in which the multi-
tude languished, and the restriction from participation in public affairs were as
responsible for tfre continuous wars, revolts, and conquests, as the insatiable appetites
of kings for power.

A more enlightened society appears to have been cultivated in the islands of the
Aegean Sea. Kings reigned over city-states, but these rulers were apparently not
accorded the distinction of deification as in eastern lands. In contrast to the austere
detachment of royal palaces in Mesopotamia, the palace served as a center of com-
munity life in Aegean culture. On the island of Crete the town sites offered natural
protection. Ancient cities, like Knossus, were not surrounded by walls. The people
enjoyed free access to the sea and entered into trade with other lands. On the mainland
of Greece, however, cities needed the protection of ramparts; the cities of Tiryns and
Mycenae were heavily fortified.

These early cities of the Aegean were irregular in form. Meandering streets fol-
lowed the rugged topography of the sites. The streets were narrow lanes but they were
paved with stone. Excavations have revealed highly developed systems of water supply,
sanitation, and drainage for the palace and many of the houses. Most dwellings were
one-story in height and, although densely built, the towns did not reach the great size
and congestion which were apparent in cities of the Near East.

A Palace

B Public Square

PALAIKASTRO

100

In the cities of Aegean culture the palace of
the king appears to have been an integral part
of the town life. Broad steps lead to an open
court which was probably a place of assembly
and entertainment.

Built upon rugged hill sites, the streets
were irregular and narrow. Towns in Crete
were not surrounded by walls since their loca-
tion on an island afforded adequate protec-
tion. On the mainland of Greece, however, the
early cities were walled.

Dwellings in the ancient Aegean cities
comprised a few small rooms about a living
room called the "megaron." This room opened
into a small light court, or a portion of the
ceiling itself was open. Rain water from the roof was collected in a cistern in this area. The poor houses wert
probably confined to the "megaron" and vestibule, with access to the roof for expansion of the living area. The
larger houses contained a number of rooms and courtyards. There is evidence of bathing facilities within some
of the better houses, and palaces of the Minoan period
were equipped with drains. One-story buildings pre-
vailed, the construction being mud brick on stone
foundations.

GOURN1A

B Bath

M Megaron

STREET

EARLY CRETAN HOUSE

CRETAN HOUSE, c. 2000 B.C.

CHAPTER 2

THE CLASSIC CITY

Government by Law. On the mainland of Greece the virile shepherds from the
north mingled with the Aegean peoples, merged with iheir city-states, and gradually
absorbed them within their culture. A wealthy landowning noble class rose in power,
and during the eighth century B.C. leaders from this group appropriated much of the
influence previously exercised by the kings. The palace citadel disappeared, and temples
dedicated to the gods of their religion replaced them upon the acropolis. The nobles
assumed the power of kings, dominated the cities, and brought oppression lo the peasant
class. Seeking relief in other lands, the peasant group opened new avenues of coloni-
zation and trade. A merchant middle class emerged. Feuds between this new economic
group and the city-dwelling nobles forced the selection of a common leader, and in the
seventh century the Tyrants of Athens came into power.

Although they were themselves of the noble class, the Tyrants maintained their
leadership by their support of the common people. Estates of the nobles were redistrib-
uted among the people, and a strong land-holding peasant class developed. Under the
successive leadership of Solon, Pisistratus and Clisthenes, the principle of law evolved
as a basis of social conduct, A new form was given to political organization of the com-
munity: a government of laws determined by the people.

During the fifth century B.C., with the inspired leadership of Pericles, democracy
and a high order of morality took root in Athenian citizenship. Political education
was extended by way of free speech and assembly. Magistrates were elected to execute
the laws, and public service was vested with dignity. Sovereignty of the people was
assured and protected by a body of laws to which all agreed and were subject. The
deep sense of individual responsibility was expressed in the vow of Athenian citizen-
ship:

I will not dishonor these sacred arms; I will not abandon my comrade in battle; I will fight for
my gods and my hearth single-handed or with my companions. I will not leave my country
smaller, but I will leave it greater and stronger than I received it. I will obey the commands
which the magistrates in their wisdom shall give me. I will submit to the existing laws and to

THE CLASSIC CITY 13

those that the people shall unanimously make; if anyone shall attempt to overthrow these laws or
disobey them, I will not suffer it, but will fight for them, whether single-handed or with my
fellows. I will respect the worship of my fathers.

The Democracy of Athens. Inspired by the political genius of Pericles the
democracy of Athens in the fifth century acquired a soul. It required wise citizen-
ship to retain this quality, and philosophers like Socrates strove to cultivate the
wisdom and intelligence. Although Socrates sometimes disapproved of the laws
and thought some of them bad, he insisted upon the obligation of the citizenry to
abide by them until they were revised. Esteem for the law was expressed in the
words of the great orator Demosthenes:

The whole life of men, whether they inhabit a great city or a small, is ordered by nature and
the laws. Whilst nature is lawless and varies with individuals, the laws are a common possession,
controlled, identical for all. . . . They desire the just, the beautiful, the useful. It is that which
they seek; once discovered it is that which is created into a principle equal for all and unvarying;
it is that which is called law.

Athenian democracy of the fifth century was described by Glotz 1

as the exercise of sovereignty by free and equal citizens under the aegis of law. The law, which
protects the citizens one against the other, defends also the rights of the individual against the
power of the State and the interests of the State against the excesses of individualism. Before
the last years of the fifth century there is no sign that liberty has degenerated into anarchy or
license, nor is the principle of equality carried so far as to entail the denial of the existence of
mental inequalities.

Democracy in the Age of Pericles produced that inherent dignity of the individual
born of free speech, a sense of unity with one's fellowman, and a full opportunity for
participation in affairs of the community. The Athenian citizen experienced the exhila-
ration of freedom and accepted the challenge of responsibility it thrust upon him with
honor and with pride. The discovery of freedom gave impetus to the search for truth
as honest men desire it. Philosophy was nurtured, and there were no depths which the
wise and intelligent were afraid to plumb. Reason was encouraged, logic invited, and
science investigated. There was no truth which might be discovered and remain undis-
closed. Inspired by this atmosphere it was no wonder great philosophy was born; only
in freedom can such greatness be cultivated, not freedom from care but freedom of
the spirit. This was the environment of culture which produced Socrates, Plato, and
Aristotle.

The affinity between freedom and spiritual values was symbolized in the temples
built upon the acropolis. In them was reflected the exalted stature of democratic man.
Some four centuries later another philosopher, this one from Bethlehem, was to recreate
the spiritual values demonstrated by the Greeks at the height of their democracy.

The Humble City. During the early years when democracy was flowering, the
Greek city was a maze of wandering unpaved lanes lacking in drainage and sanitation.
Water was carried from local wells. Waste was disposed of in the streets. There were

1 The Greek City and Its Institutions, Guslave Glotz, Kegan Paul, Trench, Trubner & Company, Ltd., 1929.

Trantt World Airways

THE ACROPOLIS, ATHENS

The temple rather than the palace of rulers
dominated the ancient Hellenic city and a meet-
ing place Cor political assembly of the people
the pnyx was added to the urban pattern. As the
power of kings diminished and democracy ex-
panded, the houses of the people and the com-
munity facilities established for their use assumed
greater importance in the city plan.

ANCIENT ATHENS

A Acropolis

B Agora

C Stoa

D Theseum

E Prytaneum

F Areopagus

G Pnyx

H Theater of Dionysus

FEET

2600

THE CLASSIC CITY 15

no palaces and, with the exception of the temples, public buildings were few and simple.
The common assembly place was the pnyx, an open-air podium where the citizens met
to consider affairs of state. The agora, or market place and center of urban activity,
was irregular in form. There was little distinction between the dwellings of the well-
to-do citizen and his less privileged fellowmen. The few rooms that comprised the
house were grouped about an interior court behind windowless fagades facing the
random streets. Most towns were surrounded by protective walls.

For the Greek citizen the temple was the symbol of his democratic way of life, the
equality of men. Upon the temples he lavished all his creative energies, and in them
we find a refinement of line and beauty of form that expressed the dignity and humility
of the Athenian. In later and less happy days Demosthenes reflected upon this period
of the fifth century. "These edifices," he said, "which their administrations have given
us, their decorations of our temples and the offerings deposited in them, are so
numerous that all efforts of posterity cannot exceed them. Then in private life, so
exemplary was their moderation, their adherence to the ancient manners so scrupu-
lously exact, that, if any of you discovered the house of Aristides or Miltiades, or any
of the illustrious men of those times, he must know that it was not distinguished by the
least extraordinary splendor." 2

Hippodamus. It was natural that an atmosphere of philosophy should impel a
search for order in the city. It was a topic that engaged the attention of teacher-
philosophers and politicians alike. In the latter part of the fifth century an architect
from Miletus, by the name of Hippodamus, advanced positive theories about the art
and science of city planning. He has been credited with the origination of the "grid-
iron" street system, although this is not entirely accurate. A semblance of geometrical
form had been present in early towns of Egypt, Mesopotamia, and the Indus Valley,
and a formal rectangular pattern was used, in part, for rebuilding some Greek cities
after their destruction by the Persians in the sixth century. The gridiron pattern was
vigorously applied by Hippodamus to obtain a rational arrangement of buildings and
circulation.

The city plan was conceived as a design to serve all the people. The individual
dwelling was the common denominator. Blocks were shaped to provide appropriate
orientation for the dwellings within them. The functional uses of buildings and public
spaces were recognized in the arrangement of streets. They provided for the circula-
tion of people and vehicles without interference with the orientation of dwellings or
the assembly of people in the market place.

Superimposing the rigid geometrical form of the Hippodamian street system upon
the rugged topography of the sites occupied by most Greek cities created numerous
streets so steep they could be negotiated only with steps. Since the movement of people
was almost entirely on foot, this did not present the problem we might assume today
although there were probably some puffing Grecians who reached the top of a long
climb to attend a political meeting in the assembly hall. The principal traffic streets,

p. 302.

S T R E ET

GREEK HOUSE, FOURTH CENTURY

K Kitchen
M Megaron
L Living Room

A Atrium
S Shop

FEE

A Old Agora
B New Agora

OLYNTHUS

LATE GREEK HOUSE

The town of Olynthus conveys some idea of the transition in oily development during the laic fifth and early
fourth centuries in Greece. Excavations indicate a dual town; the earlier portion with an irregular layout of
streets, the complete plan not having been uncovered. An agora was situated here, and the remains of a
bouleuterion (assembly) have been found. The dwellings were small and irregular in form. This part of the city
may be the original plan occupied first by the Boeotians and later by the Chalcidians prior to the last quarter
of the fifth century when the city grow in importance as a Greek "polls." The flippodamian plan was probably
developed after this time, the principal streets Jaid in a north-south direction about 300 feet apart and connected
by east-west streets of narrow width some 129 feet apart. The city was raxed by Philip of Maeedou in 348 B.C.
and did not rise again.

The climate in Greece was more, rigorous than the countries we have previously observed. Protection from
heat, cold, and dampness was a more important factor. The house of early times was centered about the hearth
and contained a minimum number of rooms to heat. The hearth was situated in the. central room called the
"atrium." An opening in the roof permitted the smoke to escape and rain water from the sloping portion of
this roof was collected here. There is no indication of sanitary provisions or water supply other than that col-
lected in the atrium.

The Olynthus houses show the improvement -which developed in both interior arrangement and relation to
the street system. All dwellings were oriented uniformly, although the room arrangement varied somewhat. Tn
general the rooms of the dwellings opened into a courtyard and faced to the south. The north wall gave pro-
tection from winds. The principal southern exposure was advantageous in winter because of the low angle
of the sun which permitted it to penetrate the interiors; in summer the high altitude of the sun was a protection
from the extreme heat. It will be noted that this orientation was applied uniformly to all dwellings regardless
of the relation of the houses to the street. This rational treatment of planning was not again repeated until the
housing program in Europe following World "War I.

The later towns enjoyed paved streets and underground drains. The houses were generally two stories in
height and some were equipped with baths connected to the drainage system. The cistern was prevalent in most
houses and rain water was collected from the roof. The drainage system was apparently not intended for sewage
disposal and sanitation was continued with cesspools and portable latrines.

There is a remarkable similarity in the dwellings thus far excavated in Olynthus, the standards being fairly
uniform. Principal shopping was undoubtedly conducted in the agora, although there is evidence of small
individual shops connected to some of the dwellings. These may have been the workrooms of craftsmen as well
as market shops.

LJ
Ul

^k Plans of Olynthwt after Dr. David M. Robinton

OLYNTHUS Detail plan of shaded area in general plan on opposite page.

B Bath C Storage or Stable D Dining Room K Kitchen P Patio W Cistern S Shop

18 THE CITY OF THE PAST

however, were placed to allow the circulation of the few horse-drawn vehicles which
entered the town.

Public Space. The expanding affairs of government required appropriate facili-
ties. The agora, or market place, was the center of business and political life, and
about it were lined the shops and market booths. Accessible from the agora square, but
not facing upon it, were the assembly hall (ecclesiasteron) , council hall (bouleuterion) ,
and council chamber (prytaneum).

The agora was usually located in the approximate center of the town plan, with the
major east-west and north-south streets leading to it. It was designed to accommodate
all the citizens who would have business in the market place or attend public functions
in the adjacent public buildings. The open space enclosed by the agora occupied about
5 per cent of the city area, the dimensions being approximately one-fifth of the width
and breadth of the town itself.

The plan of the agora was geometrical in form. Square or rectangular open spaces
were surrounded by colonnaded porticoes sheltering the buildings about the square.
The plan was arranged to avoid interference between the movement of people across
the open space and those who assembled for trade and business in the market. Streets
generally terminated at the agora rather than crossing it, the open space being reserved
primarily for pedestrian traffic and circulation.

Common open space in Greek cities was largely confined to enclosure for public
buildings. Because the city was small in area, the city dweller was not far removed
from the open countryside about the town. Olive groves flourished outside the walls
and here the philosophers founded the academy and the lyceum. In these quiet groves
they met their pupils and set the pattern for later institutions of higher learning. From
these academies came the first university, the Museum of Alexandria.

Evidence of attention to building regulations is recorded in the chronicles of various
Athenian writers. There is reference to laws restricting buildings from encroachment
upon the streets and prohibitions against the projection of upper floors beyond the
first floor walls. These are forerunners of the present-day "rights-of-way." Windows
were not permitted to open directly upon the street, and water drains were not allowed
lo empty into the street. Though primitive when judged by the standards acceptable
today, the Greek towns demonstrated a conscious effort to improve the environment
for the whole people, the final test of genuine civic responsibility.

It was in the colonial cities founded by the city-states on the shores of the Mediter-
ranean that the planning theories of Hippodamus found their fullest expression. It is
recorded that Hippodamus himself planned Piraeus, the port city of Athens, as well as
Thurii and Rhodes. The old established cities were remodeled in parts, the agora
assuming a more orderly form as new buildings were erected for public affairs, but
the colonial cities had the benefit of planning prior to their settlement. Although they
were founded by a mother city-state, they enjoyed a degree of political autonomy,
becoming a part of the confederation of Greek cities which comprised the Athenian
"Empire."

THE CLASSIC CITY 19

The Size of Cities. Athens, in the fifth and fourth centuries, had a citizen popula-
tion of some 40,000 and a total population of between 100,000 and 150,000 including
slaves and foreigners. Most Greek cities, however, were relatively small. Only about
three towns exceeded 10,000 persons during the thriving Hellenic Period. It was a
theory of Hippodamus that this was an appropriate size, and Plato later concluded it
should range between 5,000 and 10,000. In the settlement of colonial towns it was
customary to dispatch about 10,000 colonists from the mother city-state. The glorious
metropolis with its teeming millions is undoubtedly an exaggerated description of the
actual number of people who dwelt in urban communities in ancient times. The metrop-
olis, as we know it, is of comparatively recent origin.

A number of factors bore upon the size of a city and the population it could support.
The food and water supply was a primary consideration. The tools for cultivating the
soil, the means for transporting the products, and the source and methods for distribut-
ing the water supply established limits on the urban population which could be
accommodated in a single group. As long as people were dependent upon the primitive
hand plough, the horse-cart, and gravity flow of water, it was not feasible to gather
in great numbers and maintain adequate standards of urban hygiene. Hellenic towns
relied primarily on local watercourses, wells, and springs, but supplemental supply
was sometimes available through conduits from more remote sources in higher sur-
rounding hills.

The Dwellings. In their houses the Greeks sought quiet privacy. Most of the social
contacts and all business affairs were carried on outside the home. Small merchants
frequently had shops adjacent to their houses, but business and politics were generally
conducted in and adjacent to the agora. Sports and recreation were concentrated in
the gymnasium ; drama and festivals in the theater. Feasts and other celebrations sel-
dom occurred in the private dwelling. There was usually a small altar in the home,
but religious exercises and worship took place in the temples. Consequently, the house
was unpretentious in its appointments and, as has been previously mentioned, there
was little distinction between the dwellings in the town. A display of affluence was not
consistent with the tenets of democracy in the fifth century.

Early houses were enclosed about a central hearth. A hole in the roof allowed the
smoke to escape and it also permitted the collection of rain water in the cistern. In
late Hellenic towns sanitation was improved by the pavement of streets and installation
of underground drains from dwellings. The town maintained reservoirs, but there
was no distribution system. With the improvement of drainage, however, there was an
increasing number of homes with private baths. Disposal of sewage was apparently
not provided for, and the portable latrine and private cesspool continued in use. Terra-
cotta braziers supplemented the hearth as a source of heat in the larger houses.

Care in planning the dwelling was not less because of its simplicity. On the contrary,
as the center of family life, the proper arrangement of rooms in relation to the site
received attention from builders and philosophers alike.

The climate urged emphasis upon orientation of the dwelling. The maximum amount

PRIENE

A Agora

B Temple of Athene Polias

C Theater

D Stadium

These cities demonstrate the Hippodamian plan as it developed toward the end of the Hellenic Period. The
agora occupies the approximate geographical center of the town. About it are the temple shrines, public
buildings, and shops. The dwelling blocks are planned to provide the appropriate orientation of houses in a
manner similar to that shown at Olynthus. Recreation and entertainment facilities are provided in the gym-
nasium, stadium, and theater. The contours of the site indicate that some of the streets were very steep, steps
being frequently required, but the main streets connecting the gates and the agora were generally placed so
that beasts of burden and carts could traverse them readily.

MILETUS

A Agora

B Theater

C Stadium

D Port

an
ana

BBS

nnnn

Dnazannn
nnnnnnna
anneal

an
anna
nnna

THE AGORA OF PRIENE

A Market Place

B Temple of Athene Polias

C Ecclesiasteron

D Prytaneum

E Stoa

<::%J^WE%%%3^ I r I

I I II I I

The market place was designed for freedom of pedestrian movement, streets generally by-passing or terminating
at the open space. Service to the shops was sometimes provided from the exterior streets surrounding the
market place.

The agora was treated as a series of exterior rooms; although rectilinear in form, the spaces were not
symmetrically arranged.

The shrines and public buildings were located about the agora. The bouleuterion was the meeting room for
the city council, the prytaneum, the private chambers for the Council, and the open-roof ecclesiasteron, the
public assembly hall, these public buildings being accessible from the agora but seldom directly form the
market place. In the plan of Miletus the bouleuterion and prytaneum are shown, but it is believed that the
ecclesiasteron also served as the bouleuterion in Priene.

THE AGORA
OF MILETUS

A Market Place

B Bouleuterion

C Prytaneum

D Stoa

E Port

22 THE CITY OF THE PAST

of sunshine that could be invited into the dwelling was desirable in the winter months,
and if the rooms were shielded from the cold north winds, heat could be conserved.
Conversely, the heat in summer was relieved when the direct rays of the sun were
excluded. These criteria were satisfied in the plan of the Greek house.

The principal rooms were faced to the south, opening upon the private courtyard.
A colonnade projected from the rooms to shelter them from the high summer sun. The
north wall of the house was punctured with only a few small windows. This plan form
was used in practically all dwellings in the town, whether the street entrance occurred
on the north, south, east, or west.

Chroniclers of the period referred to the importance of proper orientation. Aristotle
wrote, "For the well-being and health ... the homesteads should be airy in summer and
sunny in winter. A homestead possessing these qualities would be longer than it is deep ;
and the main front would face south." According to Xenophon in his Memorabilia,
Socrates applied the following reasoning to the dwelling arrangement. "When one
builds a house must he not see to it that it be as pleasant and convenient as possible?
And pleasant is to be cool in summer, but warm in winter. In those houses, then, that
look toward the south, the winter sun shines down into the paestades [court portico]
while in summer, passing high above our heads and over our roofs, it throws them
in shadow."

The effect of these criteria was a planning system that sprung from the elements
of the individual unit the home applied uniformly throughout the town plan. This
consistent treatment is unique in urban planning; we do not find it recurring for 2,400
years when a similar relation between the dwelling and the site was recognized in the
vast housing program in Europe following the First World War.

Decline of the City. It cannot be assumed that political affairs always ran smoothly
in the Age of Pericles. Teachings of the Sophists were disturbing to some of the well-
established customs. A little man by the name of Socrates subjected many of the
prevailing habits to severe questioning. He insisted upon inquiry and application of
reason to the activities of men. He desired that the individual should cultivate an
insight into truth, that he should become neither stronger than the state nor subservient
to it. Socrates raised some questions about the existence of the gods.

There were some good democrats who believed he was wrong in raising these
questions; they had suffered from uprisings of the oligarchic party and feared lest
the faith in democracy be weakened. They brought charges against Socrates for impiety
and subverting the youth of Athens. There were those who loved this wise man whose
only ambition was the quest for truth. They appealed to him to flee his accusers as was
the custom, but Socrates would not. He had suggested changes in the habits of men
which would improve their lot, and if these were unlawful he would remain to face
the people. Found guilty, he was sentenced to die, and in 399 B.C. he drank the hem-
lock.

The lesson of Socrates has been repeated in history. The institutions of men must
change or decay, grow or wither. Socrates showed a way for men to continue command

THE CLASSIC CITY 23

of their destiny by seeking truth. He strove to improve the institutions that they might
better serve the people, and for this his fellowmen found him guilty of treason. More
confidence in the strength of democracy would not have caused him to be so accused ;
more confidence might have saved democracy itself.

During the fourth century there was evidence of growing indifference toward the
responsibility of government. Accustomed to liberty the people were taking it for
granted, and they inclined to allow affairs to run themselves. Freedom guaranteed by
democracy was coming to mean that "the people has the right to do what it pleases."
Some people were, in the words of Demosthenes, "even building private houses whose
magnificence surpasses that of certain public buildings."

Well-to-do citizens spent more of their time in their country villas, whereas the
common people found the difficulty of earning a living more absorbing than participa-
tion in public affairs. The middle class was disappearing, and a wide gap was growing
between those with money and those without it. Plato and Aristotle saw a degeneration
of the democracy of Pericles. They perceived a growing abuse of individual liberty
and became increasingly critical of democracy itself. Others were gripped with cyni-
cism while maintaining the fight for democracy. Demosthenes said:

The objection may be raised that it was a mistake to allow the universal right of speech and a
seat in the council. These should have been reserved for the cleverest, the flower of the com-
munity. But here again it will be found that they are acting with wise deliberation in granting
even the baser sort the right of speech, for supposing only the better people might speak, or
sit in council, blessings would fall to the lot of those like themselves, but to the commonalty
the reverse of blessings. Whereas now, anyone who likes, any base fellow, may get up and dis-
cover something to the advantage of himself and his equals. It may be retorted, "And what sort
of advantage either for himself or for the people can such a fellow be expected to hit upon?" The
answer to which is, that in their judgement the ignorance and baseness of this fellow, together
with his good will, are worth a great deal more to them than your superior person's virtue and
wisdom, coupled with animosity. What it comes to, therefore, is that a state founded upon such
institutions will not be the best state; but given democracy, these are the right means to secure
its preservation. The people, it must be borne in mind, does not demand that the city should
be well governed and itself a slave. It desires to be free and to be master. As to bad legislation
it does not concern itself about that.

Glotz gives the following description of the alarming developments of this period
in the fourth century:' 5

But in Greece as a whole there existed almost everywhere a glaring contrast between the equality
promised by the constitution and the inequality created by social and economic conditions.

The power of money was spreading and corrupting morality. . . . Agriculture was commercialized
to such an extent that by progressive eviction of small peasants and the concentration of estates
in the same hands the system of large estates was recreated. Rhetoricians, advocates and artists,
who had formerly reckoned it a dishonor to commercialize their talent, now felt no scruples in
selling their goods as dearly as possible. Everything could be bought, everything had its price,
and wealth was the measure of social values. By gain and by extravagance fortunes were made
and unmade with equal rapidity. Those who had money rushed into pleasure-seeking and sought
every occasion for gross displays of luxury. The newly rich were cocks of the walk. Men specu-

*lbid, 9 pp. 311, 312.

24 THE CITY OF THE PAST

lated and rushed after money in order to build and furnish magnificent houses, to display fine
weapons, to offer to the women of their family and to courtesans jewels, priceless robes and rare
perfumes, to place before eminent guests and fashionable parasites fine wines and dishes pre-
pared by a famous chef, or to commission some popular sculptor to carve their bust.

What happened to public affairs when "love of money left no one the smallest space in which to
deal with other things, to such an extent that the mind of each citizen, passionately absorbed in
this one purpose, could attend to no other business than the gain of each day" (Plato). Politics
also was a business concern; the most honest worked for a class, the others sought for them-
selves alone the profits of power and barely concealed their venality. We are dealing with a time
when "riches and rich men being held in honor virtue and honest men are at a discount,"
when "no one can become rich quickly if he remains honest" (Plato). Were these merely the
capricious outbursts of a philosopher in love with the ideal or of a character in a comedy?
Listen to the terrible words uttered before a tribunal: "Those who, citizens by right of birth,
hold the opinion that their country extends wherever their interests are, these obviously are
people who will desert the public good in order to run after their personal gain, since for them
it is not the city which is their country, but their fortune."

The struggle between democracy and oligarchy was renewed, and Isocrates sums
up the growing conflict between the widely separated classes;

Instead of securing general conditions of well-being by means of mutual understanding the anti-
social spirit has reached such a pitch that the wealthy would rather throw their money into the
sea than relieve the lot of the indigent, while the very poorest of the poor would get less from
appropriating to their own use the property of the rich than from depriving them of it.

The Hellenistic City. The Peloponnesian Wars weakened Athens financially, and
corrupt politicians began to gnaw at the moral fiber of the people. Athens became easy
prey for a conqueror and succumbed to the Macedonian armies of Alexander the
Great. But the essential qualities of wisdom, logic, and reason, the sensitive, esthetic
character of democratic days, had sunk its roots deep into the soil of Athens. The
Greeks were conquered by mighty armies, but their culture dominated the conqueror.
Greek influence spread throughout the Mediterranean shores, and the Hellenistic period
brought new city building the planning and architecture patterned after the great
works of the Greeks.

Old cities flourished and new cities were founded. Pergamon, Alexandria, Syracuse,
and Candahar grew large and populous ; the humble quality of the Hellenic city van-
ished. The city became the scene of luxury, ruddy with the display of empire. Mag-
nificent public buildings the odeion, the treasury, the library, the prison were
added to the agora. The assembly retained its traditional place among these monu-
mental structures, but it remained, as Percy Gardner 4 expressed it, for the citizens
"to exercise such functions (a mere show of autonomy) as the real rulers of the
country . . . left to them." Baths, palaestrae, and stadia were built for entertainment
and festival. Gardens and parks were introduced from the Orient, An entourage of
royalty built fine villas in the urban environs, and distinctions in caste grew more*
apparent.

Small kings, wealthy families, and ambitious foreigners desirous of acclaim
within this frame of monumental splendor bestowed generous gifts upon the city.

* The Planning of Hellenistic Citicf T Percy Gardner.

PRIENE

Bettinann Archive

Restoration by A. Zippelius.
The city of Priene was rebuilt during the 4th century B.C. and illustrates the transition from the Hellenic
period to the Hellenistic Age. Having suffered the political disunion of the Greek states, it revived with the
spread of Greek culture under Alexander the Great.

In this town we perceive the great influence of the Greeks upon their Macedonian conquerors while we also*
detect the effect of imperial domination. Alexander was a pupil of Plato, embraced the ideals of Hellenic
culture with fervent enthusiasm, and determined to extend them throughout the world. The physical improve-
ment in Greek cities reflected the deep roots of Hellenic culture and exhibited the refinement of the Athenian
tradition. The Hippodamian plan introduced a more orderly arrangement of the city than was present in the
early Hellenic development. The physical facilities for public assembly, the market place and the theater,
the planning of sites for satisfactory orientation of dwellings, the buildings of temples, paved streets, sanitation
and water supply were improved, and the forms of these facilities expressed the subtle esthetic arrangement
and consummate skill possessed by the Greeks.

But changes from the Hellenic tradition were also in evidence, and the Hellenistic Age was the period
during which these changes occurred. The slave system had always been the foundation of society in the
world, and whereas it continued during Athenian supremacy, the feature of Greek democracy was the intro-
duction of a government of laws decided by citizens in public assembly. The Hellenistic Age, however, departed
from this process and returned to a state of imperialism. After Alexander's successful military expansion and
in the face of his burning ambition to extend the culture of the Hellenes, he succumbed to the spell of personal
power. As has since happened in the world, this power dominated his life, destroyed him and his empire,
and his achievements.

Consistent with imperialism the cities of the Hellenistic Age were embellished with the display of a growing,
monarchy. More and more support for city development came from the noble class desirous for acclaim as
benefactors. Distinction between the ruling class and the populace returned to the city and the physical facili-
ties became more lavish, more grand and monumental in scale. The open-air meeting place the pnyx of the
early Greek town was replaced by the agora and assembly hall; thence more and richer buildings were added
through beneficent gifts from minor rulers and royal satellites. Priene was a city of only some 4,000 people,,
but it was equipped with relatively copious facilities. The gymnasium and stadium were introduced, temples,
were built and improved, and new public buildings were donated in return for popular favors.

When the ruling genius of Alexander disappeared social disintegration was inevitable. Imperial rule had
drained the initiative and dissipated the strength of society. These forces were at work in towns like Priene'
where the refined quality of Hellenic culture shifted to the luxuriant excesses of the Hellenistic Age and set
the stage for the decline of a great period in the history of mankind.

26 THE CITY OF THE PAST

Empty honors were accorded for their beneficence. The great stoa at Priene was the
gift of a king of Orophernes of Cappadocia. Here, one by the name of Zosimus staged
a festive dinner for the whole citizen population of the city in return for receipt
of the "dignity of Stephanephorus". According to Pausanias the bouleuterion at
Megalopolis was named after Thersilius who dedicated it, and the donor of the
bouleuterion at Elis was one by the name of Lalichmium. 5 Inscriptions bear a
quantity of evidence of this surge for popularity through these magnanimous ges-
tures of philanthropy. The genuine character of the Hellenistic city was, in the third
and second centuries B.C., degenerating into a hollow form of a decaying social
structure.

Roman Prowess. In their early migrations to the Italian peninsula, the Greeks
had founded cities. Like other peoples on the shores of the Mediterranean, the
Romans drew upon the Greek culture planted there. They grafted Hellenic forms
upon the irregular patterns of their villages and used these forms for the new towns
they founded in the near and far reaches of their broad empire.

The Romans were calculating organizers. They excelled in technical achievement
and were skilled engineers and aggressive city builders. But they had not the phi-
losophy of the Greeks. Preoccupied with conquest, administration was their prime-
business and they devised political organisation which has continued to this day.
Intense builders with a flair for gargantuan scale, their works were not graced
with the refinement of line and form or the creative spirit of the Athenians. Greek
forms were reduced to mechanical formulae which could be readily applied like 1 ;
parts arranged upon graph paper.

With inventive genius the Romans solved technical problems created by the con-
gregation of great numbers of people in cities. They developed water supply and
distribution, drainage systems, and methods of heating upon which the health of the
masses depended. The great aqueducts for transport of water over tremendous dis-
tances and the underground sewers like Cloaca Maxima were feats of engineering
skill and prowess. The great highways paved with stone represented the tireless
efforts of intense builders.

Monuments and Diversion. The Forum Romanum of the Republic had a human
scale. Its proportions and form undoubtedly caused the citizen to feel he was a part
of the activity that took place there. Here the individual and his identity were merged
with "Rome", The buildings were not so overwhelming in size that they humbled the
individual. The common people had their share of hardships, but one can imagine
the Gracchi pleading their case in the Senate for an equitable distribution of the land
and its benefits. The citizen understood the religion of his temples, and he was proud of
the triumphs of the Roman legions abroad. He could participate in the business affairs
of the basilica and perhaps engage in the money-lending enterprise carried on there.
He felt himself to be one of the actors in this drama as a Greek had been in his
assembly and agora.

G The Political Meeting Places of the Greeks, William A. McDonald, Johns Hopkins Press, 1943.

POMPEII

OS ^

F Forum

T Theater

C Colosseum

B Baths (Thermae)

The forum lies in the center of an irregular street system suggesting the probability that the more regular
pattern was established as the town grew in population and extended its area. The variety of building types
about the forum was unified with a continuous colonnade. The rectangular shape, according to Vilruvius, was
adapted to the use of the forum for gladiatorial demonstrations and other public events. The colonnade supported
a balcony for observers.

THE APPIAN WAY OF ANCIENT ROME

TranaWorld Airway*

28 THE CITY OF THE PAST

This citizen of early Rome saw gracious living like that in Pompeii and Hercu-
laneum or the busy life and fashions of Ostia. He observed distinctions in class among
the dwellings but took these for granted in a day when a slave economy was all he
had thus far witnessed in history. If the citizen was not blessed with wealth, he could
nevertheless indulge himself in the various common forms of entertainment the
community offered the gay combat in the colosseum, the drama in the theater, or a
festival in the forum.

But the scene changed for the Roman citizen. World conquest was the ambi-
tion of Rome, and the citizen saw great riches flow into his capital. He saw intrigue
absorb the military and political leaders and he saw the public lands and wealth
won in campaigns appropriated by them. He saw monuments erected in dedication
of great victories, and the triumphant entry of generals from abroad.

The Roman citizen saw emperors crowned and he saw them build new fora which
dwarfed his Forum Romanum. He saw each new forum exceed in size the one that
preceded it. The Forum of Augustus was greater than the Forum of Julius Caesar;
the Forum of Vespasian matched that of Augustus; and the Forum of Trajan was
the most magnificent of all. He saw the Palace of Augustus crown the Palatine and
the Golden House of Nero span acres.

He saw his attention to social and economic inequities diverted by institutions for
pleasure rather than culture. He saw the huge colosseum where carnal displays were
staged for the excitement of a populace which might otherwise have grown restless.
He saw the Circus Maximus where 150,000 persons could revel in the bloody
combats of gladiators.

The scale of all these structures, the spaces they enclosed, and the architectural
fitments with which they were adorned appalled the Roman citizen. It was not the
plan of a city which he saw emerging, but a series of ever greater monuments to the
glory and deification of his rulers. Even the colonial cities followed the form of the
military camp.

Slums and Decay. Diversion was afforded the citizen, but he saw his city grow con-
gested. He saw men, like Crassus, profess to be civic leaders but speculate in the land
and build huge tenements. He saw the city crowded with slums to become fuel for dis-
astrous fires. The height of buildings reached six, seven, and eight floors and Emperor
Augustus found it necessary to decree a limit of 70 feet for all tenements. According
to the Constantin Regionary Catalog there were 46,602 blocks of apartments and
only 1,797 private houses in Rome in the fourth century after Christ.

This Roman citizen saw nobles, the returning heroes, and the rulers move to great
estates and comfortable villas in the country. The Empire had grown so broad and
so fat no enemy could reach them. Luxury and display were imported from
the Orient, and the leaders grew soft. The city-dweller lived in slums while the
affluent enjoyed leisure in the country. No strong and healthy men with convictions
remained to defend the Empire, and Rome gradually merged with the camp of bar-
barians from the north. Civilization descended into the Dark Ages.

THE CLASSIC CITY 29

The lesson of Rome and the cities it built is well stated by Henry Smith Williams: 6

During the entire ages of Trajan and the Antonines, a succession of virtuous and philosophic
emperors followed each other ; the world was in peace ; the laws were wise and well administered ;
riches seemed to increase; each succeeding generation raised palaces more splendid, monuments
and public edifices more sumptuous, than the preceding; the senatorial families found their
revenues increase; the treasury levied greater imposts. But it is not the mass of wealth, it is on
its distribution, that the prosperity of states depends; increasing opulence continued to meet the
eye, but men became more miserable; the rural population, formerly active, robust, and ener-
getic, were succeeded by a foreign race, while the inhabitants of towns sank in vice and idleness,
or perished in want, amidst the riches they had themselves created.

6 The Historian's History of the World, Henry Smith Williams, The Outlook Company, 1904.

EARLY
ROMAN HOUSES

A Atrium

B Peristyle

C Bed Cubicles

H Hearth

P Reservoir

S Shop

E Entrance Vestibule-

L Living Room

D Dining Room

K Kitchen

STREET

Pompeii was a city largely devoted to residences. It was not a metropolis, as was Rome, and did not suffer the 1
congestion of a large city. Tn it we find a wide range of dwelling facilities. The early "Roman" dwelling adopted
the atrium (A) from Greece. Houses of the more affluent added the feature known as the "peristyle" (B) and
this was sometimes extended into a garden. The House of Pansa shows these several elements. It occupies an
entire block. Along 1 the side street there were attached some small apartment-dwellings which convey some idea
of the contrast between accommodations of the wealthy occupant in the main house and the poorer artisans or
slaves. The street front of the houses was usually devoted to shops. From the entrance door a vestibule (E)
opened into the atrium (A) in which the impluvium (P) for the collection of rain from the roof was located.
Here guests were received and business affairs conducted. A passage connected the atrium and the peristyle,
the heart of family life. Open to the sky, it was surrounded by a colonnade. Various rooms opened from the
peristyle: the lounge (L), dining room (D), and sleeping rooms (C). Beyond the peristyle was the garden.
Portions of the house had sleeping rooms on the second floor for slave quarters.

Heating was provided generally by charcoal braziers carried from room to room, but an ingenious device
called the hypocaust was installed in some buildings. It was a series of ducts through which warm air was
circulated from a central furnace. Cooking was done with charcoal on a stone stove. Lighting was obtained from
oil candelabra.

While the public baths (thermae] occupied an important place in the social life of Romans, some of the
houses were equipped with bathing facilities. Copper pipes have been found, although drain pipes have not
been considered adaptable for sewage disposal. Construction was of stone, brick, and wood, and window glaw.s
was apparently in fairly common use.

LATE ROMAN HOUSE House of Pansa

APARTMENTS ON
SECOND FLOOR

ROME

The original settlement of
Rome lay on the banks of the
Tiber near the later Forum
Romanum. From this center,
protected by the surrounding
hills, the city fanned out in
all directions. It became the
scene for a series of ever-
greater projects glorifying the
military leaders and emperors.
In addition to the temples,
fora, and palaces, huge facil-
ities for entertainment were
built for diversion of the
masses the baths, colossia,
theaters, stadia, and the cir-
cus.

There is no indication that
the street system in Rome
was other than an irregular
pattern typical of great cities
which grew by accretion. In
contrast to a small city like
Pompeii, Rome grew in popu-
lation, suffered speculation in
land and buildings, became
congested, and was overrun
with slums. Buildings in-
creased in height until Augus-
tus found it necessary to de-
cree a height limit of 70 feet.

A Forum Romanum J

B Forum of Emperors K

C Palace of the Emperors L

D Colosseum M

E Circus Maximus N

F Cloaca Maxima O

G Claudian Aqueduct P

H Baths of Caracalla

Baths of Trajan

Baths of Diocletian

Theater of Pompey

Theater of Marcellus

Pantheon

Tomb of Hadrian

Circus Flaminius

Ostia, the seaport for Rome, was likewise crowded and
contained many apartments. The House of Diana is an
example. It was five stories high, built of brick masonry,
although many of the tenements in Rome were constructed
of wood and were serious fire hazards. In the House of
Diana there was a row of apartments facing the exterior and
a row facing the interior court. A balcony surrounded the
third floor. Water was supplied to the tenants at a fountain
in the courtyard, and it is probable that a latrine was lo-
cated on the first floor whence waste could be disposed.
Shops were on the ground floor with interior stairs leading
from each to an apartment above.

There is evidence of apartment buildings more com-
modious than this example, but there were undoubtedly
many tenements offering less space. One poet spoke of the
necessity for him to climb 200 steps to reach his dwelling.

S Shop E Entrance

APARTMENT HOUSE, OSTIA

F Fountain

THE ROMAN FORA

The Forum Romanum was the original
center of business and political life in
the early Republic. In it the triumphant
generals built their memorials to the
successful military campaigns. In the
days of the Empire, the emperors built
additional fora, and the total area was
a magnificent collection of monumental
buildings unparalleled in splendor.
About these great public spaces were
the innumerable shops and crowded
tenements of the people.

nnnnnn

nnnnro

n nnnnnn

nnnnna nnnnnn

nnnnnn nnnnnn

A Forum Romanum

B Comitium

C Arch of Septimus Severus

D Basilica Julia

E Temple Castorum

F Temple Vestae

Atrium Vestae

H Arch of Augustus

J Basilica Aemilia

K Temple of Julius Caesar

L Temple of Augustus

M Temple of Saturn

N Temple of Vespasian

O Rostrum

P Curia

Q Forum of Julius Caesar

R Forum of Augustus

S Forum of Trajan

T Basilica Ulpia

U Temple of Trajan

V Forum of Norva

W Palace of Tiberius

TIMGAD

The Pattern of a Roman Camp

CHAPTER 3

THE MEDIEVAL TOWN

Out of the Dark Ages. By the fifth century after Christ the Roman Empire had
crumbled under the weight of luxury, pomp, and ceremony. Western civilization
declined, trade disintegrated, and the urban population returned to rural life.
Cities shrank in size and importance, and social and economic confusion followed.

Barbaric rulers established city-states and formed the nucleus of future nations.
The economy was rooted in agriculture, and the rulers parceled their domains among
vassal lords who pledged military support for the kingdom. The people were depend-
ent upon the land for their subsistence and entered a state of serfdom under their
lords. The feudal system was the new order.

Wars among the rival feudal lords were frequent. Strategic sites were sought for
their castles, and within these fortified strongholds the serfs of the surrounding
countryside found protection. Through centuries of the Dark Ages monasteries
served as havens of refuge for the oppressed, and the church strengthened its posi-
tion during these trying times. This influence combined with the power of the feudal
lords renewed the advantages of communal existence within the protective walls.
Invention of the battering ram and catapult increased the danger from enemies,
forced the construction of heavier walls, and gave increased impetus for a return to
urban life. The countryside was not safe, and fortifications were extended to include
the dwellings that clustered about the castle and monastery.

Castle, Church^ and Guild. Movement to the towns brought a marked revival
of trade about the eleventh century. Advantages accrued to the feudal lords in
return for protection they collected higher rent for their land. Many new towns
were founded, and sites of old Roman towns were restored. Urban life was encour-
aged by the lords; they granted charters which secured certain rights and privileges
of citizenship to the urban dwellers. This new form of freedom was attractive to those
who had lived their lives in serfdom.

Then the merchants and craftsmen formed guilds to strengthen their social and
economic position. Weavers, butchers, tailors, masons, millers, metalworkers, car-

CARCASSONNE

A Market Square

B Castle

C Church of St. Nazaire

NOERDLINGEN

A Cathedral Plaza
B Moat

Medieval cities of the twelfth and thirteenth centuries usually had irregular street patterns and heavy walls.
Carcassonne was restored hy Viollet-le-duc in the nineteenth century. In it we see the castle (B) with its
own moat and walls, the market place (A), and the Church of St. Nazaire (C). The plan of Noerdlingen shows
the radial and lateral pattern of irregular roadways with the church plaza as the principal focal point of the
town. The city of the Middle Ages grew within the confines of the walls. While the population was small, there
was space in the town, but when it increased the buildings were packed more closely and the open spaces filled.
Sanitation and water supply remained the same. The result was intolerable congestion, lack of hygiene, and
pestilence.

MONTPAZIER

A Cathedral Square B Market Square

During the thirteenth and fourteenth centuries colonial cities
were founded by young empires to protect their trade and provide
military security. They were platted for allocation of sites to
settlers and the regular plan is a distinct contrast to the informal
development of the normal medieval town.

36 THE CITY OF THE PAST

penters, leatherworkers, glassmakers, all established regulations to control their
production, maintain their prices, and protect their trade. A new social order was
in the making a wealthy mercantile class was rising to challenge the power of
the feudal lords.

The early medieval town was dominated by the church or monastery and the castle
of the lord. The church plaza became the market place and, with citizenship bestowed
upon the people and merchant guilds established, the town hall and guild hall were
built on or adjacent to the market plaza. The castle was surrounded by its own walls
as a final protection in the event an enemy penetrated the main fortifications and
entered the city.

Distinction between town and country was sharp, but this demarcation and the
small size of the city provided ready access to the open countryside in times of peace.
Aiding the protection of cities, the town sites were usually on irregular terrain,
occupying hilltops or islands. The town was designed to fit the topographic feaures.
The circulation and building spaces were molded to these irregular features and
naturally assumed an informal character.

The roads radiated generally from the church plaza and market square to the gates,
with secondary lateral roadways connecting them. The irregular pattern was probably
consciously devised as a means to confuse an enemy in the event he gained entrance
to the town. Although the battering ram and the catapult were instruments for
assault upon the heavy fortifications and hot oil poured from the battlements was a
means for mass defense, hand-to-hand combat was the principal form of military
action. In the maze of wandering streets the advantage rested with the inhabitants
against an enemy unfamiliar with the town arrangement,

The Picturesque Town. The abbes and artisans were sensitive to ihe form and
materials of the buildings they erected. Under their guidance, care was exercised in
the placement of, and relation between, the structures of the town. Buildings assumed
a functional character in both form and location. They were not built to be "pictur-
esque"; that quality emerged from the consideration given to town building by its
builders. Accidents of vista and contrasts of form and color resulted from the contours
of the land and the ingenious selection of the sites for each structure. The commanding
position of the cathedral or church gave a singular unity to the town, a unity strengthened
by the horizontal envelope of the encircling walls.

The entire town was treated with a structural logic that characterized the archi-
tectural treatment of the Romanesque and early Gothic buildings. Open spaces the
streets and plazas developed as integral parts of the sites upon which the buildings
were erected. With the exception of a few main roads between the gates and the mar-
ket place, streets were used as pedestrian circulation about the town rather than traffic
arteries as we know them today. Wheel traffic was generally absent on all but the
main roadways.

Medieval Dwellings. Conservation of heat in the cold climates and the restrictive
area of the town caused the houses to be built in connected rows along the narrow

MONT ST. MICHEL

It was the church rather than the palace that
dominated the medieval town. Encircled by its
protective walls, the town was small. In later
days the battlements were elaborately engi-
neered, as in Naarden, and the populace was
further separated from the open spaces about
the town.

38 THE CITY OF THE PAST

streets. Behind these rows of dwellings open space was reserved and in them the
domestic animals were kept and gardens cultivated. The workshop and kitchen
occupied the ground floor of the dwelling. Here the merchants and craftsmen oper-
ated their enterprises and manufactured their goods. There was little distinction
between classes among the population of the early medieval town. The workers lived
in the homes of their employers as apprentices in the trade or business. The living
and sleeping space was on the second floor of the dwelling. The simple plan pro-
vided little privacy within the house. Some of the burghers enjoyed separate sleeping
rooms, but the accommodations were universally simple and modest in their appoint-
ments. The chimney and fireplace replaced the open hearth of the ancient house.
Windows were small and covered with crude glass or oiled parchment. Facilities
for waste disposal within the dwelling were not usually provided, although some
of the houses were equipped with privies. Construction was of masonry or wood
frame filled with wattle. Thatch covered the roofs, and the fire hazard caused some
towns either to prohibit this type of roofing or to encourage fire resistant materials
by offering special privileges for the use of fireproof materials. Streets were usually
paved and maintained by the owners of property facing upon them. This may account,
in part, for their narrow width.

Medieval Institutions. Meditation and study characterized the monastery. It
was extended to research by scholars intent upon the cultivation of professional skills.
Monasteries and the guilds combined to form the university, and here were welcomed
those who desired to study in withdrawal from the market place. Here also were
conducted research and training in law, medicine, and the arts. Universities were
assisted by the growing wealth of the merchant class. The universities at Bologna
and Paris were founded in the twelfth century and those at Cambridge and Salamanca
in the thirteenth century. The churches also established hospitals in which the sick
could receive care and treatment not theretofore available to the people.

Life in medieval cities had color, a color visible to all the people. The church pro-
vided pageantry and gave drama to the life of every man. It was an institution in
which all men could participate, giving inspiration and adding a measure of beauty
to the existence of the people. It lifted people above baseness and encouraged better
deeds. It offered music and meditation. The sense of participation produced a pic-
turesqueness in life reflected in the picturesqueness of the towns. The people
merchants, artisans, and peasants mingled in the market place, the guild hall, and
the church; a human scale pervaded the informal environment of the city of the
people.

There were innumerable hardships suffered and endured by the people of the
Middle Ages, but in the early towns they did not lose the sense of intermingling. Each
man had the feeling of being an active citizen in his community. This attribute of
the urban environment a social well-being was, however, soon to be dissipated.

MEDIEVAL HOUSE
TWELFTH CENTURY

GROUND FLOOR

Shop

Kitchen

Courtyard

Well

Privy

Living Hall

Sleeping Room

Court

FIRST FLOOR

Entrance to
First Floor
Living Hall
Store Room
Below
Chapel
"Solar" (Sleep-
ing Dormitory)
Above

SMALL NORMAN MANOR
FIFTEENTH CENTURY

THE MEDIEVAL DWELLING

The medieval dwelling was conceived as an individual fortress. Before congestion overtook the town, the average
dwelling was two stories in height. The work-room and storage were on the first floor or "basement." Sometimes
the kitchen was also located here. Living, dining and sleeping took place on the second floor. Masonry was the
usual construction, although wood frame filled with wattle and clay and roofed with thatch was not infrequent.
It was the forerunner of the half-timber construction later used to a great extent.

As crowding increased, each building lot was used more intensively. Rooms were grouped about a tiny
interior courtyard in which a cistern was located. Interior privies were sometimes provided, although there was
no sewage disposal, refuse being discarded in the streets or in cesspools beneath the dwelling floors. Heating
was provided by a fireplace, and lighting was obtained from wicks dipped in fish oil.

Continued intensity in the use of land raised the height of buildings to three and four stories. Half -timber
construction permitted the projection of upper floors beyond each lower floor to further exaggerate the con-
gestion.

For comparison, a small manor house is shown. It contained a "hall" and chapel on the second floor. All
living, dining and cooking were performed on this floor. A dormitory, or "solar," was located in the tower above
the chapel. A drain pipe was imbedded in the wall for disposal of waste. The windows had no glass and were
protected with shutters. The lower floor was a vaulted store room. The manor houses were extended in size and
formed the nucleus of villages in many cases.

SIENA

The informal vista of the medieval town. The streets were pri-
marily for people on foot.

CHILHAM

A village square in Tudor England.
Always desiring to preserve the quiet
repose of their beautiful country-
side, the villages of England did
not mar the natural landscape set-
ting.

C. S. Ferris

CHAPTER 4

THE NEO-CLASSIC CITY

Mercantilism and Concentration. The number of towns increased rapidly during
the Middle Ages, but they remained relatively small in population. Many had only
a few hundred people, and the larger cities seldom exceeded 50,000 inhabitants.
The physical size was restricted by the girth of the fortifications, water supply, and
sanitation, the distance across the town seldom exceeding a mile. Water was avail-
able at the town fountain. There was no sewage disposal, and all drainage was by
way of the streets.

As long as the population remained small, these apparent deficiencies presented
no serious problem. Communication between towns was slow, facilities for transport
were cumbersome, and necessity for mutual assistance in times of conflict urgent.
The towns were built within ready reach of each other. Most were within a day's
journey apart and frequently a round trip to a neighboring town could be made on
foot in a single day.

World travel and trade, however, brought a concentration of people to centers
situated on main crossroads. During the fourteenth century Florence grew from
45,000 people to 90,000 people, Paris from 100,000 to 240,000, and Venice reached
200,000. Successful merchants consolidated their interests in several towns, and
moneylending helped their enterprise. Commerce increased between towns and
countries. The danger of military aggression gradually diminished, and safety for
travel increased.

The mercantile economy expanded, and the power of the feudal lords declined.
Ownership of the land gradually shifted to a new caste of noblemen, the wealthy
merchants. The church accumulated a vast domain and there emerged two privileged
classes, the nobles and the clergy. The guilds declined and medieval serfdom dis-
appeared, but the facilities for processing materials and goods the mills, ovens,
presses came into the possession of the noble class. The peasants were required to
pay tolls of various sorts for the use of these facilities. The feudal economy had been
rooted in the land, and the new economy was dominated by the possession and con-
trol of money.

THE NEO-CLASSIC CITY 41

Congestion and Slums. The growing population forced a congestion within the
cities not present in earlier days. The traditional height of two stories for dwellings
changed to three and four stories. The upper floors were projected beyond the first
floor, and the roofs often spanned the street width. Open space within the interior
blocks of dwellings was built up. Population density increased without change in the
systems of water supply or sanitation.

Wheel traffic increased. The narrow streets became congested, dark, and filth-
ridden from refuse thrown from dwelling windows, and provision for elimination
of waste remained inadequate. The call of gare de I'eau was familiar in France and,
contracted to the anglicized "gardy loo," it became equally familiar in Edinburgh.
Excreta were disposed of in cesspools beneath dwelling floors; there or in the streets
it was left to ripen for fertilizer. Odors from filth in the streets was overcome by
keeping the windows or shutters closed. Ventilation was by way of the chimney only.
Disease spread rapidly in times of epidemic; in the fourteenth century the Black
Death, a pestilence of typhus, took the lives of nearly half the urban population.

During this period the cities reverted to a condition inferior to the days of Rome
a thousand years before. The manor house of the nobleman grew spacious while the
typical dwelling of the poor remained cramped and was moved higher into the attic.
The first sewer was installed in London after the Black Death. Water closets were
not introduced until the sixteenth century in Spain, France, and England, and it was
early in the seventeenth century when water supply was connected to dwellings in
London. Fire hazards were prevalent everywhere. As a precautionary measure an
ordinance in London, in the thirteenth century, required that slate or tile roofs replace
the usual reed and straw. It is interesting to note a similar order that appeared in
the American Colonies at a somewhat later date. It read:

New Amsterdam, 15 December 1657:

The Director General and Council of New Netherland to All, who shall see these presents or
hear them read, Greeting! Know ye, that to prevent the misfortunes of conflagrations, the roofs
of reeds, the wooden and plastered chimneys have long ago been condemned but nevertheless
these orders are obstinately and carelessly neglected by many of the inhabitants. . . . The said
Director General and Council have decided it to be necessary, not only to renew their former
ordinances, but also to amplify the same and to increase the fines. . . .*

Overcrowding within the small dwellings of the poorer people further increased
the hazards to health and the spread of epidemics. In 1539 an Act of Parliament
mentioned that "great mischiefs daily grow and increase by reason of pestering of
houses with divers families, harboring of inmates, and converting great houses into
tenements, and erection of new houses."

Gunpowder. In the fifteenth century gunpowder was invented, and new techniques
of warfare were introduced. The feudal lords had relied upon citizen-soldiers to
man the crenellated parapets in time of siege, but the new weapons of attack and
defense required larger numbers of trained professional soldiers. Military engi-

1 Housing Comes of Age, Straus and Wegg, Oxford University Press, New York, 1938.

TOURNAY

The invention of gunpowder marked the beginning of the end of the walled town. Prior to development of
cannon a dry or water moat surrounded the town walls and provided adequate protection from besieging
enemies. Gunpowder increased the range of effective attack and forced the building of ramparts beyond the
walls to extend the distance between the town and the attacking forces. Military engineering became an
important phase of town building and complicated systems of water moats and ramparts were devised outside
the main walls of the city. These broad spaces forced the enemy into more distant positions for their cannon.

The plan of Tournay illustrates the elaborate system of defense fortifications and shows the siege of that
city by the Duke of Marlborough in 1709. The position of mortars and cannon, together with their range, is
indicated in this plan.

In the late 18th and early 19th centuries long range artillery was greatly improved and (he old systems of
walls, moats, and ramparts were reduced in effectiveness for military defense, and the form of the city under-
went drastic alterations. The walls and ramparts were levelled, the moats were filled-in and boulevards were
built in the open space as in the famous Ringstrasse encircling the original town of Vienna. These spaces
separated the old town from the surrounding suburbs but, as in Paris, they were gradually built-up in response
lo the ruthless speculation of the late 19th century and open space disappeared from the city.

VIENNA

Vienna before 1857

Vienna after 1857

THE NEO-CLASSIC CITY 43

neering became a science. Fortifications were extended, and heavy bastions, moats,
and outposts were built. Extension of the area occupied by the fortifications
created a "no-man's-land", and separation between town and country became more
distinct. Open space outside the walls was further removed from the urban dweller.
People came to the cities in large numbers to participate in the expanding commer-
cial enterprise and fill the ranks of professional armies.

The Renaissance. In France the kings achieved a semblance of national unity in the
fifteenth century. Elsewhere cities remained provincial dukedoms with wealthy mer-
chant families wielding control over them. It became the ambition of rulers to display
their affluence and power by improving their cities. They engaged in intellectual pur-
suits, drawing upon the classic heritage of Rome for this cultural activity. The noble
families of Florence, Venice, Rome, and Lombardy desired to embellish their cities;
the Medicis, Borgias, and Sf orzas built themselves new palaces on which were draped
the classic motifs. A formalism was grafted upon the medieval town although the
buildings retained the characteristic fortress quality of the Middle Ages. The basic
form of cities did not change, but the structure was decorated with fagades of classic
elements.

The Church participated in this movement. Residence of the Popes was re-established
in Rome, and work on the Vatican Palace was begun. Pope Julius planned to replace
the old basilica of St. Peter with a great church which would become the center of
Christendom.

Feverish preoccupation with the arts gripped the merchant princes, churchmen,
and the kings. Practice of the arts became a profession. The system of apprentice
training in Italy prepared men to work in a variety of artistic fields. An apprentice to
a painter would also work in the shop of a goldsmith; a sculptor would study archi-
tecture. Versatility was a characteristic of the artists and their services were given
encouragement. Leonardo da Vinci practiced all the arts and became a planner, military
engineer, and inventor as well. Kings, merchant nobles, and Popes were patrons of
the arts and bid heavily for the services of the growing number of practitioners.

The strange anonymity of the master-builders of medieval towns no longer prevailed
in the Renaissance. Robert de Luzarches, William of Sens (Canterbury Cathedral),
Geoffrey de Noyes (Lincoln Cathedral), Jean-le-Loup, and Henrico di Cambodia
(Milan Cathedral) are seldom recorded in the history of medieval town building,
whereas a host of individuals received personal recognition in the Renaissance and
later periods. The names of Brunelleschi, Alberti, Bramante, Peruzzi and Sangallo
in Italy, and Bullant, de TOrme, Lescot in France, are as well known as their works.
Many others achieved world renown; their names were more prominent than the patrons
who commissioned their works. Mansart, Bullet, Blondel, Lemercier, de Brosse, Le
Notre, Percier, and Fontaine in France; Bernini, Longhena, Borromini, Palladio,
Michelangelo, Raphael in Italy; Inigo Jones, Christopher Wren, the Brothers Adam
in England; all these artists enjoyed the confidence and patronage of Popes, kings, and
merchants.

PIAZZA OF ST. MARK'S

A Cathedral

B Palace of the Doges

C Campanile

Procuriatie Vecchia

E Procuriatie Nuove

F Libraria Vecchia

Formal plazas of the Renaissance -were carved out of the
medieval town and given monumental scale and form rem-
iniscent of classic antiquity. Exterior space was enclosed
with formal fagades, and the shapes were modelled like
sculptural pieces isolated from the rest of the city.

PIAZZA OF ST. PETER'S

A Piazza
B Cathedral
C Vatican

PIAZZA OF ST. PETER'S FROM THE CATHEDRAL

THE NEO-CLASSIC CITY 45

Monarchy and Monument alism. The monumental character of the classic re-
turned to the city. Every form had its centerline, and every space its axis. The structural
quality of the Middle Ages was replaced by a classic sculptural form, modeled sym-
metrically. The "barbaric" art of medieval cities was forsaken. With haughty disdain
Moliere called it:

The rank taste of Gothic monuments,

These odius monsters of the ignorant centuries,

Which the torrents of barbarism spewed forth.

The axis and the strong centerline symbolized the growing concentration of power.
Kings of France became monarchs, wealthy merchants in Italy became autocratic
dukes, large landowners in England became lord barons, and the Popes became benevo-
lent partners of all. Louis XIV of France gave voice to the spirit of the times when he
shouted his famous words, "L 9 tat, dest moi"

Out of the cramped medieval town were carved formal "squares." The modeling of
spatial forms absorbed the attention and skills of designers and planners, and classic
elements were ingeniously assembled to form the spaces. Michelangelo created the
Campodiglio on the Capitoline Hill in Rome, Bernini designed the huge Piazza of St.
Peter's, the Piazza di San Marco in Venice was completed, Rainaldi built the twin
churches on the Piazza del Popolo, the Place Royale (now Place des Vosges) and
Place des Victoires were built in Paris.

Long-range artillery removed the advantage of the old walls for military defense.
Louis XIV ordered Vauban, his military engineer, to redesign the defense system.
Vauban tore down the walls and built earthwork ramparts beyond the city. Within the
leveled space of the old walls boulevards and promenades were laid. The famous
Ringstrasse of Vienna occupied the open space left when the city walls of that city were
demolished. Cities were opening up, and the city of the Middle Ages was being released
from its clutter. Transition from the Renaissance Period to the Baroque Period was
in process.

The Baroque City. An air of grandeur permeated the courts of kings. Louis XIV
ordered Le Notre to design the gardens of Versailles. Here was space of unparalleled
proportions, scale of incomprehensible size. Here was the conception of a man who,
having achieved domination over the lives of men, confidently set about to become the
master of nature. The egotism of rulers knew no limitations, nor could it brook a hint
of equality; Louis XIV threw the wealthy financier, Foucquet, into prison for his
temerity to build a chateau almost as fine as the king's.

In the eighteenth century the Baroque city expanded, and dominance of the ruler
intensified. The avenues of Versailles focused upon the royal palace, whereas the
whole city of Karlsruhe as well as Mannheim revolved about the palaces and great
gardens of the royalty.

Pla,zas of the seventeenth century had been designed as isolated, enclosed spaces.
They were now opened and less confined, as though moved by a desire to recapture the

VERSAILLES

A Palace
B Gardens
C Town

KARLSRUHE

A Palace
B Gardens
C Town

THE BAROQUE CITY

The centerline and the axis symbolized the
mighty power of the monarch. Louis XIV
ordered the removal of his palace from
the congested city of Paris to the open
hunting grounds of Versailles, and he
ordered the avenues to radiate from his
magnificent palace. The entire city of
Karlsruhe was designed to revolve about
and radiate from the Prince's palace. After
the fire of 1666 Christopher Wren proposed
a monumental plan for the rebuilding of
London. He conceded the new power
dominant in England by placing upon the
major focal point the Stock Exchange. But
the plan was not accepted; the necessary
adjustment of property boundaries and
prices could not be resolved.

LONDON (Christopher Wren's Plan)

A Stock Exchange

B St. Paul's Cathedral

C Tower of London

D London Bridge

E Old Walls

PIAZZA DEL POPOLO, Rome

A Piazza D Church of Santa Maria del Popolo

B Pincio Hill and Gardens E Obelisk

C Porto del Popolo F Twin Churches by Rainaldi

During the Baroque period, the desire for
unconfined space gripped the city rulers
and their designers. The tremendous Place
de la Concorde, designed by Gabriel, was
created as part of the Paris extension plan
to exalt King Louis XV. No longer was it
a plaza framed with buildings like Place
Vendome. It was rather a campus between
other open spaces, the Tuileries Gardens,
the Champs Elysees, and the River Seine.
The Plazas in Nancy were linked with a
broad avenue of trees which was itself a
plaza. Piazza del Popolo exhibited the
same characteristics hi three dimensions. A
series of garden terraces continued the
open space up the Pincio Hill on one side,
and open space extended the vista on the
other.

NANCY

A Place de la Concorde
B Tuileries Gardens
C Champs Elysees

PLACE DE LA CONCORDE, Paris

A Place Stanislas
B Place Carriere
C Place Royale

PLACE VENDOME
Paris

48 THE CITY OF THE PAST

space of the countryside. Design shifted from walled-in architectural forms to an
extension and expansion of open space. Jules-Hardouin Mansart, architect for the
palace buildings at Versailles, designed the Place Vendome with greater dimensions
than previous squares in Paris. The three squares by Here de Corny in Nancy were
connected, the continuity of open space emphasized by colonnades and enhanced by
a tree-lined avenue.

Probably the most dramatic example of the new surge to penetrate the city with
open space was the Place de la Concorde designed by Jacques-Ange Gabriel during
the reign of Louis XV. In this square, space is almost completely released. It flows
from the gardens of the Tuileries and the Louvre on one side into the broad avenue
of the Champs lysees begun by Louis XIV to connect Paris with his palace at Ver-
sailles. The scale is further amplified by the Seine river lying along one side. Opposite
the river is the only group of buildings facing this tremendous square.

Another departure in urban design was the Piazza del Popolo in Rome designed
by Valadier. A three-dimensional transition of space was obtained with a series of
terraces linking the lower level of the square and the gardens on the Pincio Hill above.
Continuity replaced the enclosure of open space as the new direction in civic design.

In England the classic revival came later than elsewhere, the Tudor style having
absorbed the Renaissance shock. Recoiling from the hazards of overhanging upper
stories, a building ordinance in 1619 decreed that the walls of buildings would hence-
forth be built vertically from foundation to roof. Timed with the onrushing wave of
classic formalism, this law aided the introduction of the "Italian Style" ushered in by
Inigo Jones, its leading exponent.

The landowning class had tempered the rise of monarchy in England and the monu-
mentalism of the "grand plan" did not quite take root there. Christopher Wren at-
tempted it in his plan for rebuilding London after the fire of 1666. He went so far as
to place the Stock Exchange at the symbolic focal point of his plan instead of the
traditional palace or cathedral. Even this acknowledgment of the domination of mer-
cantilism in England was not enough to offset disagreement over the necessary
reapportionment of property values destroyed in the fire.

Formalism permeated the English Renaissance, but it was expressed in terms of
quiet repose rather than striking grandeur. This quality is observed in the simple
curved building forms facing broad open spaces of the Circus and Royal Crescent in
Bath designed by John Wood, the younger. The same quality was built into the undulat-
ing surfaces and free curving forms of Lansdowne Crescent, also in Bath. John Nash
carried on these curving plan forms overlooking spacious open parks in his designs
for the Park Crescent and Regent's Park developments in London.

Formalism was unobtrusively introduced in the enclosed squares of London during
the eighteenth century. They were intended not as impressive plazas, but as places for
the quiet relaxation of the surrounding residents. These simple, though formal, open
spaces were created largely by builders who would be classified today as "specu-
lators" ; they were in the business of subdividing land and building homes. Many are

THE NEO-CLASSIC CITY 49

unknown, as in the case of Lansdowne Crescent in Bath, but two prominent builders in
London were James Burton and Thomas Cubitt and they lent a dignity to their profes-
sion by the work they performed.

Behind the Facades. The fine rows of formal dwellings and squares in England,
the monumental vistas, royal gardens and the palaces of France, the well-modeled
piazzas in Italy, all had been built for the upper classes, the wealthy merchants, and
the kings. The lot of the people of lesser means had not been substantially improved.
It was not the purpose of the builders of the Baroque town to engage in reforms. They
were concerned with such improvement of the urban environment that would maintain
the prestige and glory of their exalted position in society. The broad avenues provided
more than satisfaction of the ego and vanity in despots, more than delightful prom-
enades for the elegant carriages of the aristocrats; they were strategic means with
which to impress the populace with the power and discipline of marching armies.

Behind the fine fagades of the plazas and wide avenues dwelt the congested urban
population. The city lacked sanitation, sewers, water distribution, and drainage. Epi-
demics and pestilence were frequent, and the poverty was appalling. A breach was
widening between the aristocracy and the masses. Fratricidal wars of religion and
social restlessness of the seventeenth century were followed by the stamp of the des-
potic heel and the courtiers. Oppression brought revolutions in the eighteenth century.
The Baroque city had unfolded its grand open spaces and they were overlapping upon
the people. Another change was taking place: machines were replacing handcraft
methods for making goods for trade.

Colonial Expansion America. Aided by the mariner's compass, courageous
explorers in the fifteenth and sixteenth centuries extended the net of colonial empires
over the face of the globe. The eyes of people everywhere looked toward the new world
in North America for relief from oppression and chaos. Colonies in the Americas were
settled by pioneers impelled by a burning desire for freedom. Far removed from the
mother-countries and with a whole great land as an ever-widening frontier to the west,
the settlements did not grow as permanent fortified towns. Strong forts were established
at some early settlements Havana, San Juan, St. Augustine, New Amsterdam but
the barricades thrown up as protection from attack by Indians offered no impediment
to the development of villages in the way that fortifications had restricted the growth of
medieval cities in Europe.

The initial settlement was sometimes irregular in plan; the Wall Street district in
Manhattan retains the pattern of the early settlement of New Amsterdam about 1660,
and Boston streets meandered about the Common. But most of the towns were platted
in advance for allocation of the land to settlers. The people who ventured across the
sea to this new land sought opportunities from which they had been deprived in their
homeland. Freedom meant the right to their land and possessions for their households.
The principal occupation was agriculture; the towns were small and within walking
distance from all parts to the countryside about them.

The quiet New England towns reflected the modest character of the puritan. The

BATH

A The Circus

B Royal Crescent

C Victoria Park

Lansdowne*
Crescenf

Open space was sought in England as on the continent. The handsome forms facing broad, informal park spaces
are shown in Lansdowne Terrace, the Circus, and the Royal Crescent in Bath.

The formal squares in the residential districts of Bloomsbury, London, were not monumental in design or
size, but they identify a conscious effort to improve the environment in cities.

These were developments for the upper classes, not the poor. The king ordered the Regent's Park Project
in London as a place of dignified town houses for the well-to-do. The contrast in living environment is indicated
in the plan of the Bloomsbury district, the contrast between the rows of two- and three-story residences about
the "squares," and the crowded buildings in the network contiguous to the Bloomsbury development.

The Royal Crescent

British Information Service,

APARTMENT
EIGHTEENTH CENTURY

A Russel Square

B Bedford Square

C Bloomsbury Square

D British Museum

Revival of classicism and a law in Eng-
land requiring exterior walls to run verti-
cally from foundation to roof changed the
appearance of houses but did not alter the
crowded multi-family flats and humble dwell-
ings of the poor. The illustration shows a
plan of an eighteenth-century flat building.
It is six stories high with a common stair
to each dwelling unit, not unlike our cus-
tomary "walk-up" apartments of today. The
accommodations were designed for upper-
middle class families, but lent itself to sub-
division into smaller units for the poorer class.

The residential public gardens introduced
by land developers of the eighteenth century
wore surrounded by the handsome Georgian
faades of fine dwellings. While formal in
design, these open spaces provided an en-
vironment of quiet dignity rather than lavish
display. Behind these dwellings and in the
older sections of narrow streets and alleys
lived the less prosperous.

BLOOMSBURY, LONDON

FEET

PEKING, China

A Forbidden City

B Imperial City

C Tartar City

D Chinese City

Within each of the cells
surrounded by streets in
the sketch is a maze of
narrow minor roads, also
laid out in rectilinear form.

500'

COPAN, Honduras A
B
C
D

Great Plaza

Middle Court

Court of Hieroglyphic Stairway

Eastern Court

Western Court

There is little record of ancient cities of the Orient. Mohenjo-Daro in 3,000 B.C. had a fairly regular layout of
streets, and cities surrounding the great temples of Angkor Vat and Angkor Thorn were probably laid in a
formal pattern. The power of feudal rulers was maintained with military force in China as elsewhere in the
World, and we see the stamp on the plan of Peking.

Although Peking was founded at an earlier date, the present plan stems from the medieval period about
the eleventh century. The original city of the Tartars was extended with the addition of the Chinese city. The
Forbidden City of the Emperor lies in the center. The dwellings are cramped and crowded along an intricate
system of regular narrow alleys, but the royal gardens and lakes occupy a large area of the city.

In South and Central America there arose the highly developed civilizations of the Incas, the AztecK, and
the Mayas. Macchu-Picchu is an Incan city of stone perched, terrace on terrace, upon a dramatic mountain
site. Only the great temple groups of the Mayas remain. Copan is such a group and it probably served as th<*
combined civic, religious and recreational center for the surrounding population. The people must have lived in
dwellings of wood, plaster, and thatch, there being no evidence of habitations. A two-cast c society nobles and
slaves the produce from agriculture was allocated in three parts, one part for the nobles, one part for the
slave-workers, and one part as a reserve supply in the event of drought or disaster.

HOPI PUEBLO, Shupolovi

The Hopi Indian village of Shupolovi was the organi-
zation of a clan or group of clans who built their
villages for protection from their enemies. An agrarian
people, their society was communal in political or-
ganization. Perched atop the mesas of northern Ari-
zona the people sought their scant water supply at
lower levels where they carefully tilled small plot*
of level land.

One-story Buildings
Two-story Buildings
Three-story Buildings

THE NEO-CLASSIC CITY 53

center was the meeting house and the Common, and each family had its own dwelling,
albeit humble. The environment was one of beauty in simplicity communities of
neighbors. In the South the towns were settled by folks also eager to improve their lot,
but they reflected the stamp of the Crown. Class distinctions, while dormant for a time,
were retained, and formality characterized the life and pattern of the towns.

In Williamsburg, Virginia, the quiet though formal repose of an English town was
transplanted to a new land. Through the beneficence of John D. Rockefeller, Jr., it was
recently restored and offers an impression of the early colonial town. Williamsburg
was settled in 1633, and in 1693 the College of William and Mary was granted a
charter and located there. The town became the capital of the Virginia Colony in 1699.

The surveyor, Theodorick Bland, laid out the city with formal axes adapted from
the aristocratic mode in Europe. The Duke of Gloucester Street was the main avenue,
extending from the College to the Capitol building. A "green" was placed at right
angles to this street and terminated at the palace. The town was subdivided into resi-
dence lots of one-half acre each. It was a formal plan, but it neither revolved about
monumental features nor was it overpowered by them. A human scale pervaded the
environment; the town appeared to exist for the people who lived there rather than the
rulers who dominated it.

Early Philadelphia and Baltimore may have enjoyed this quality, but it is not
apparent in their plans. The City of Brotherly Love was planned by the surveyor,
Thomas Holme, for William Penn in 1682. It was a rigid gridiron street pattern ex-
tending between the Delaware and Schuylkill Rivers. Two main streets, Broad and
Market, bisected the plan in each direction and intersected at the public square in the
center of the town. A square block was allocated for a park in each quadrant.

The plan had little distinction. Penn expected it to be a town of single houses and
shade trees. By the middle of the eighteenth century, however, it was common practice
to build the houses from lot line to lot line and the open spaces were lost within the
walls of brick that lined the gridiron streets. Continuous rows of buildings shut off
access to the rear of the property, and alleys were cut through the center of the blocks.
Then dwellings were built along the alleys, only to become the quaint and narrow
business and residential streets for which the city is known today.

The aristocratic paternalism that characterized the early settlements in the southern
colonies was reflected in the plan of Savannah, Georgia. Laid out in 1733 by James
Oglethorpe, the plan was a rectilinear street system liberally interspersed with park
squares along the avenues. The streets linked these parks and created continuity of
open space whsn the town was built with single houses. It has since been forsaken by
the intensive building coverage of the intermediate blocks.

Trade and shipping thrived in the North and settlers flocked to the Colonies. Land-
owners opened subdivisions and platted lots for sale and lease. Rights to pasture and
timber on adjacent land were sometimes granted to purchasers of lots in the new towns.
Such a development was Lansingburgh on the Hudson, surveyed by Joseph Blanchard
for the large landowner, Abraham Lansing. This, like many others, was a speculative

NEW AMSTERDAM

The Dutch settlement of New Amsterdam was built on the
tip of what is now known as Manhattan, New York City.
The pattern of its streets in 1660 still exists Broadway
(called Breedeweg by the Dutch), Broad Street, and Wall
Street. The almost medieval irregular street plan and the
canal are reminiscent of the Dutch towns in Europe.

Market Square

The Capitol

Governor's Palace

College of William and Mary

Bruton Parish Church

Duke of Gloucester Street

WILLIAMSBURG

Settled in 1633, the town of Williamsburg was founded in
1699 as the capital of the Virginia Colony. Tt was laid out
by the surveyor Theodorick Bland. The main street. Duke
of Gloucester Street, was 99 feet wide and extended
from the College of William and Mary to the Capitol. The
land was subdivided in lots of about one-half acre in size.
The town had a population of between 3,000 and 4,000
people. The quiet formality of the town was English. The
> spaces are not "grand"; they have a human scale.

PHILADELPHIA

William Penn commissioned the surveyor Thomas Holme
to lay out the city in 1682. A rigid gridiron plan was
adopted. Two major streets crossed in ihe center of the
town and formed a public square. A square block park was
placed in each of the four quadrants. The early dwellings
were single-family houses. In the middle of the eighteenth
century it became common practice to build dwellings on
the side lot lines resulting in continuous rows of buildings
which cut off access to the rear yards. Alleys were then cut
through the center of the blocks. These alleys have since
become streets.

A City Square
B Park

SAVANNAH

Laid out in 1733 by Oglethorpe,
Savannah was a regular pattern
of rectangular streets with park
squares liberally spotted in al-
ternate blocks. The plan is simi-
lar to Philadelphia with a more
generous allocation of open
spaces.

ll HUH IliiH Hull Hull

&uM BB L-&I Mi

nH linn Hull Hull

ll|| II II If ||H||

/gj*xMI nns can pBQ Ezaa cua

jam mmi Vijy' mum mm \Qy mm mm pmr ppgq K^ pTHfl IP^K mm

lull Hull Hull nnnUnll

.IIII..H

no ii iiii || H

J && mm mm ^m*.

H..IIII..U
""""oil

HuiiiirinuHHHiiiiiiiiiH

THE NEO-CLASSIC CITY 55

venture; the plan was a gridiron with a Common reserved in the center as in the New
England villages. Profiting from the precedent in Philadelphia, alleys were platted
in the original subdivision.

The gridiron plan adopted for these towns was not only the simplest form to survey,
but it was not an unsatisfactory form for the small village. A sense of unity was main-
tained by the close relation of all dwellings to the town square and to the agricultural
land on the outskirts. It was when this same pattern was extended endlessly that the
monotony of the checkerboard lay heavily upon the town.

A small settlement begun in 1649 on the banks of the Severn River in Maryland
received the name of Annapolis in 1694. It was the first city in America to adopt diag-
onal avenues and circles as the basic plan form but was followed by a more dramatic
display, the classic plan for Washington, D.C., by Major Pierre Charles L'Enfant.

From Radials to Gridiron. After deliberation of an appropriate location for the
capital of this new nation it was decided to avoid existing urban centers such as New
York and Philadelphia. Ambitious for the future of their newly founded country,
the founding fathers selected a site along the banks of the Potomac River, removed
from the commercial environment of established cities. L'Enfant, a young French
designer, was commissioned to prepare a plan for the new capital city. With his back-
ground in the baroque atmosphere of Paris and inspired by the spirit of the American
cause, it was natural that he should conceive of this new city on a grand scale woven
into a pattern of geometrical order. Such a plan appealed to the aristocratic tastes of
men like Washington and Jefferson, and it was such a plan that was adopted by them
in 1791.

Following the example of their capital city, a number of cities wrapped themselves
in the radial plan, a system of diagonal streets overlaid upon a gridiron pattern. Joseph
Ellicott, brother of Andrew Ellicott who surveyed Washington, D.C., planned the city
of Buffalo in 1804. He adopted a form of diagonal streets crossing a gridiron pattern
at the central square near the Lake Erie waterfront. After the fire of 1805, Judge
Woodward and Governor Hull in 1807 prepared a plan for Detroit. It was a grand
complex elaborated with concentric hexagonal streets and containing most, if not all,
the myriad forms used in Washington, D.C. To implement the plan, owners of property
destroyed in the fire were ceded larger sites conforming to the new layout. New plans
in 1831 and 1853 drew away from the original idea and, with the exception of a few
spots like Grand Circus Square, there is little apparent form in the city today.

Among the other cities with diagonal streets were Indianapolis and Madison. Both
these cities were based upon the gridiron, but diagonals ranged from the center to the
four corners of the plan. The center in Indianapolis was an open circle; in Madison
the focal point was the Wisconsin State Capitol building.

In the midst of this wave of radial planning a significant development occurred in
New York City. In 1800 the city surveyor and architect, Joseph Mangin, proposed a
plan for extension of the city to the north. His plan provided for major north-south
streets with squares and plazas somewhat reminiscent of Washington, D.C. It also

TROY

LANSINGBURGH

Speculative subdivisions were undertaken in the northern colonies in response
to the influx of settlers. One of these was Lansingburgh on the Hudson laid

out by Joseph Blanchard, a surveyor, for Abraham Lansing, a landowner. Purchasers of town lots were allotted
rights to adjoining pasture and timber land. The plan follows the gridiron of Philadelphia with a Common
which was typical of New England towns. Alleys were planned in the original development.

Troy was founded in 1786. It was also a speculative venture and employed the rectangular plan of streets
and alleys.

ANNAPOLIS

Founded in 1694, this little city was the first in this country to adopt
the diagonal street plan inspired by the monumental effects in
France.

WASHINGTON, D. C.

The plan by Pierre L'Enfant, ap-
proved by Washington and Jef-
ferson, began a series of city
planning projects in which diag-
onal and radial streets were
superimposed upon the typical
gridiron layout. The city was
designed as a huge monumental
setting for the Federal govern-
ment of a new nation.

L'ENFANT'S PLAN OF WASHINGTON, D. C

i i c^i en czi C7,

ants
and

ctarrz

BUFFALO

In 1804 Joseph Ellicott, a surveyor, laid out the city
of Buffalo on the shores of Lake Erie. He copied the
diagonal streets of Washington, D. C., with the
plazas and circles of that city.

DETROIT

Judges' and Governors Plan for Detroit, 1807.

NEW YORK CITY

After turning down a proposal of the
city surveyor and architect, Joseph
Mangin, in 1800, a commission was ap-
pointed to arrive at a plan in 1811.
Their plan was a rigid gridiron street
pattern laid upon the irregular topog-
raphy of the city. Open space was not.
generously allocated. A military parade*
ground of 69 acres, 55 acres for a pub-
lic market, and 5 small parks were the only open areas provided in the plan. Despite the "uncommonly great"
price of land, explained as the reason for the economy of open space, the layout of streets can hardly be con-
strued as economical; they occupy some 30 per cent of the land area. This harsh and uncompromising plan is-
reflected in the city of today in which open space has all but completely vanished. It was not until the middle
of the nineteenth century that the great Central Park was definitely established in the plan.

Fairohild Aerial Surveys

58 THE CITY OF THE PAST

suggested a treatment for the waterfront about Manhattan. But Mangin's plan was not
adopted.

Instead, an official commission prepared a plan in 1811. This commission was com-
posed of three members, two of whom were lawyers and landowners and the third a
surveyor. They proposed a rigid gridiron street system to be laid over the entire island
irrespective of the topography and extensive waterfront. Only one angular street was
retained Broadway. The position of the commission was quite clear: "Straight-sided
and right-angled houses/' they reported, "are the most cheap to build and the most
convenient to live in." 2

The matter of economy obviously guided the commission in its deliberations and
dictated its conclusions. They found that "the price of land is so uncommonly great,'*
and their proposal for retention of open space was indeed frugal. A reservation of
69 acres for a military parade ground, 55 acres for a public market, and five small
parks was the limit of open area the commission deemed feasible.

Assuming that the major traffic would continue to move back and forth between the
Hudson and East Rivers, the east-west streets, 60 feet in width, were spaced but 260 feet
apart. This extravagance was offset, however, by economy of streets in the opposite
direction; north-south streets, 100 feet wide, were spaced at distances ranging from
600 to 900 feet.

The commission's appraisal of traffic flow was hardly accurate as the reverse direc-
tion it has since taken readily attests. Nor did it reflect particular optimism for the
future of this great city. But it is the economy of the -commission that poses the most
pertinent issue because it bears strong resemblance to that practiced in later and less
happy days of urban planning.

It will be recalled that Peter Minuit purchased the entire island of Manhattan from
the Indians in 1626. At that time he paid the astounding sum of $24. When the com-
mission laid out its plan in 1811, most of the land was still devoted to agriculture.
The commission, however, considered that the price of land was then "uncommonly
great." Guided by the economy of a surveyor's rod and chain, the island was mapped
in a huge checkerboard. The ultimate cost of fitting the topography, "broken by hills
and diversified by watercourses," to this pattern of land subdivision was overlooked,
to be sure, and the reservation of 30 per cent of the land for streets was possibly
explained by the extensive frontage it provided for the sale of lots. But can the omission
of ample open space be construed as economy?

The commission surely expected the city to continue the growth it was then enjoying:
they obviously did for they so mapped it for subdivision and sale. Even though the
land had been developed with single-family houses on individual lots, the open space
in the 1811 plan would have been inadequate. Forty-five years later (1856), 840 acres
were purchased for Central Park, and it cost the taxpayers of the city $5,500,000.

This is the variety of economy that distorts the planning of our cities today. It is
this experience in the practice of economy from which we are obliged to learn and

2 Early Town Planning in New York State, Turpin Bannister, American Society of Architectural Historians.

THE NEO-CLASSIC CITY 59

profit. Is it economical to avoid the reservation of open space in the name of practical
planning only to find the land value has become so dear we cannot afford the space
when the need is urgent? The value of learning from yesterday is to prepare today
for a better tomorrow.

There were those who protested the formlessness of the commissioners* plan. Many
agreed with Henry R. Aldrich when he claimed its inspiration was "the great facility
which it provides for the gambling in land values and ready purchase and sale of
building blocks" which had "wrought incalculable mischief." It was an omen of the
fate to befall the American city in subsequent years.

PART II

THE
INDUSTRIAL CITY

Sir, if you wish to have a just notion
of the magnitude of this city, you
must not be satisfied with seeing its
great streets and squares, but must
survey the innumerable little lanes
and courts.

Samuel Johnson

CHAPTER 5

THE INDUSTRIAL
REVOLUTION

Handcraft to Machines. With the nineteenth century came the dawn of the Machine
Age. Until that time all goods had been processed and assembled by hand. Shops were
modest and generally located in the home of the proprietor. The number of employees
was small, and there was maintained a close relationship between worker and em-
ployer.

There had always been those who worked with inventions. The Renaissance had
been such a period; gunpowder, the printing press, and the processing of various ma-
terials were important developments of that time. Ways were devised to improve the
simple hand machine, but in 1765 Watt invented the steam engine and, with it, mechan-
ical power became independent of hand operation. Enterprising proprietors applied
this power to the work in their shops, and production of goods increased. With produc-
tion increased, trade expanded, the shop moved from the home into separate quarters
the factory and the distinction between employee and employer widened.

In 1776 Adam Smith set forth his theories of capitalism. With the advent of ma-
chines driven with mechanical power a new era was born. Mercantilism moved into
the capitalism of the industrial system. The number of employees in proportion to the
owners increased rapidly, and trade unions among workers, in contrast to the medieval
guilds of proprietors, were formed.

Invention of the machine touched off feverish activity; belt-line production absorbed
the attention of industrial management, and repetition of operations replaced the
variety of handcraft. Each machine had its job, and each man his machine. With each
new device production per worker jumped; mass production made it possible for more
people to have more things, or their counterparts, than had ever been available to them
before. The size of factories grew and the number of workers employed by each fac-
tory owner also increased. The factory was like a magnet, drawing about it an ever-
increasing belt of workers' dwellings, schools, and shops.

Transportation. The industrial system was dependent upon the transportation of
raw materials to the factory and finished products to the consumers. Before the inven-

64 THE INDUSTRIAL CITY

tion of the steam engine, goods were hauled in wagons and towed on river barges.
Beginning in 1761 the inland waterways were linked by a system of canals in the
United States, and in 1809 Fulton built his steamboat, the Clermont. In 1825 the first
steam railroad was operated for public transportation in England, and a line was laid
in the United States in 1829. Industrial production increased while domestic and
foreign commerce expanded. Between 1850 and 1880, export trade from the United
States increased from $17,000,000 to $100,000,000.

In the crowded city, the horse-drawn carriage trundled the people leisurely about
the streets. The voiture-omnibus for passenger transportation was introduced to Paris
in 1819 and was adopted, as the "horse-car", in New York City in 1831. In 1832
some rail lines were used by the horse-car, but the rail-less vehicle continued in use for
a long time.

Traffic congestion paralleled the increase in population density, and in 1867 an
elevated cable car was built in New York City. A steam train replaced the cable in
1871, but congestion was hardly diminished. Extending their rails beyond the city,
the steam railroads offered some relief. Suburbs sprung up along them and invited
those commuters who could afford the time and luxury of escape from the city centers.

The electric street railway replaced the horse-car about 1885, and thenceforth be-
came the principal urban transport. By 1917 there were 80,000 cars and 45,000 miles
of track in American cities. As a result, the population scattered somewhat about the
periphery, but congestion persisted. In 1895 an electric elevated line was installed in
Chicago and, shortly thereafter, in New York and Philadelphia.

Still failing to untie the knotty problem of traffic and transportation, the electric
railway went underground. In 1897 a short line was built in Boston, and the first major
subway was started in New York City in 1904. As we are sadly aware today, these
developments aided and abetted congestion. The cities spread, population grew, and
transportation only intensified concentration in the urban centers.

When Daimler invented the internal combustion engine in 1885, transportation
was beginning another step into the tangle of urban traffic. There were four auto-
mobiles registered in the United States in 1895; in 1900 there were 8,000; in I960,
62,000,000. The automobile split the city open at the seams, and to this day we are
frantically trying to hold it together with patches on a worn-out fabric.

It is recorded that Leonardo da Vinci tinkered with a toy flying machine, but in the
nineteenth century men themselves took to the air and by 1903 they were flying in
heavier-than-air machines. In 1927 Lindbergh spanned the Atlantic Ocean, and in
1938 Howard Hughes flew around the world in 3 days, 19 hours, 8 minutes, and 1
seconds. Today commercial planes are traveling to every part of the earth, carrying
120 passengers at 600 miles per hour, and soaring into the stratosphere. How long can
the city remain congested?

Communications. Civilization has moved at the rate man has communicated his
ideas. In ancient times men sent their messages by "runner". The printing press and
postal service were initiated in the fifteenth century, and the thoughts of men could be

THE INDUSTRIAL REVOLUTION 65

recorded for all to see and read. Their transmission, however, depended upon the
carrier on foot or horseback.

The industrial revolution sprung wide the door of man's inventive genius. The will to
communicate with each other hung by a strand of copper wire. By 1850 messages were
being ticked off on a telegraph key. Then, on March 10, 1876, Professor Alexander
Graham Bell sat in his laboratory and spoke into a gadget. His assistant, listening at
the other end of a wire, heard the words, "Mr. Watson, come here, I want you."
Men could talk to each other on the telephone, and the effect of space and time was
drastically altered.

By the end of the first quarter of the twentieth century the miracle of radio not only
further changed the effect of time and space, it exploded them in the face of civiliza-
tion, and adjustment is still far from complete.

Public Health and Safety. In ancient times the tragedy of epidemics aroused
rulers to improve the physical environment. Primitive though they were, there were
efforts to provide drainage and distribute water in the cities of Crete and the Indus
Valley. It was not until the cholera plague of the Middle Ages had violently reduced
the urban population in Europe that sanitary sewer connections and water distribution
were provided as a public service.

Measures for the public health and safety were extended during the nineteenth cen-
tury. The first system of water supply by gravity flow was installed in Boston in 1652.
By 1820 pumping systems were in general use, and methods for the disposal and
treatment of sewage were improved. The heavy coverage of buildings on the land
reduced the natural drainage of the city, but extensive street paving permitted effective
cleaning and storm sewers augmented the sanitary equipment. Urban hygiene in the
factory town did not lag for lack of facilities. It was simply outstripped and nullified
by the congestion of people and the intensity of land use.

Public thoroughfares in towns of the Middle Ages were dark and foreboding lanes.
An occasional oil lamp hanging from a corner building was the only light to guide the
stranger through the night. Artificial gas lighting appeared in London in 1812 and by
1840 was in common use for lighting city streets. The first central generating plant for
distribution of electricity was placed in operation in 1882. Thenceforth electricity
replaced gas for street lighting.

Electricity illuminated the highway and residential street. It made the "great white
way" that brightens the city of today, but it also brought the gaudy display of signs
and advertising that flash at night and droop hideously by day. With degenerate taste
they sell the wares of -commerce and industry but reduce the city aspect to that of a
cheap bazaar.

Services for the health, safety, and convenience of the urban population advanced
farther in a period of less than 100 years than in all past history. This tremendous
progress and the actual living and working conditions of the industrial city present a
bewildering contrast. Glorification of the industrial system and the fruits of its new-born
activity blinded people to the ruin and havoc spreading across the urban community.

66 THE INDUSTRIAL CITY

The Factory Town. The steam locomotive extended its rails between the raw
products, the factory, and the cities of consumers all over the land. The railroad with
its sprawling yards penetrated the town with a network of tracks. Every amenity of
urban life was sacrificed to the requirements of industrial production. The factory with
its tentacles of railroads and shipping was the heart and nerve center of the city. Port
cities on the ocean, lakes, and rivers prospered, drawing to them ships laden with coal
and ore and sending from them shiploads of manufactured goods. Railroads and ships
joined at the factories, and the waterfront became the industrial core of the city.

The impact of the industrial revolution was first felt in England. The new industrial
economy brought exploitation of the poor and, with poverty, came the slums. New
slums, mechanical slums, row upon row of crowded workers' houses in the shadow of
the factory, all were added to the traditional slums of the seventeenth century in
Europe. The degraded environment of the factory town hung like a cloud over urban
life for the next century and a half. Engrossed in the technical processes of industrial
production, the homes of the people were neglected. Writing in 1865, Dr. Clifford
Allbutt described the slums he saw:

This is no description of a plague-stricken town in the fifteenth century; it is a faint effort to
describe the squalor, the deadliness, and the decay of a mass of huts which lies in the town of
Leeds, between York Street on the one side and Marsh Lane on the other; a place of "darkness
and cruel habitations," which is within a stone's throw of our parish church, and where the fever
is bred. These dwellings seem for the most part to belong to landlords who take no interest what-
ever in their well-being. One block perhaps has fallen years ago by inheritance to a gentleman
in Lancashire, Devonshire, or anywhere; another to an old lady; a third, perhaps, to an obscure
money-lender. Meanwhile, the rotten doors are falling from their hinges, the plaster drops from
the walls, the window frames are stuffed with greasy paper or old rags, damp and dung together
fester in the doorways, and a cloud of bitterness hangs over all. To one set of houses, appropriately
named Golden Square, there is no admission save by alleys or tunnels, which are only fit to lead
to dungeons; so that for perhaps half a century or more the winds of heaven have never blown
within its courts.

In the new land across the sea there was a vast source of natural resources and an
energetic people inspired by a new-won freedom. The industrial revolution swept across
America unimpeded by traditions. Then one could hear the echo of events in Europe.
As the economy shifted from agrarian to industrial, the people and the resources were
soon to experience the throes of exploitation and the struggle for a decent living environ-
ment.

The air of American towns became polluted with smoke and grime from belching
chimneys of the new age. Railroads ate into the core of cities, waterfronts were ruined,
soot covered the village, and sewage lined the beaches. Buffalo, Chicago, Detroit, St.
Louis, all devoted their splendid sites on lakes and river waterfronts to the industrial
plants, the railroads, and the tankers of the new factory system. The land was platted
and advertised as "desirable sites for industry."

Immigration from foreign lands invited the building of tenements. Into them the
newcomers crowded, grateful for some place to live in this country of promise. Indus-

THE INDUSTRIAL REVOLUTION 67

trial growth in the large centers induced the people to remain in cities rather than
migrate to the more healthful environment of rural communities, and the inevitable
result was the creation of slums.

There was an exception to the concentration in congested cities. A large supply of
labor was needed to obtain the raw products for manufacture, and "company towns"
sprung up at mining and lumber camps in various parts of the country. They occupy
an infamous place in the annals of American town development. Living in deplorable
shacks and shanties, the workers' families were subject to the will of a single employer
for their livelihood. Shelter, food, and clothing were supplied through and at terms
prescribed by the mining company. The depths to which these communities sunk, and
in which many still remain, is a shameful blot on the American scene.

Building tenements for rent was a profitable enterprise in the nineteenth century.
Excessive building coverage on the land and crowding of dwellings within the buildings
brought about population congestion with unbelievable acceleration. The population
density in London was 265 persons per acre in 1870. It was 23 per cent higher than
this in New York City, 326 persons per acre, which then had only one-third the total
population of London. 1

Standards of land use were lax. The first law to regulate tenement building came to
New York in 1867, but only faint improvements were forced upon speculators. Plan-
ning persisted at a deplorably low level; the "railroad" plan was typical of the early
tenements and it had no more evil rival in the world. The usual lot width was 25 feet,
with a depth of 100 feet. Built to the side property lines of these narrow lots, the
"railroad" plan covered as much as 90 per cent of the area. The small space remaining
at the rear was used for privies, no sanitation being provided within the building. With
four apartments on each floor, and five or six stories high, only one room in each
dwelling enjoyed light and air; all other rooms had no exterior exposure.

The unbearable living conditions imposed on the poor did not go unnoticed. A com-
petition was sponsored in 1879 by the "Plumber and Sanitary Engineer" for a "model""
tenement. The results were touched with irony. The winning plan, by James E. Ware,
Architect, was the prototype of the later accursed "dumbbell" plan which covered
85 per cent of the lot and resorted to a narrow interior light shaft along the property
lines. Despite subsequent legislation "outlawing" these buildings, innumerable still
remain to afflict the City of New York.

The Utopians. The industrial city was shrouded in gloom. Class distinctions of
the eighteenth century were present, but the new economy forged links between them.
The fate of the privileged classes was inextricably woven with the welfare of the masses.
The upper classes recognized this, and philanthropy assumed new proportions. Efforts
to relieve the burdens of the working classes pierced the haze all through the nineteenth
century.

As early as 1797 the Society for Bettering the Conditions of the Poor was formed'
in England. While there were nostalgic recollections of the formal city, the struggle

i American Cyclopedia, 1875, Vol. XII, p. 382,

The Seventeenth Century City
The Picturesque Slum

The Nineteenth

Century City

The Mechanical

Slum

Among the deplorable slums of the nineteenth-century
factory town in England, the two-story row-house pre-
dominated. Stretching in long rows with small backyards
and narrow streets, the living environment was dreary
and monotonous. Crowding on the continent, however,
-was even more severe as indicated in the sketch of a
tenement block in Vienna. Built to a height of four and
five floors, it was typical to place a double row of dwell-
ings within the block, the interior row facing on a narrow
interior court on both sides. While it has been customary
to assume that European slums were more crowded than
'housing in this new world, the tenement block in New
York City does not confirm such a notion. The sketch
shows a combination of the "railroad" and the "dumbbell"
tenements, many of which still remain despite the fact
that they were outlawed in 1901.

THE INDUSTRIAL
REVOLUTION AND

THE NINETEENTH
CENTURY CITY

The Twentieth
Century City

4 mm ft*

I * r

London

Vienna

New York

i mi

# X w P
r -T ft J

STOKE-ON-TRENT, England

British Information Service

Dutch
Flat

TENEMENTS OF THE INDUSTRIAL CITY

Picturesque slums gave way to mechanical slums in the nineteenth century. Rows
of dwellings were built in the shadows of the factories. A typical workers house
in England was two stories high; living, cooking and dining took place on the
first floor, sleeping rooms were on the second. The wash room and privy were
attached in the rear. In Holland crowded flats in 2 and 3 story buildings were typical.
Tenements took different forms in various countries, but they all had one
characteristic in common excessive land coverage. In New York the "railroad"
plan became as bad as any and was in general use about the middle of the nine-
tenth century. It was outmoded by the "dumbbell" plan developed from the Com-
petition of 1879. The typical lot in New York City was 25 feet wide and 100 feet
deep. The "railroad" plan spanned the full width from lot line to lot line; the
depth varied but generally covered 90 per cent of the lot area. There were four
apartments on each floor and the buildings were six and seven stories high.

Privies were in the rear yard. Rooms were in tandem, and, since there was no light along the side property
line, only one room in each apartment had outside exposure. The "dumbbell" plan, or "double-decker"
offered little improvement except for the concession of a narrow light well along the side property lines. This
feature allowed some semblance of light and air into the rooms, but it is difficult to believe much could
filter down to the dwellings buried on the lower floors, and what air found its way into these wells must have
been foul. Sanitation was improved to the extent of providing two common water closets on each floor. The
"dumbbell" plan was outlawed by the Tenement House Act of 1901. This "New Law" was patterned after the
competition requirements of the C.O.S. in 1899. Illustrated is the winning design by R. Thomas Short, Architect.
The land coverage was reduced to 70 per cent of the lot area, and the tendency to use wider lots was generated;
lots of 50 feet in width began to replace the 25-foot widths. Sanitary conveniences were provided in each
dwelling. Light and air were provided in all rooms by interior courts instead of light wells, and the dwelling
room arrangement was unproved.

English
Row-
House

YARD

1X1

"Railroad"

Plan
circa 1850

Original

"Dumbbell"

1879

"Dumbbell"

Plan
circa 1887

50 FEET

Prizewinning Plan
1899

In 1816 Robert Owen, an English industrialist moved by the problem of the ill-housed industrial workers and
increasing unemployment, proposed a plan for a community which he believed could become self-supporting
and reduce the heavy cost of public relief. Owen further proposed that similar communities could be estab-
lished at appropriate intervals in the countryside. Communal buildings for each community were situated in
the center of a broad Common. About this Common were rows of dwellings, and surrounding the dwellings
were large gardens. The main road encircled the entire compound and the factories and workshops were
located along the outside boundary of the community. Designed for about 1200 people, each community was
surrounded by an agricultural area of between 1000 and 1500 acres to supplement industrial employment.

PLAN OF A MODEL TOWN FOR AN ASSOCIATED TEMPERANCE COMMUNITY OF ABOUT 10,000
INHABITANTS

Proposed in 1849 by J. S. Buckingham, architect, this Utopian plan specified a multitude of features within the
community and recommended that industries using "steam engines" be situated at least one-half mile from
the town. It was also suggested that sites would be reserved for "suburban villas" in the agricultural land sur-
rounding the town.

A 1000 houses 20 feet wide

B Arcade for workshops

C 560 houses 28 feet wide

D Retail shops

E 296 houses 38 feet wide

F Winter promenade arcade

S 120 houses 54 feet wide

H Schools, baths, dining halls

J Public buildings, churches

K 24 mansions 80 feet wide

L Central square

THE INDUSTRIAL REVOLUTION 71

to improve the living environment of the working people moved steadily on. The
depressing condition of housing for the poor impressed some industrial leaders who
sensed the problems it presented to the future of the industrial economy. The first half
of the century was marked by protests against the "sordidness, filth, and squalor,
embroidered with patches of pompous and vulgar hideousness," and a number of
Utopian communities were proposed. One such scheme was that of Robert Owen.

Owen was the proprietor of a cotton mill at New Lanark. He was familiar with the
problems of industrial management, having successfully introduced reforms in the
working conditions, hours, and wages for employees in his plant. However, Owen saw
beyond these reforms and, in 1816, he set forth an unusual plan for a co-operative com-
munity combining industry and agriculture.

Dwellings were grouped about a large open space in which he located the communal
buildings. Surrounding the dwellings were large gardens, and this entire area was
encircled by a main roadway. On one side of the compound were the factories and
workshops. Beyond, on all sides, was the agricultural belt ranging from 1,000 to 1,500
acres. The village was designed for about 1,200 people. Owen intended his plan for the
unemployed, assuming that the community would become self-supporting and thereby
reduce the heavy cost of public relief.

Another of the Utopians was J. S. Buckingham who, in 1849, wrote a treatise entitled
National Evils and Practical Remedies. In this work he displayed his plan for a
"model" town for an "Associated Temperance Community of About 10,000 Inhab-
itants." Buckingham adhered to the current distinction of class, placing the finer houses
near the center of his plan, receding in class to the humble dwellings and workshops
about the periphery.

The Utopian proposals were not executed, but they focused attention upon the grow-
ing evils of the urban environment. In 1844 the Rochdale Pioneers formed the first
consumers' co-operative organization. In the same year the first Royal Commission on
Health and Housing was appointed in England and the first Public Health Act was
passed in 1848.

By the middle of the century severe epidemics were spreading over England and
continental countries. The ruling classes could insulate themselves from many un-
desirable features of urban living, but they were not immune to disease. Spurred by
alarm, the royalty engaged in a few paternal developments. Prince Albert in England,
Louis Napoleon III in France, and the Berlin Building Society under Prince Wilhelm
in Germany built some "model" dwellings.

These projects represented two extremes. In the congested areas six- and seven-story
tenements were repeated with little improvement in plan and design than previous build-
ings ; they could only decay into more slums with the passing of time. The other extrem-
ity was the suburb of single houses built on the outskirts of the cities. The intention of
these dwellings was encouragement of home-ownership. Being too expensive for the
vast number of low-paid workers, they reverted to the usual middle-class suburbs. The
prospect of selling these dwellings at handsome profits further removed them from the

72 THE INDUSTRIAL CITY

income group most in need of improved housing. Consequently, there were no solu-
tions in these spurts of activity.

The Model Towns. Recognizing the desirability of good housing for their workers
and stimulated by the unexecuted proposals of the Utopians, some "model" communi-
ties were undertaken by industrial owners. One of the earliest of these "towns" was
Bessbrook, built in 1846 for workers in the linen mills near Newry, Ireland. In 1852
Sir Titus Salt built Saltaire for some 3,000 workers in his textile mill near Bradford,
England. Extensive community facilities were introduced in this development. In 1865
the Krupp family began the first of several "model" villages for workers in their
munitions and iron factories in Essen, Germany.

George Cadbury, a chocolate manufacturer, moved his plant from Birmingham to
a rural site and began the town of Bourneville in 1879. While this community was
initiated as a "company" town it was converted to an autonomous village about 1900
and has some 2,000 dwellings today. The land has remained in the single ownership
of the village. In France, another chocolate manufacturer, M. Menier, built a worker^"
colony at Noisel-sur-Seine near Paris in 1874. Similar communities were built in
France by the Anzin Mining Company for mine workers at Valenciennes, and M.
Schneider et Cie., for their Creusot Steel Mills near Fontainebleau. Others were de-
veloped at the Crespi Cotton Mills near Capriate, Italy, and Agneta Park near Delft,
Holland, in 1883 for the Van Marken Yeast and Spirit Works.

In 1886, Lever Brothers, famous makers of soap, built Port Sunlight near Liverpool.
The site for this project was 550 acres, and large blocks were employed with interior
gardens and play areas, a forerunner of later planning. Another project that fore-
shadowed subsequent developments was Creswell, built by Percy Houfton in 1895 for
his Bolsover Colliery. A hexagonal pattern was used, the houses facing inward on the
gardens. Sir Joseph Roundtree, cocoa manufacturer, built Earswick near York in 1905.
This, like Bourneville, was made a community trust. It was planned by Barry Parker
and Raymond Unwin, architects prominent in the new direction of town planning.

Some industrialists in America sought to improve the housing for their workers,
probably the best known being Pullman, Illinois, built in 1881. It was built as a
permanent town in conjunction with the plant for manufacture of Pullman sleeping
cars.

The "model" towns of the industrialists in the nineteenth century were so few in
proportion to the real problem of housing in the factory centers that they contributed
little to the solution of that problem. They were flavored with a paternalism similar to
the "model" dwellings built by the royalty at an earlier date. They did demonstrate
some planning arrangements from which later communities were to profit, but the
rarity of the projects rather emphasized the disparity between the living standards
which were possible in the industrial era and the low level to which housing for most
of the urban population had degenerated.

There can be no claim to city planning during this era. The fervor for industrial
expansion had blotted out the original plans for cities in America, and only rem-

THE INDUSTRIAL REVOLUTION 73

Hants can now be seen. Ambitious proposals like the Judges and Governors plan
for Detroit remained as diagrams of what might have been. Even the distinction
between major and minor arteries established in the early Detroit plan, for example,
was abandoned in favor of a standard street width of 66 feet.

The only plan that remained was Washington, D. C., and it was fraught with dif-
ficulties. The Capitol building and President's Palace had been placed upon the
sites selected for them, but further developments were hardly appropriate to the
dignity and grandeur of L'Enfant's plan. In Lincoln's time the streets were still
muddy roads; Pennsylvania Avenue, intended as a broad and monumental prom-
enade, was lined with nondescript commercial buildings and shops. The Capitol
.building faced east, overlooking the barren marshland which was destined to become
the slums of the city. ]

The gridiron plan of New York City was the beginning of a sterile urban char-
acter. The movement "Westward ho!" gripped the pioneers and with them strode
the land surveyors. By the time this great trek had moved across the United States
the vast land had been mapped in a gargantuan gridiron of mile-square sections.
The pattern of land division was thoroughly bound in a legal straight jacket of
readily recorded deeds. Natural features, rivers, mountains, and valleys were
ignored. Henceforth the grid became the basic pattern of farms, villages, towns,
cities, and counties. Desirability of the land was measured by its prospects for
quick and profitable turnover. Subdivision practices were conveniently designed to
enhance these prospects, and the pattern of future development of cities was fairly
sealed in this package of the gridiron plan.

The Horizon of Improvement. As the nineteenth century wore on governments
in Europe assumed more and more responsibility for the improvement of the city.
The British Housing Law of 1890 empowered the state and local authorities to con-
demn land and build dwellings for rent to the working class. In response to the
growing strength of the trade union movement in Germany a law of 1889 granted
privileges to co-operative housing developments, using funds derived from social
insurance which had been inaugurated by Bismarck. At an earlier date, legislation
was enacted in Holland to provide for the loan of public funds to "public utility
societies" engaged in housing, and a similar program was begun in Stockholm,
Sweden, in 1879. The "public utility society" is somewhat similar to the "limited
dividend company" in the United States, but was subject to closer state supervision
in Europe because of the greater degree of financial assistance it received from
the government.

These various measures set the stage for the more enlightened era to follow in
the next century. There also began a program of social work on behalf of decent
housing which was to extend into the twentieth century. Miss Octavia Hill launched
her crusade for the underprivileged in London in the latter part of the century
a practical program based upon the idea that good and continuous management
could improve living even in existing tenements.

BERN

1300

1600

The early medieval town had space within and
about it. With the increase in trade and the rise
of mercantilism the city form remained the same,
but open space was built up. The methods of
water supply, drainage, and waste disposal re-
mained the same, but more and more people were
crowded into the city. It has continued to grow
in population as have other cities, but, while it
extended its boundaries, the process of congestion
has increased in intensity of land use. Current
undesirable congestion has been bearable only
with the vast improvement in water distribution,
public utilities of gas, electricity, sewage dis-
posal, and mechanical inventions.

ELJL

Just as the medieval town became crowded with the increase
in trade, the new towns gradually became congested with the
development of commercialism. The plan of New Haven shows it
as an open residential community until the industrial revolution.
In the last hundred years, however, the street system has changed
only slightly, but the land has been built-up until little open space
remains.

1641

1812

NEW HAVEN

Today

THE INDUSTRIAL REVOLUTION 75

Stirred by the gallant efforts of such crusaders as Jacob Riis, there developed
a growing protest against the congested tenements in America. The hideous "rail-
road" and "dumbbell" tenements on 25-foot lots had spread over New York City, but
there were signs of mild and spotty reforms. As early as 1871 the Boston Co-operative
Company began a modest program of rental houses for city workers, and other
"model" dwellings were attempted.

In 1894 the publication of some plans for tenements by the Architect Ernest Flagg
aroused wide interest. These plans provided broader light courts than the standard
practice; they reduced the length of interior corridors and improved the exposure
of the rooms. A competition for better housing was held by the Improved Housing
Council in 1896. It was won by Mr. Flagg with a plan requiring a lot 50 feet in
width but accommodating the same number of apartments per floor as the "dumbbell"
plan on the same area of land. The rooms in each apartment were larger, and their
exposure and arrangement were enhanced.

With this impetus to improve low-cost housing, the Tenement House Committee
of the Charity Organization Society conducted a competition in 1899, The program
specified certain basic planning standards to be followed by the competitors. Among the
prescribed requirements were a maximum lot coverage of 70 per cent, large light courts,
and a minimum volume of air per occupant within the dwelling. The winning design
was submitted by the architect, R. Thomas Short.

This competition spurred renewed efforts for reform and culminated in the passage
of the Tenement House Act of 1901, commonly known as the "New Law" in New
York City. The act was modeled after the standards of the competition, and fairly
established the 50-foot lot in subdivision practice.

Progress became more visible when the twentieth century opened. Several organi-
zations were formed for the purpose of building better housing for the low-income
worker. One of the most notable was the City and Suburban Homes Company of
New York. Starting business in 1896 and assisted by Ernest Flagg, it has since built
some 3,500 apartment units. The by-laws of the company are worthy of note; its
purpose was: "To offer to capital a safe and permanent investment and at the same
time to supply wage earners improved homes at current prices."

In 1879 the Washington Sanitary Improvement Company was established in Wash-
ington, D. C. It was followed in 1904 by the Washington Sanitary Housing Company
and these organizations have built nearly 1,000 apartments for rental to families of
low income in the capital city.

Movement to the Cities. The factory system brought more and more people to
the urban centers. While rural areas in England were decreasing in population from
10,000,000 in 1821 to 9,500,000 in 1936, cities were gaining from 4,000,000 to
37,000,000. In Germany the rural population dropped from 23,000,000 in 1821
to 19,000,000 in 1936, and urban population increased from 2,000,00 to 48,000,000
in the same period. The industrial metropolis and congestion became synonymous.
Between 1800 and 1900 urban population in Europe grew between 300 and 400

76 THE INDUSTRIAL CITY

per cent. At the beginning of the nineteenth century, London had a population of
1,000,000; at the beginning of the twentieth century it was 7,000,000. During
the same period Paris grew from 700,000 to 3,000,000, and Berlin from 172,000
to 4,000,000.

The population of the United States was largely agrarian at the beginning of the
nineteenth century. Only about 5 per cent of the people lived in towns, and they
were small communities. In 1790 there were but two cities with a population as large
as 25,000. The inauguration of regular steamship service between Europe and
America in 1840 helped to feed the factory system with immigrants seeking the free-
dom of this land. By the middle of the century 20 per cent of the people lived in
cities. From that time forward the acceleration was rapid, and in 1940 there were
3,464 urban communities with 56.5 per cent of the total population of the country.
Four hundred and twelve cities had more than 25,000 population. Of these, twenty
three ranged between 250,000 and 500,000; nine were between 500,000 and 1,000,000,
whereas five exceeded 1,000,000.

The Spiral of Land Values. The century saw the formation of land companies
and the beginning of "real estate" as a business. Land prices boomed as city popula-
tion jumped by leaps and bounds, and speculation was rife with expansion to the
suburbs. Land values in Berlin doubled between 1865 and 1880. In one twenty-year
period, land values in London increased one-third. With this increase in land values
came increased congestion. Between 1836 and 1886, the density of population in
Paris increased threefold. The density of people in London was 265 per acre in 1870,
and, at the same time, there were residential areas in New York City with a density
of 326 people per acre. 2

During the latter part of the nineteenth century speculation in land flourished. Land
valuations pyramided at a fantastic rate. Accommodation of the growing urban popula-
tion in the expanding city became more and more difficult. Increasing the density in
tenements only further inflated the value of land, which in turn bred higher values.
The vicious cycle was in motion.

In New York land values were $742,000,000 in 1870. In 1872 they were
$797,000,000. By 1927 they had risen to $7,780,000,000, and in 1932 they were
$10,150,000,000. A study by Homer Hoyt showed a similar sequence, although less
regular, in Chicago. The valuation of land for the 211-square-mile area occupied by
that city ran the following course:'*

1833 .............. $ 168,000 1861 .............. 60,000,000

1836 .............. 10,500,000 1897 .............. 1,000,000,000

1842 .............. 1,400,000 1926 .............. 5,000,000,000

1856 .............. 125,000,000 1932 .............. 2,000,000,000

3 100 years of Land Values in Chicago, Homer Hoyt, University of Chicago Press, Chicago, 1933, Tahle
LXXX, Appendix III.

THE INDUSTRIAL REVOLUTION 77

The chaotic effect of this violent sequence of higher density followed by higher land
cost can hardly be understated. The movement of the tide has been stemmed only with
occasional economic depressions, but these intervals have been followed by immediate
recuperation of inflated land values. It is apparent that little hope for any modification
of this cycle can be expected as long as the legal framework for the urban environ-
ment permits unlimited population densities.

PARIS

INCENNES

The dark-shaded streets show
the Haussmann Program

Wall A

Wall B

Wall C

Wall D

Wall E

Built by Philip Augustus, Twelfth century
Built by Charles V, Fourteenth century
Built by Louis XIII, Seventeenth century
Built by Louis XV, Eighteenth century
Built by Napoleon III, Nineteenth century

F The Louvre

G The Tuilleries

H The Champs Elysees

J The Champs de Mars

K The Tie de la Cite

L The Invalides
M The Luxembourg

Beginning as a fortified town on the small island in the Seine River, Paris was known as Lutetia by the Romans.
At the time of the Norman invasion in the ninth century the town had expanded heyond the original lie de la
Cite and was fortified on both sides of the Seine. The fortifications were extended by Philip Augustus in the
twelfth century (Wall A). The left bank (south) was the principal location for churches and colleges, the
commercial center lying on the right bank. The kings made their residence on this bank, and in the fourteenth
century Charles V built Wall B to contain more adequately this growing part of the city. At the east end of the
town was the tower known as the Bastille; at the west end, on the banks of the Seine, was the Louvre which
became the royal palace.

The Louvre was extended in the sixteenth century under Henry IJ, and the Tuilerics Gardens were created.
The power of the monarch was growing, and the Renaissance was ushered in. Henry IV built the Place Royal,
and in the seventeenth century Louis Xlll had the walls expanded to contain the Tuilcries Gardens (Wall C),

During the reign of Louis XIV, the Sun King, Paris grew rapidly, and court life extended its influence.
Vauban reduced the fortified walls, and the ramparts were transformed into promenades, the first of the Grands
Boulevards. The Tuileries Gardens and the Louvre were enlarged, and the initial stage of the Champs filysces
was built into the "suburbs" to the west. The Place des Victoires and Place Vendome were built. Monumental
quais were created along the Seine. King Louis XIV, however, moved his court and residence lo Versailles
where he built the great palace and gardens.

The city expanded further under Louis XV who built the Place Louis XV (Place de la Concorde), Rue
Royale, and Church of the Madeleine. Streets were widened and new avenues built for fine residences. The
Champs de Mars was also established, and in the latter part of the eighteenth century the new Wall D was
built to contain the growing city.

Following the Revolution the industrial development of the city increased. The outskirts of the city were
built up, and a new Wall E was built in 1840. Under Napoleon III, the huge program by Baron Haussmann was
carried out. The principal portion of this is indicated in heavy shading. Many new avenues were cut through
the city and boulevards created on the sites of old walls.

As Paris developed, the city underwent remodeling under each of the monarchs but it will be observed
that the greatest projects in each successive period were those along the fringe of the city. The great open
spaces that distinguish the city today were developed in advance of the city expansion, and the walls extended
to include them as the city spread about them. Even as late as Haussmann, boulevards were carved out of the
city, but the most expansive spaces were those like the Champs filysees and the Place de Tfitoile, and boule-
vards radiating from them were laid across open fields. The rapid growth of Paris has spread the city in all
its suburbs and absorbed the open spaces including those created when the walls of 1840 were leveled in the
latter part of the nineteenth century.

CHAPTER 6

THE CITY OF
CONTRASTS

Last of the Baroque. Repeated outbreaks of the people caught in the tangled
industrial city were a source of annoyance to the ruling class in Europe. In the midst
of the orgy of urban expansion, a development of monumental proportions was under-
taken in Paris. Sensitive to the restlessness of the working classes, Napoleon III pro-
posed to open broad avenues through the slums in which discontent festered. In
devising his plan he was not unmindful of the advantage these open spaces would
provide his soldiers in controlling mob violence.

Georges-Eugene Haussmann, a bureaucrat in the city administration, was selected,
in 1853, to take charge of the huge program. The result was an amazing demonstration
of administration and organization. The entire boulevard system of Paris was planned
and executed in a period of seventeen years and under the most strenuous circum-
stances. Haussmann was resisted, on the one hand, by a city council reluctant to
appropriate the necessary funds and, on the other, by bourgeois property owners
affected by his broad strokes of planning.

Haussmann was aware of the need to design for the traffic of a new industrial age.
He laid out the new streets in long sweeps cutting through the maze of winding
medieval lanes. With these avenues he connected old plazas and created new plazas.
He laid out the radiating avenues across the open fields from the Place de Ffitoile,
he laid out the Bois de Boulogne, he carved out the monumental Avenue de FOpera
and many other grand boulevards.

The program engineered by Haussmann was stupendous. It transformed Paris and
gave it much of the color of that great city. But can it properly 'be called planning?
A series of masterful projects were executed. Haussmann intended to improve the
circulation of traffic, and the broad avenues that were opened through the congested
districts were an improvement. He had the conception of scale appropriate for the
new city: he saw it as a complex wanting unification. But the tradition of monuments
was deeply rooted in the process of city building. It was not long since the revolution

80 THE INDUSTRIAL CITY

against tyranny, and an emperor was again the ruler. The tree-lined avenues and
vistas meant to impress rather than serve the people.

The time was not ripe for solving the new urban problems. Mixed land uses were
not changed, and the avenues became continuous shopping streets along the ground
floor with dwellings on the upper floors. There was no separation between land uses
as in the earlier London residential developments about Bloomsbury, which were
by-passed by traffic arteries and shopping streets. The scheme of Haussmann was
gargantuan in scale, but it was too late to become an effective monument to the ego
of a monarch, and too early to solve the planning of the industrial city. It was the
swan song of the Baroque city.

MidrVictorian Mediocrity. There was a depressing consistency about the factory
town of the nineteenth century. It bred mediocrity in every aspect of life; mediocrity
was its characteristic. Vast areas of mean dwellings lay under a pall of smoke; an
atmosphere of haze hung over the environment. Peaks of creative inspiration were
few and far between. Monotonous order was a natural result of rigid organization of
people and things. The mid- Victorian Period signifies bad taste and dull, routine life.
Here and there a pseudo-gayety pierced the haze, but it was fluffy with gray frills
touched more with half-concealed vulgarity than genuine pleasure. The urban environ-
ment reflected the bawdy "can-can" rather than the graceful waltz. A film of grime
and soot covered it, and the wide range from wealth to poverty meant little more, in
a cultural sense, than the difference between more or little bric-a-brac in the cluttered
surroundings. The cultural energy of the city was sapped by the gigantism of industrial
development. The factory was like a monster that spewed forth its products and then
reached out to clutch them in its expanding claws.

Glorification of the machine was complete, and man had created a master. This
was significant to him. He had proved his power. Here was a creature of man that
could produce anything. It had no need for a brain; it was automatic. It had no
limitations; it could even destroy man himself. And man was tremendously proud
of his achievement.

Proof of the mediocrity of the age were the few who recognized it. William Morris
and John Ruskin cried out against it; Charles Dickens wove it into his classic stories;
muckraking reporters like Lincoln Steffens exposed it; Octavia Hill and Jane Addams
fought it with vigorous social work. They saw the dulling of man's creative spirit, the
shift from quality to quantity as a measure of success. They perceived it in all its
shabby elegance and grime the nineteenth century industrial city.

Apparently, man can move in an atmosphere of mediocrity for just so long, and
then an awareness of a cultural vacuum dawns. Unfortunately he may only peer,
rather than search, for the absent quality, and he often fabricates a substitute, an
artificial air of pomposity that serves rather well and takes much less trouble than
the search for culture. To achieve culture it might be necessary for him to forego
temporarily some material advantages in which he so firmly believes. So he ingen-
iously contrives to have both.

THE CITY OF CONTRASTS 81

This happened in the transition twilight of the nineteenth century.

The City Beautiful. World Fairs had proved a great way to place the products
of industry before the people and it was proposed to hold one in Chicago in 1893. The
Columbian Exposition, as it was called, was to demonstrate amply the great industrial
empire and to give pedigree to this new empire. What more natural way to accomplish
this than by clothing it in the robes of classic form? Had this not been the "cultural"
drape for the great days of the past? Was this not an appropriate cloak for a new
era when men could produce more than at any time in history? With this new power
men could reproduce classic structures that would surpass the emperors. This was
a natural conclusion in the nineteenth century and it was true. Mediocrity had taken
its toll in taste as in exploitation. A reaction was inevitable, and it was violent.

It was a natural paradox that out of the smoke, soot, and grime of the cities, this
Fair would be called "White City." Cities were cramped, monotonous, and ugly; the
Fair would be big, broad, and beautiful. The Fair would be everything the urban
environment was not, and it was a huge success. It did all the things it purported to do
and something more. It launched a movement of "classic revival" in this country
which was to portray all the contrasts conceived in the nineteenth century and born
in the twentieth.

Daniel Burnham, the chief architect for the Columbian Exposition, uttered the magic
wo-Lxta t : ^l marked the new era: "Make no little plans." The fair rolled up a tidal
wave of "city planning" and it swept across the land. Every large city planned to
become the "Cily Beautiful." Burnham was commissioned to prepare a plan for San
Francisco after the earthquake and fire of 1906. The Commercial Club of Chicago
engaged him for the plan of that city in 1909. He did one for Manila and Baguio in
the Philippines, and he was an active member of a commission of architects who
renewed the plan of Washington, D, C.

Other cities followed suit. Plans were of colossal scale with monumental propor-
tions. Axes shot off in all directions terminating with proposed buildings that put
the visions of past kings to shame. Great plazas and broad avenues, generously punc-
tuated with monuments, were almost a civic obsession. The "City Beautiful" was the
Grand Plan reincarnate; the Ecole des Beaux Arts in Paris was the fountainhead for
the designers of this period and the plans had to be big to be beautiful.

Civic centers became a popular theme. Nearly every city had its Civic Center
Plan open space landscaped in the traditional fashion, fountains distributed about
plaza and garden, public buildings limited in number only by the size and ambition
of the city, topped off with a frosted dome terminating a long and broad vista.

All this activity was performed in something of a vacuum. An air of haughty
detachment pervaded the planning, an isolation from the affairs of people and
community activities. A monument or public building blithely placed in the middle
of an important traffic artery suggests the characteristic paradox. It was as though the
planners had determined that the people must adjust themselves to the mighty formal
arrangement. It failed to occur to them that the entire development of a city was

82 THE INDUSTRIAL CITY

essentially a derivative of human needs. The Civic Center conception itself was one
of removal from the life of the community rather than a functional entity within
it. Removed from channels of enterprise, civic affairs had an air of divorcement.
The grandiose buildings were imposing, not inviting. They held the spellbound cit-
izen at arm's length. They did not fit the city, its life, its habits, or its manners ; theirs
was an air of disdain rather than dignity.

Then these great structures became so laden with excess "architectural" expense,
it was almost too much to bear. The citizen could really not afford the sums of money
they cost. There were some grand gestures made and executed, but the lavish plans
were largely destined for respectable storage in the archives of a more modest city
hall. Most of the work that reached the stage of execution was necessarily and hap-
hazardly remodeled later to fit the requirements of traffic and circulation ignored in the
original planning.

The seeds of city planning had nevertheless been planted. Planning organizations
sprung up in various parts of the country. A Town Planning Board was established
Li Hartford, Connecticut, in 1907. In 1909 the first National Conference on City
Planning was held. This was followed in 1911 with the founding of the National
Housing Association. By 1913 there were official planning boards in 18 cities in the
country, and in the same year Massachusetts led off with the first state legislation that
made city planning a mandatory responsibility of local governments: all cities with
a population of 10,000 or more were required to establish a Planning Board.

The City of Commerce. Meanwhile the real city was shoving its sprouts through
these pleasant but fortuitous efforts. The technical "know-how" of industrial produc-
tion had been learned. The industrial system was no longer primarily a technical
problem; it was now a commercial process. Financing and distribution were the new
emphasis. Selling the rapidly produced merchandise and financing the expanding
facilities to produce more were transforming the system into a financial empire. Fac-
tory management turned its attention from production of goods to commercial organi-
zation, banking, national and world-wide trade associations. The nature of commodities
and their production methods gave way to ticker-tape and figures in a set of books.
The businessman the tycoon of commerce became the main cog in the new era.
Statistics, business cycles, bookkeeping, financing, and the stock market were the stock-
in-trade of those who strove for success. Trade in commodities rather than the com-
modities themselves was what counted now. The city began to bristle with buildings
sheltering acres of floor space for business. The skyscraper was the dramatic manifes-
tation of the commercial city.

It was apparent that affairs must be operated on a practical basis. Cities must work,
the ornamental must be discarded, and only the useful could be tolerated. Land cost
money, buildings cost money, services cost money, and so did time. These required
attention of practical men, not dreamers. It was well and good to have ideas about a
"City Beautiful," but it was far more important that they pay dividends.

To answer these demands there emerged the "city engineer," the practical man who

THE CITY BEAUTIFUL:
The central part of the 1909
plan for Chicago by D. H.
Burnham.

THE INDUSTRIAL CITY: Gary, Indiana.

The City Beautiful and the Industrial City grew up together in
the nineteenth century. The problems of the growing metropolis
were not solved and the crowded City of Commerce emerged to
complicate further the urban pattern.

SILHOUETTE, ANCIENT TO MODERN

American Airlines

PYRAMID OF GIZEH

PARTHENON COLOGNE
CATHEDRAL

WOOL-WORTH RADIO EMPIRE
BLDG CITY STATE
BLDG

84 THE INDUSTRIAL CITY

could make surveys and calculations, determine the size of sewer, water, and drainage
systems, lay out rail lines, streets, walks, curbs. City planning became an engineering
process engaging practical men free from dreams. These qualifications appealed to
civic and business leaders and instilled confidence in their judgment and businesslike
manner. It was this individual that businessmen desired for the responsibility of plan-
ning within budget limitations. They had received a huge dose of grand planning,
proposals to embellish the city with architectural trappings costing more than the
problems they were intended to solve.

There was merit in this position; the "City Beautiful" was not frowned upon, it was
simply too expensive. Awed by the monumental dreams, impressed by the vision, it
was not with disrespect that the proposals were sidetracked. These great designs had
simply lost all connection with the commercial city that was growing up in the twentieth
century. It was a thing apart, detached, unrelated to the affairs of men. It solved no
problems, and there was a subconscious recoiling from the classic mold into which it
would cast the physical environment.

The city was a business proposition, and it must pay dividends. Land took on a new
value. There was a time when it was sold as "lots. 9 ' The value was later measured in
terms of street frontage, a price per front foot. It was now being measured by the
square foot. Every square foot of land had a value and none could be wasted. Building
coverage was intense; layer upon layer of floor space was piled upon the land.

Despite resistance to the monumental planning of the "City Beautiful," the classic
treatment had made a deep impression. It gave an appearance of pedigree which was
itself an asset to the business world. The value attached to every square foot of land for
commercial use opposed the fine balance between the buildings and open space of classic
planning. But the appearance could be captured, however, so remnants of the classic
revival were hung upon the fagades of buildings and each thus became a fit associate
for its neighbor along the street. It was a sham, to be sure, but the street assumed a
stylish front and the value of land behind the fagades was protected.

As in architecture and the arts, city planning acquired a Queen Anne front and a
Mary Ann back. The street became a canyon embellished with a galaxy of styles cutting-
through mountains of building bulk. The appearance of dignity was achieved without
the loss of a square foot of land.

Washington, D.C., is not a typical American city, but it dramatically displays the
contradictions of the twentieth century. The job of government in a great democracy
attracted an expanding population to the capital city. With the people came commer-
cial enterprise, and the forces of conflict were set; the commercial city and the classic-
city were diametrically opposed.

The pseudo-classic planning for activities of the Federal government was vigorously
maintained. In 1901 the MacMillan Commission was appointed to restore the original
character of the I/Enfant plan. Some results were obtained. The railroad which had
been cut across the Mall was removed, and the present site for the Union Station was
established. There was agreement on a uniform limit for the height of future buildings.

Fairchild Aerial Surveys

NEW YORK CITY

New York City illustrates the exaggerated chaos of the City of Commerce in the industrial age.

WASHINGTON, D.C.

A city of monumental compromise between the classic and the commercial city. The Capitol is near the
center of the photograph. It is encircled (left and counterclockwise) by the House Office Building, Library of
Congress, Supreme Court, and Senate Office Building. To the right is Union Station. The Mall extends from
the Capitol to the Washington Monument, from which the Reflecting Pool leads to the Lincoln Memorial.

Fairchild Aerial Surveys

86 THE INDUSTRIAL CITY

To preserve these accomplishments the National Commission of Fine Arts was ap-
pointed in 1910 by President Theodore Roosevelt. It was followed in 1926 by creation
of the National Capital Park and Planning Commission.

These commissions performed yeomen services to the preservation of the classic city,
but that city had changed. A new age had arrived, immature but nonetheless a moving
force. Commercialism with its entourage of shops, hotels, office and loft buildings,
entertainment and residential development, traffic and transportation descended upon
the city. Above all, the evaluation of land and the intensity of development that had
overtaken other cities could not be denied in the capital city.

Commercial enterprise paid respects to the monumental street system which had been
laid down. Into this framework the features of the new city were squeezed and fitted.
Classic fagades were likewise draped upon the street fronts, but behind these fronts
formless building space was heaped upon the land, even as in other cities.

The contradiction between the classic and the commercial city was clearly apparent.
To protect its character of monumental buildings and planning, the Federal reserva-
tion was necessarily isolated from the remainder of urban development. With this
separation the prescription of uniform building height and style, building sites, forms,
and open space could be rigidly controlled.

The paradox of the city was substantially complete. The execution of a plan for the
capital of a great democratic government could be accomplished only by freezing its
form into a preconceived and inflexible mold. The reason for the paradox had ap-
parently escaped notice.

It was falsely assumed that a planning "style" could be transferred from another
age and adapted to a new set of conditions. It was overlooked that periods of culture
in the past have been identified by the special stamp of character they evolved from
within the framework of each. Great cultures have not been so recognized because of
their similarities with previous periods, but because of the distinctive qualities they
have contributed to the progress of civilization.

The false premise upon which the plan of Washington, D. C., has evolved is mag-
nified by the design of the structures themselves, the insistence upon classic forms with-
out regard for the essential arrangement of interior space. Exterior space is equally
oblivious to the functional elements of the city. The classic courtyards, their prototypes
treated with fine paving or gracious gardens, have in Washington become oil spotted
parking lots filled with automobiles. The Federal reservation of classic monumentalism
is hollow and unnatural; the commercial city, warped into the pattern of its streets, is
equally artificial.

The Need for Regulation. Laissez-faire took deep root in the affairs of men as
the commercial city formed. The new attitude of practicality presented something of a
contradiction in urban building. It became increasingly apparent that if freedom was
to avoid license some order must be established. In practical terms this meant the
adoption of rules and regulations which, in turn, implied certain curbs upon laissez-
faire.

THE CITY OF CONTRASTS 87

We have observed that regulations over city building were not new in the annals
of history. King Hammurabi codified his rules of justice in 2,000 B.C. The Greeks had
regulations pertaining to the building of dwellings. The Romans established height
limits for tenements. Towns of the Middle Ages adopted various regulations like the
restrictions against fire hazards and projecting upper stories.

The sad condition of housing that developed with the factory system in the nineteenth
century forced the enactment of many laws to curb abuses. Restrictions applying to
commercial and industrial buildings were rare, and with the advent of the skyscraper
the need for appropriate regulations became more and more apparent.

Regulations for light, air, and lot coverage, though lax, were accepted for residential
buildings, but commercial structures were permitted to occupy as much as 100 per cent
of the lot area for the entire height. Steel construction and elevators pushed buildings
higher. Light and air could penetrate on the street frontage only, and this diminished
as buildings rose, floor upon floor, into the air.

Regulations increased in number and scope during the early part of the twentieth
century. Codes establishing standards of construction, mechanical, and electrical instal-
lations were adopted to protect the public health and safety. Fireproof construction was
required where congestion was most acute. Protection was assured for public rights-of-
way.

Mixed land uses, the indiscriminate placement of stores and shops in residential
areas, induced premature depreciation of land values and residential neighborhoods.
The necessity to exercise some measure of public control over land use was pressing.

Zoning. There was some precedent for zoning. When town walls in Germany were
leveled in the nineteenth century, building regulations designated "belts" in which
apartments and single houses could be built about the periphery of the ramparts. Pro-
tection from encroachment of undesirable land uses had been attempted in America.
Exclusive residential sections in some middle-western cities were planned as courts
entered through monumental gates and "block ordinances" were framed to restrict
improvements to high-class residences. Height limits were placed on buildings in
Boston in 1903 125 feet in the central district and 80 feet elsewhere. In 1909 Los
Angeles adopted a regulation dividing the business area into seven "industrial" districts.
The remainder of the city was declared to be residential and in this area "laundries"
were excluded. After a piece of land, in which a brick industry was located, was annexed
to the city another ordinance was enacted to prohibit brickyards in residential districts.
Both these ordinances were upheld in the California courts.

These cases were hardly more than experimental gestures, but the chaotic growth
of cities made it imperative that positive steps be taken to bring some order into the
urban pattern. It is a fortunate characteristic of humankind that when leadership is
needed there is usually available someone willing and capable of assuming the re-
sponsibility. Such a man was Edward M. Bassett, an attorney in New York City. To
Mr. Bassett goes credit for a public service on behalf of the urban population. He
undertook a thorough investigation of the power of the people to regulate their own

88 THE INDUSTRIAL CITY

destiny and worked diligently on the preparation of a legal instrument whereby the
people could exercise effectively their powers to control the use of land in the urban
community.

Mr. Bassett defined zoning as "the regulation by districts under the police power
of the height, bulk, and use of buildings, the use of land, and the density of popula-
tion." With this clear-cut purpose, the first comprehensive zoning ordinance in this
country was enacted by New York City in 1916. There is no better testimony to the
remarkable thoroughness of Mr. Bassett and his colleagues than the subsequent history
of zoning in the courts. Tested in a number of cases in later years, the principle of
zoning was upheld in every court.

One of these cases is particularly significant. It fairly confirmed the democratic
nature of planning, and established it as an instrument with which the people could
order the destiny of their cities. In his opinion on the "Euclid Case" 1 Justice Suther-
land of the U. S. Supreme Court said: 1

Until recently urban life was comparatively simple; but with the increase and concentration of
population, problems have developed, and constantly are developing, which require additional
restrictions in respect to the use and occupation of private lands in communities. Regulations, the
wisdom, necessity and validity of which, as applied to existing conditions, are so apparent that
they are now uniformly sustained, a century ago, or even a half century ago, probably would
have been rejected as arbitrary and oppressive.

Little need be added to the words of Supreme Court Justice Sutherland.

Zoning had a profound effect upon American cities. For the first time there was
created an instrument with which to control the use of land in urban areas. It is charac-
teristic of this technique that it protects the general welfare of the people by protecting
that of each individual citizen.

There was nothing in the nature of zoning that confined it to urban development
alone. It was essentially a device for planning the execution of a plan and as such
could be applied at any scale and for any land requiring public control over its use.
It has been applied to counties in a manner similar to that of cities, and it has been
adapted as a means for conservation of natural resources. In 1929 the State of Wiscon-
sin empowered counties to establish districts in which agriculture was excluded from
submarginal lands and forestry and recreational development encouraged within these
privately owned lands.

Zoning is a vital part of the urban machinery, but it can fail through abuse, misuse,
and resistance to essential changes in the urban pattern for the general welfare.

Extension of Public Services. The industrial revolution changed the city into a
metropolis. The urban population became the multitude, and the supply of basic human
wants to this multitude required highly organized services. Transportation via common
carriers, roads, water supply, sewage disposal and drainage, communications, power
and illumination, all vastly expanded in scope. Their impact upon the public health

i Village of Euclid, Ohio v. Ambler Realty Company, 272 U. S. 363, November 22, 1926.

THE CITY OF CONTRASTS 89

and safety increased accordingly. Being thus colored with the public interest, some of
these services were subject to public regulation; others were embraced in public owner-
ship.

Public works to control or harness natural resources for the community at large were
not new. We will recall the dikes, reservoirs, and irrigation projects along the Nile;
the aqueducts, sewers, and roads built by the Romans as public projects. This responsi-
bility disappeared for a time during the Feudal Period but returned toward the end of
the Middle Ages. Limited though they were, water supply and sewage disposal were
then considered public responsibilities.

In the early history of this country many of the highways were private toll roads.
They were transferred to public ownership and control, and the sewerage system and
drainage remained a public responsibility. There are other public services, however,,
which are owned and operated as private enterprises. Because of their impact upon the
common welfare, the continuity of their service is essential and they enjoy a monopoly
guaranteed by franchise. Known as public utilities, they are subject to regulation by
public authority.

The railroads, street railways, and other forms of common carriers, the telephone,
telegraph, and radio are with some exceptions regulated public utilities. The same is
true of electric power, illumination, and gas distribution. The supply of water is
generally owned by the public, although there are exceptions.

The "social" control of utility services is an important factor in the future of urban
development. It is therefore pertinent to understand the position of our courts in deal-
ing with this phase of democratic procedures.

In 1876 Chief Justice Waite of the U. S. Supreme Court set forth the theory of public
interest in private property. The case 2 was that of a grain operator who violated a
local statute controlling the rates for storage. The court held that the enterprise was
"affected with the public interest" because of the dependence of the public upon it and
the consequent right of the public to exercise authority over its operations. Justice
Waite stated,

When, therefore, one devotes his property to a use in which the public has an interest, he, in
effect, grants to the public an interest in that use, and must submit to be controlled by the public
for the common good, to the extent of the interest he has thus created.

Chief Justice Taft confirmed this position in a later case 3 with this opinion:

In a sense, the public is concerned about all lawful business because it contributes to the pros-
perity and well-being of the people. The public may suffer from high prices or strikes in many
trades, but the expression "clothed with the public interest" as applied to a business means more
than that the public welfare is affected by continuity or by the price at which a commodity is-
sold or a service rendered. The circumstances which clothe a particular kind of business with a

2 Mum v. Illinois, 94 U. S. 113.

3 Charles Wolff Packing Company v. Court of Industrial Relations of the State of Kansas, 262 U. S. 522
(1923).

90 THE INDUSTRIAL CITY

public interest, in the sense of Mujin v. Illinois and other cases, must be such as to create a pecul-
iarly close relation between the public and those engaged in it, and raise implications of an
affirmative obligation on their part to be reasonable in dealing with the public.

It will be observed that enterprise engaging in public service assumes a dual obliga-
tion. The first is to supply all the needs of the public implied by the nature of the
service, and the second is to provide the services at a cost reflecting reasonable but not
excessive profit. This status of a public utility a public service for which it enjoys a
monopoly imposes obligations beyond the scope of the usual private enterprise. Pub-
lic utilities become an integral part of city planning, and successful development of the
city is largely dependent upon the effectiveness of their operations.

CHAPTER 7

THE LIVING
ENVIRONMENT

Patrick Geddes. Ever present among the complicated urban activities of the nine-
teenth century was the effort to improve the living environment. Urban speculation and
its disintegrating effect upon the environment of man had aroused the public conscious-
ness during the century. The critical essays of eminent men in the literary world John
Ruskin, Thomas Carlyle, Lord Shaftesbury, Charles Dickens, Engels, and Benjamin
Disraeli shed light on the issues with the force of their insight and talent.

Among those who spoke out against the evils at the turn of the century was Patrick
Geddes. In 1892 Geddes founded the Outlook Tower in Edinburgh, and through this
medium he presented the whole complex of urban life. He insisted upon a view of all
phases of human existence as the base of operations, an integration of physical plan-
ning with social and economic improvements.

This principle does not sound unfamiliar today, but it was new when Geddes ex-
pressed it. As a contemporary of his said: "There was a time when it seemed only
necessary to shake up into a bottle the German town-extension plan, the Parisian Boule-
vard and Vista, and the English Garden Village, to produce a mechanical mixture
which might be applied indiscriminately and beneficently to every town in this country.
Thus it would be 'town-planned' according to the most up-to-date notions. Pleasing
dream! First shattered by Geddes, emerging from his Outlook Tower in the frozen
north, to produce that nightmare of complexity, the Edinburgh Room at the great Town-
Planning Exhibition of 1910."

Patrick Geddes gave voice to the necessity for what was later to become Regional
Planning.

The Garden City. There was another who rose above the throng at the end of the
century. He was Ebenezer Howard. Disturbed by the depressing ugliness, haphazard
growth, and unhealthful conditions of cities, he had an idea which he set forth in a
little book entitled Tomorrow, published in 1898. The idea was the Garden City.

In this book Howard described a town in which the land would remain in the single
ownership of the community. The dwellings would be distributed about a large central
court in which the public buildings would be located. The shopping center would be

92 THE INDUSTRIAL CITY

on the edge of the town and industries on the outskirts. The city would have a popula-
tion of some 30,000 people in an area of 1,000 acres. Surrounding the entire city
would be a permanent belt of agricultural land of 5,000 acres.

Rather than failing of execution as did the proposals of the early Utopians, Ebenezer
Howard, before his death in 1928, saw his idea become reality. The Garden City
Association was formed in 1899 and in 1903 the First Garden City, Limited, a limited
dividend society, obtained 4,500 acres of land 34 miles from London and began the
city of Letchworth. It was designed for a maximum population of 35,000 with an
agricultural belt of 3,000 acres. In thirty years this town had grown to a population of
15,000, with more than 150 shops and sixty industries, and had paid 5 per cent divi-
dends on the invested stock. At a later date a second garden city, Welwyn, was started.
The site was 2,400 acres and it was designed for a population of 40,000. In fifteen years
it had a population of 10,000, with fifty industries.

These cities followed the scheme of Ebenezer Howard, the agricultural belt remain-
ing a permanent protection and not a reservation for continued expansion of the urban
area usually considered the only usefulness of vacant land on the periphery of cities.
These towns have had the added advantage of retaining, for the benefit of the popula-
tion itself, the increment of increased value of land created by a growing and prospering
community.

There is a difference between the usual joint-stock company and Garden City,
Limited, which developed Letchworth. The principal object of the latter is to create
a town for the benefit of the community. In so doing, the rights of the shareholders to
dividends on their stock are limited (5 per cent in Garden City, Limited) and profits
earned above the dividends are applied to the benefit of the whole community. The
company is in a position of public trustee rather than a private landlord. It has proven
a sound, but not a speculative, investment. Land for all development purposes is leased
for a period of ninety-nine years. The town government is the Urban District Council of
fifteen members, elected by the residents, and of these five members retire annually
and are eligible for re-election.

Another feature distinguishes Letchworth. Development and growth of the Garden
City are reversed from the practices of the usual speculative city. Aside from the
merits of planning in either type of town, zoning in Letchworth determines the use of
specific areas and only those uses are permitted; only factories and workshops are
built in the industrial zones, and shops in the commercial zones. In the speculative
town any use of a lesser economic character is permitted in its zoning provisions;
dwellings are found in industrial and commercial zones, and these mixed uses are
largely responsible for the sad state of the urban environment. The overdeveloped
center and underdeveloped periphery of the speculative town are absent in Letchworth.
Open spaces remain for development as the need arises and for the appropriate use
provided in the plan.

Of the 1,500 acres of the town contained within the rural belt, 935 acres are reserved
for residential use, 170 acres for industry, 60 acres for shopping, and the remainder

THE LIVING ENVIRONMENT 93

for parks and roads. There are some 4,000 dwellings in the town of which the Urban
District Council has built 1,300 cottages for workers.

The Common Denominator. The house a family lives in is the common denomi-
nator of the city; it is the fiber of the city. The link between it and city building is so
close the two are almost synonymous. Industrial and commercial enterprise strengthen
the structure of the city, but it is the community of homes that marks the health, even
the civilization, of a people.

Haussmann ripped through the slums of Paris with his boulevards, civic centers were
planned for American cities, the impressive garb of classic fagades was hung on the
streets of the commercial city, and zoning was devised as the legal instrument to lend
stability to the urban framework. But housing, the manifestation of the inner structure
of civilization and the culture of people, remained as always the "left-over" in the
urban plan.

Had zoning come early rather than late the urban predicament might have been much
different. It is not exactly practical to plan a city after it has been built. Planning
implies a program before an act, but zoning was adopted after the city had taken shape
and zoning could hardly accomplish more than freeze the mixture. There was no
chance to prescribe the ingredients before they had been poured together and well
stirred. It was inevitable that housing should become the excrescence of urban land use.

City planning was first an urge to improve the esthetic pattern of the urban environ-
ment. Then zoning made of it a statistical exercise and a marathon of prognostication.
These movements were necessary and valuable, but they did not improve the environ-
ment of the people and that is the purpose of city planning. Housing has thus become
the principal instrument to attain that objective. It brings into focus the social, eco-
nomic, and esthetic aims and needs of the urban population. It consequently becomes a
political responsibility.

After World War I the housing shortage became a major crisis in Europe. Building
inactivity through the war years had left the people of all countries with not only a
shortage of dwellings, but monetary systems that, through inflation and war debt,
needed transformation. It was essential that governments take a hand.

Public policy with respect to housing had made considerable progress in European
countries during the nineteenth century. The groundwork for public assistance had been
laid. Financial aid was available to private enterprise through public utility societies
and trade union co-operatives. Local public authorities were empowered to provide
housing for the lowest income families. The exercise of condemnation by public authori-
ties was an accepted instrument to enforce housing improvement, and cities in a num-
ber of countries had acquired large areas of vacant land outlying the built-up city.

The housing program restored to the minds of men that standards of living are more
than a load of mechanical equipment surrounded by walls of a building and covered
by a mortgage. The family and its dwelling had been engulfed by the tidal wave of
the industrial revolution. It emerged from the war as the primary unit of design in city
development.

94 THE INDUSTRIAL CITY

The record of this program is of historic importance. The performance in each
country assumed similar characteristics, but each deserves some attention for the re-
markable progress it represents in the total pattern.

England. In England the Housing Act of 1919 superseded the Act of 1890 in
response to the "Homes for Heroes" campaign. It provided for subsidies by the
Ministry to local authorities for clearance of slums and building low-cost housing.
During the twenties and early thirties the purposes of this Act were consolidated and
extended. Compensation to owners in built-up areas declared ready for clearance was
restricted to the market value of the land, and no payment was made for the sub-
standard structures on the site. Standards of occupancy were established to prevent
overcrowding of families within dwellings, and local authorities were vested with
police power to order improvements in physically substandard dwellings or their
demolition.

The housing program had given strong impetus to enactment of the Housing and
Town Planning Act of 1909 which, with subsequent amendments, became the Town
and Country Planning Act of 1932. This was a comprehensive piece of legislation.
Local authorities were not only empowered to prepare and enforce plans for the
urban area, but typical of the British pride in their rural countryside, the Act provided
for the preservation of rural areas and important buildings. It further implemented
the co-operative planning for two or more separate political subdivisions cities and
counties where they required such treatment as a region.

The Housing Act of 1936 brought the relationship between housing, slums, and city
planning into clearer focus. The local authority is required to prepare a plan for re-
development of blighted areas, in which these areas are related to the general plan for
the city. Such an area may then be declared suitable for redevelopment and the author-
ity is empowered to acquire the land, in whole or in part, and arrange for its rebuilding
by private enterprise or public authority. The terms on which this declaration may be
made are that at least fifty working-class houses are contained in the area; at least
one-third of the dwellings are overcrowded or physically unfit, congested, or unsatis-
factory for renovation ; that the area is suitably located for housing, in part, for indus-
trial workers; and that redevelopment of the entire area is necessary to establish
adequate standards of low-rent housing in the area.

The effectiveness of the British program is demonstrated by performance. Accord-
ing to the 20th Annual Report of the Ministry of Health, there were 3,998,366
dwellings built in England between the end of the war and 1939. Of this number,
2,455,341 were built by private enterprise, 430,481 were built by private enterprise
with some degree of government assistance, and 1,112,544 were built by local author-
ities.

Slum clearance was an important phase of the program in England. However, apart-
ment buildings three to five stories in height were considered necessary in order to
restore ample open spaces in the residential plan, and this was contrary to the tradi-
tional dwelling of the English people. The cottage and garden was the type of dwelling

School
Agricultural Belt

Parks

Roads

Railroad

Industry
Business

I MILE

LETCHWORTH

WELWYN

Greenbelt

Parks

Parkway

Roads

Railroad

School

Shops
Shopping Center

BECONTREE

WYTHENSHAWE

THE GARDEN CITY AND THE SATELLITE TOWN

Reflecting the ideas of Ebenezer Howard, the Garden City of Letchworth was begun near London in 1903 and
Welwyn soon followed. Limited in their initial planning to an ultimate maximum population, the garden cities-
were surrounded by agricultural fields similar to the original proposal by Robert Owen. The satellite towns of
Wythenshawe and Becontree are similar to the garden cities with the primary exception that the latter are,
self-contained, each having its own industry, whereas the former are dependent upon the larger industrial
cities, to which they are attached, for industrial employment.

96 THE INDUSTRIAL CITY

close to the heart of the Englishman. The most successful housing developments were,
consequently, those in which this type predominated.

The Satellite Garden Town. Two great projects were undertaken in this period
Becontree, a satellite community for 25,000 families on 2,770 acres near London,
and Wythenshawe, adjacent to Manchester.

Sir Ernest Simon has called Wythenshawe a satellite garden town in contrast to a
garden city such as Letchworth and Welwyn. The two have similar characteristics: a
residential area of low density of not more than twelve families per acre, factory and
shopping areas, parks, schools, and other civic buildings, and protective buffers of
permanent agricultural belts on the periphery. However, a garden city is intended to
be a self-contained and self-sustaining community whereas the satellite garden town
is situated close to a large city in which the residents of the garden town may have
their work and places of business.

The city council of Manchester appointed a Housing Committee in 1926 to consider
the possibility of a satellite garden town to relieve the congested slums in the city. An
estate of about 2,500 acres in single ownership adjacent to the city on the Mersey River
was recommended as the site. It was later increased to 5,500 acres, and after some
opposition locally and in Parliament the entire area was incorporated in the city in
1930, most of the land being finally purchased at agricultural value. Mr. Barry Parker,
Architect, was invited to prepare plans for the estate. An agricultural belt of 1,000
acres was reserved, and the original grounds of the estate were retained as a 250-acre
park. A golf course of 100 acres was also provided. Two broad parkways run through
the town connecting with the city. The residential areas which border these parkways
are separated from the roadways by an open space 150 feet wide. Side roads give
access and ingress to abutting property and the main road has been confined to through-
traffic with limited access. The residential area is 3,000 acres with a maximum density
of 12 houses per acre; 25,000 houses are planned with an ultimate population of
100,000.

The land on which Wythenshawe is built remains in the ownership of the city of
Manchester. Both the city and private enterprise may build on the estate and by 1935
a total of about 4,800 dwellings had been completed. Of these the city built some
4,600. It is planned that about two-thirds of the residential area will be used for muni-
cipal housing, and one-third for private housing. About 500 acres are reserved for
industrial, commercial, and civic buildings.

Some criticism was leveled at the city council of Manchester for extravagance in
purchasing a large tract of land and reserving large areas for permanent open space.
Sir Ernest Simon, a staunch leader for improved housing in England, has defended the
policy of the city with a comparison of the method pursued in the usual procedure :

Let us consider first the question of the bulk purchase of land. The question is whether the
City Council has been wise to purchase so large a block of land straight off, or whether it would
have been more economical to continue its previous policy of purchasing relatively small plots
of land as and when required. It has in fact, since the War, purchased nearly 2,000 acres at a

THE LIVING ENVIRONMENT 97

cost which has been gradually rising, but which must average about 400 pounds an acre, giving a
total of about 800,000 pounds. In Wythenshawe, on the other hand, the original purchase of
2,500 acres was at 80 pounds an acre. Since then prices have gradually increased. As develop-
ment has proceeded and as it has become known that the Corporation was in the market for more
land, the prices have been put up, and the average price paid for the whole 3.500 acres is perhaps
in the neighborhood of about 100 pounds an acre, or a total of say 350,000 pounds.

If at Wythenshawe the Corporation had pursued its old policy, first of all developing main
roads and main drainage, then gradually buying pieces of land as they were required for housing
and became ripe for building, there is not the least doubt that they would have had to pay a
similar average price to that paid in the rest of Manchester; that is to say about 400 pounds an
acre.

The effect of the bulk purchase therefore is that the land has been purchased at an average
price of 100 pounds per acre as against an average of 400 pounds. So far as the 2,000 acres are
concerned which are to be used for municipal housing, nobody denies that this land was needed
for housing, and that it would, at some time, have had to be bought for that purpose. The economy
through buying in bulk has therefore been 300 pounds an acre, or a total of 600,000 pounds for
the 2,000 acres. Against this saving must of course be set the annual loss in owning the land up
to the time of development; say 4 per cent for interest charges. This amounts to 8,000 pounds
per annum. From this must be deducted the rents receivable from the agricultural land (less cost
of management) which would bring the net burden down to a figure of say 6,000 pounds per
annum, that is to say, against a total saving of 600,000 pounds there is an annual charge, so long
as the land is wholly undeveloped, of 6,000 pounds. The period of delay before full development is,
of course, uncertain, but if Manchester proceeds with its programme of building 3,000 houses a
year, most of them being necessarily built at Wythenshawe, the estate will be fully developed in
less than ten years. Assuming, however, that twenty years were required, the burden of interest,
beginning at 6,000 pounds per annum and gradually falling to nothing, would amount in the
whole period to 60,000 pounds. The net saving on the housing estate owing to the early purchase
would therefore be no less than 540,000 pounds.

Let us now turn to consider the 1,500 acres purchased for factories, shops, public buildings and
private enterprise houses. Development is still in its early stages, and no particulars have been
published as regards the terms on which this land is being leased for these different purposes.
We are informed, however, that the ground rents which are being obtained are such that they
represent on the average a capital value of at least 300 pounds per acre above the bare cost of the
land. When these 1,500 acres are fully developed there will therefore be a profit on the capitalized
value of the land of at least 300 pounds an acre, or 450,000 pounds on the whole area. Against
this item also there will be a set-off representing the interest charges during the period of devel-
opment, which on the assumptions previously made should certainly not exceed 50,000 pounds,
leaving a net gain of 400,000 pounds.

Taking the landlord account as a whole (covering the 3,500 acres) we come, therefore, to the
following conclusion: that the bulk purchase of 3,500 acres by the Corporation as against the old
policy of hand-to-mouth buying of the land required for housing, and not buying any land for
other purposes, will, if the estate is fully developed in twenty years or less, show a capital advan-
tage to the Corporation of approximately 1,000,000 pounds.

Accusations of extravagance against the City Council for the bulk purchase of land are, there-
fore, the exact reverse of the truth. The fact is that the City Council has shown a high degree of
business foresight in making the purchase, which will ultimately be of great benefit to the rate-
payers.

There is only one other aspect of the Wythenshawe development which has been called extrava-
gant: the generous reservation which has been made in the plans for the agricultural belt, parks,
parkways and the preservation of spinneys. Admittedly, the area reserved is an advance on what
has previously been done; but the difference between the normal practice of reserving 10 per
cent of the area for parks, on the one hand, and what has been done at Wythenshawe on the other,
is not great. The total expenditure on open spaces in the whole three parishes of Wythenshawe,
even if the whole agricultural belt is actually purchased by the City Council, will certainly not

98 THE INDUSTRIAL CITY

reach 200,000 pounds; it must be admitted that the necessary open spaces could have been pro-
vided for perhaps 50,000 pounds less. But this extra expenditure will make a big difference to
the amenity of the estate. Can anybody seriously call this extravagance when it is set off against
the 1,000,000 pounds which will be gained on the landlord account? 1

Sweden. Mature policies of land acquisition by cities in the Scandinavian countries
resulted in aggressive participation in the supply of housing by private enterprise via
the public utility societies and housing co-operatives. Copenhagen in Denmark, Stock-
holm in Sweden, and Oslo in Norway made outstanding progress in both urban and
rural housing, and standards were maintained at a relatively high level. It is estimated
that 10 per cent of the population in Stockholm live in housing produced by the co-
operative societies alone, and a fifth of the people in Copenhagen and Oslo are accom-
modated in co-operative and public utility housing.

The industrial revolution did not reach Swedish cities until electric power had been
developed as a major power source. As a consequence congestion did not afflict Swedish
cities to the extent suffered by other cities on the continent. Decentralization was feasible
power was brought to the people rather than the people congregating at the source of
power. WMle migration to cities during the nineteenth century had increased ten- to
twentyfold elsewhere, the increase of population in town and country was stable in
Sweden. During the nineteenth century rural population increased from 1,000,000 to
2,000,000, and urban population increased from 2,000,000 to 4,000,000.

The central district of Stockholm contained its share of slums, but they did not
constitute the relatively large problem prevailing in continental cities. The principal
problem in Sweden was overcrowding within dwellings, undoubtedly due to the
rigorous climate and the heating problem it created. More than 50 per cent of the
families occupied apartments of one and two rooms.

Since Sweden was a neutral country during World War I the economy had not
only escaped suffering but had fared quite well. A shortage of housing occurred
because construction had lagged, but the government was in a satisfactory financial
position to render all needed assistance to correct it. From 1917 to 1920 municipal-
ities subsidized public utility societies and co-operative groups that were building
low-cost housing to the extent of one-third the cost. In 1920 this subsidy was reduced
to 15 per cent of the cost because of increased wages and resulting capacity to pay
higher rents. With stability generally restored by 1923 the subsidies were discontinued.
Interest rates on mortgage money were high, and the State Dwelling Loan Fund was
set up to make loans for second mortgages at low interest rates to offset the high first
mortgage costs.

It was a tradition in Sweden for citizens to have the greatest possible freedom
from government aid or interference. This tradition had not only been strengthened
by, but was largely due to, the vigorous and aggressive co-operative movement. It
became an effective and progressive instrument for the maintenance of democratic
procedures and economic freedom. In order to remove itself from housing operations
as much as possible, the government created an independent agency in 1929 to

1 The Rebuilding of Manchester, Sir E. D. Simon, Longmans Green & Company, 1935.

THE LIVING ENVIRONMENT 99

administer the Swedish Housing Loan Fund. This agency loaned government funds
at low interest and long terms to continue the building of housing for low-income
families. The successful operation of co-operatives soon obviated any need for
these loans, and financial responsibility was shifted to the co-operative societies. By
1934, 10 per cent of the people in Stockholm lived in housing developments sponsored
by the co-operative societies.

The co-operatives were of two major types. The S.K.B. (Stockholm Kooperativa
Forbundet, or Stockholm Co-operative Society) was engaged in the production of
various consumer goods. Housing built by this society was primarily for its mem-
ber employees. The H.S.B. (Hyresgasternas Sparkassa och Byggnads-forening, or
Tenant Savings Bank and Building Society) was an organization specifically organ-
ized to build dwellings for members of the society, and membership was not restricted
to any particular occupation. Careful research in planning was carried on by this
society, and the projects it developed introduced advanced techniques in planning,
equipment, and community facilities.

Since 1904 the city of Stockholm had purchased 20,000 acres of land surrounding
the city. This land was incorporated and planned for "garden suburbs/' The city
installed streets and utilities, and sponsored a program for working families to lease
lots and build their own dwellings. Loans were available from the municipality up
to 90 per cent of the value of each unit. The loans were in the form of materials pur-
chased by the city, the balance (10 per cent) being the owner's contribution in
labor. Standard plans for the dwellings, ranging from 700 square feet to 1,000 square
feet in floor area, were prepared by the city, and skilled supervision was provided dur-
ing construction. It was a popular and successful program, offering an opportunity
for low-income families to leave the congested slums.

Rebuilding of cities was aided by the Town Planning Act of 1931 which required
all urban 'communities, regardless of size, to prepare a rebuilding plan. All improve-
ments thereafter were obliged to conform to the plan.

In 1935 encouragement was given to rehousing slum dwellers by means of rent
rebates ranging from 30 per cent of economic rents according to family size. There
were other forms of housing improvement such as joint rehabilitation of substandard
buildings by owners of contiguous property for which the municipality advanced
loans. Housing for the aged and for single women were also included within the
scope of municipal programs.

The methods employed in Sweden to maintain good housing were varied. Public
policy was always flexible enough to be adjusted as changing conditions warranted,,
and private enterprise, through the co-operatives and housing societies, was courageous
and astute with its investments.

France. Epidemics of cholera generated some activity in the nineteenth century to
correct substandard housing in France, and the threat of mob violence moved Napoleon
III to build wide avenues through the slums as a means to control them. But it was
not until 1894 that serious legislation was enacted. The Act passed at that time was
similar to the Belgian Law of 1889 which made funds available from the government

A Fifteen-story tower apartment buildings
B Three- and four-story apartment buildings

LA CITE DE LA MUETTE
Beaudoin & Lods, Architects

The first stage of development at Drancy, near Paris. One of the large housing projects built by the Department
of the Seine in the outlying districts around Paris. This unusual project shows the usual difficulties that arise
when urban expansion proceeds independently of adequate plans for the extension of utilities and transporta-
tion facilities. It -was largely vacant because these facilities were lacking until World War II when it was
converted into a military barracks.

MarceZ Lode

THE LIVING ENVIRONMENT 10!

at low interest rates for houses to be sold exclusively to industrial employees. In
1912 the Office Public d' Habitations a Bon Marche (Public Office for Low-cost
Housing), an organization of local authorities, was empowered to loan funds for,
and subsidize, low-cost housing. It was augmented several times later until the Loucheur
Act of 1928, which concentrated further upon production of housing for low-income
families and expanded financing through public authorities and private enterprise.
Nearly half the dwellings provided by the Public Office after World War I were
concentrated about Paris.

Despite ambitious plans to rebuild the congested slums the Hots insalubre a
blot was dropped on the housing program in Paris. When the city walls were razed,
it was expected that the open space would be reserved and the surrounding slum belt
cleared and rebuilt with appropriate standards of planning. It was another idle dream.
When the fortifications were leveled, the land was leased to speculative enterprise in
1930 and some 20,000 dwellings crowded into tightly planned tenements eight stories
high were built in the open space. The adjacent slums remained.

There was some encouragement in the late thirties. The Department of the Seine
planned a series of cite jardins in the outlying areas of Paris. While literally trans-
lated as "garden cities," these developments were designed as satellite garden
villages somewhat similar to Wythenshawe in England. In the words of M. Henri
Sellier, Administrator of the Housing Office of the Department of the Seine, the cite
jardins were planned as "essential elements of the City of Greater Paris."

Another blow befell the program. The necessity for co-operation from public
utility agencies in the successful development of the city was amply demonstrated.
Lack of proper arrangements for transportation meant failure for some of the cite
jardins outside Paris and near failure for others. The interesting project at Drancy
La Muette remained vacant because transportation was not provided. Chatenay Mal-
abry, planned for 20,000 people, and Plessis Robinson were partly occupied, but
transportation was not completed.

The post-war housing program in France hardly set a standard to serve as a guide
for urban development. The plan for the cite jardins about Paris was courageous, but,
as indicated above, it was not enough for success. Urban planning is complex, and
the variety of public services makes the difference between success and failure.

Germany. Certain policies had been well established in Germany prior to World
War I. Public utility societies and trade union co-operatives were recognized as
effective instruments in the housing field. State financial aid was an accepted method;
during the last half of the nineteenth century Bismarck had inaugurated social insur-
ance, and this source supplied funds for housing loans for many years. Local gov-
ernments had also assumed responsibility for housing government workers and financ-
ing public utility societies.

During his tenure of office in 1902, Mayor Adickes of Frankfurt obtained passage
of a law (Lex Adickes), permitting the city government to pool private property,
rearrange it to conform to the city plan, and redistribute such land for redevelop-

102 THE INDUSTRIAL CITY

ment. In this process the city was further authorized to retain 40 per cent of the land,
without compensation to the owners, for streets, parks, and other public uses. Pursuant
to this enactment in Frankfurt, a policy was adopted in numerous German cities to
acquire outlying vacant land on the periphery. The purpose of this policy was pro-
tection from the inevitable speculation and resulting boom in land prices which
accompanied the rapid increase in urban population.

This policy was fully rewarded after World War I when the need for housing, pro-
duction of which had come to an abrupt halt, became most acute. The cities were
then in a position to lease large quantities of these public lands to private and co-opera-
tive organizations for the construction of housing without the penalty of excessive
land costs. In seventy German towns with more than 50,000 population, more than
6,000 acres of city-owned land were leased between 1926 and the rise of Hitler.
Similar policies were adopted in other countries, Austria, Switzerland, Holland,
and Denmark, and 15,000 acres outlying Prague in Czechoslovakia were made avail-
able for housing.

The first world war left Germany impoverished. Inflation upset the monetary sys-
tem, an inactive building industry left a serious housing shortage, and the country
was undergoing transition from imperial to republican government. High financing
costs rendered it difficult for private enterprise to cope with the housing problem.
Interest on mortgage money had more than doubled, moving from 4 per cent to as
high as 10 per cent. Rents had quadrupled while wages had increased only 50 per
cent. It became imperative for state and local governments to finance a large part
of the housing program-
Property owners had become beneficiaries of the inflation which had the effect of
liquidating all previous mortgages. As a consequence the Hauszinsteuer (House Rent
Tax) was adopted in 1921. Prewar rents were used as the base for a tax levy ranging
from 10 to 50 per cent of the rents, and the funds thus derived were used to
finance second mortgages at a very low interest rate (generally 1 per cent) to
compensate for the high cost of first mortgage money. Administered by local gov-
ernment, these funds were loaned to public utility societies and co-operatives for
housing. The effectiveness of this policy is evident in the production of some 3,000,000
dwellings between the war and the rise of Hitler. More than three-quarters of these
dwellings received financial aid from the government. The housing problem was
not solved, a sufficient supply of dwellings was not provided and the slums remained,
but the program represents a remarkable achievement for what it did accomplish.

German cities had suffered the same kind of chaotic growth experienced by other
cities on the continent during the nineteenth century. It was obviously necessary to
reconsider land utilization and planning if the tremendous housing program were
to result in a permanent asset to the communities in which it was built. It is a
significant contrast with our ^w" experience in the United States. Emergencies have
been the excuse to postpone urban planning in our country; the emergency in republican
Germany was considered the sound reason to engage in the most serious planning.

A Bridge

B Market Plaza

C Future Markef
Place

MARGARETHEN-HOHE, Essen

George Metzendorf, Architect

Emerging from the Garden City movement, this village was developed in 1912 by the Krupp family for workers
in the industrial steel plants in Essen. The community was planned for 2,000-2,500 dwellings (12,000-16,000
population) and the first stage is shown in black. It illustrates a number of planning features. Surrounded by
forest, the principal connection with the city is by way of the bridge (A) on the north boundary. Rather than
bisecting the plan in the usual manner, the main traffic street swings around the village and by-passes the
market plaza (B). This shopping center and the future principal market place (C) are conveniently located
within the dwelling area rather than upon the periphery. The schools (D) are situated within blocks of
dwellings rather than upon the traffic roads. The road system is designed to fit the topography of the site but
is arranged to avoid through-traffic on any but the main roadway. It will also be observed that buildings are
generally set back at road intersections to avoid obstruction of traffic vision at the corners.

It is a curious paradox that this development to improve the living environment of the working people of
Essen was dedicated to the same member of the Krupp family for which the powerful military cannon "Big
Bertha" was named a few years later.

POSSMORWEG, Hamburg

Built in 1927-'28 on plans by Schneider, Elingius, and Schramm. A variation of the "hollow square" planning
characteristic of the early housing program in Germany. Under the direction of the city architect, Fritz
Schumacher, this type of planning continued in Hamburg. The large space in interior courts was a vast im-
provement over high land coverage, but orientation of the dwellings was compromised.

PRAUNHEIM

ROMERSTADT

Praunheim and Romersladt were among the early developments in the extensive program under ihe direction
of Ernst May in Frankfurt am Main. Praunheim with 1,441 dwellings was begun in 1926 and extended through
1930; RomerstadL with 1,220 dwellings was built in 1927-28. The architects were May, H. Boehm, Bangert,
.and E. Kaufmann.

Two-story row-houses predominated in these developments, although some three-story apartment buildings
were included. Orientation was not dealt with as insistently as in subsequent planning, but the houses were
planned somewhat differently on each side of the street. The ample open space is noteworthy, and community
facilities were well considered because of the isolated site location. Schools and play areas, guest houses, shop-
ping, and a theater were planned.

The unit plans show a dwelling for the north side of a street with the living room to the south, or street
side. In this case, it will be seen on the plot plan that these dwellings are set back from the street line. In
the dwelling for the south side of the street, the living room is placed on the opposite side from the street,
facing south. The third unit plan shows the type of minimum dwelling developed in Frankfurt am Main
for an outside corridor giving entrance to the dwellings.

PLAN FOR SOUTH
SIDE OF STREET

PLAN FOR NORTH
SIDE OF STREET

FAS 5 A.O E.

OUTSIDE BALCONY CORRIDOR PLAN
FOR MINIMAL-TYPE DWELLING

HOMERSTADT European Picture Service

Private living gardens are provided for the dwellings and there are allotment gardens for vegetables in some
areas.

106 THE INDUSTRIAL CITY

Despite the shadows cast over that country since Hitler's rise to power and the national
frustration it brought, the housing program of the 1920-30 decade looms as an example
of aggressive, though immature, democracy in action.

The pressing demand for new dwellings gave neither the time nor the funds for a
real program to clear the slums; this was necessarily postponed until an adequate
supply of dwellings could be built. Two effective means were brought into play in
the early twenties: the public utility society (limited-dividend company) and the
co-operative society. The public utility society, though comparable to the limited
dividend company in this country, was subject to careful supervision by the state
and was eligible to receive the benefits of several forms of subsidies found necessary
to implement a large supply of new housing. They were formed for the purpose of
building low-cost housing and, in spite of state supervision, exercised a high degree
of initiative and ingenuity in the planning of their projects. The co-operatives, or self-
aid societies, were largely organized by trade unions as a means to supply housing
for their members. These companies enjoyed privileges similar to public utility
societies and assumed the same obligations. The effectiveness of these groups is
demonstrated by the extensive operations of the three largest which built 71,000
dwellings up to 1929. These three, known as "Dewog," "Gagfah," and "Heimat," were
among some 4,300 co-operative societies in operation.

In addition to large organizations there were a number of smaller private companies
engaged in the program, but they contributed to a much less degree than the above-
mentioned companies. The government created various agencies under jurisdiction of
the several provinces and municipalities, for research in the technical phases of plan-
ning, construction, and financing. The results of this research were made available to
all private and public organizations in the housing field.

With few exceptions, planning prior to 1925 had been confined to the usual city
blocks. Inadequate building regulations had permitted an excessive density of popu-
lation and building coverage within these confines. The first step away from high
density in the postwar program was the arrangement of buildings about the perimeter
of the usual city block with building coverage reduced within the center of the
block. This "hollow square" form enclosed recreation and service areas, the build-
ings being mainly apartments of three and four stories in height. Many large-
scale developments were placed upon tracts of vacant land. Here freedom from the
subdivision of the gridiron system led to more informal planning and the "row house"
was adopted where density was not a prerequisite. Main traffic streets were confined
to the periphery of the projects, and the internal residential roads were bordered by
parallel rows of dwellings. Apartments of three and four stories were also included
along the marginal areas of the site.

Research in planning techniques soon led to a rational consideration of orientation.
Sunlight in every room was a rule, and the orientation of all buildings to provide
east and west exposure became mandatory. The preferable exposure was west light
for living rooms and east light for bedrooms. The attention devoted to the proper

PAPPELHOF, Chemnitz, 1929

This project of 521 dwellings in
three-story apartment buildings
illustrates a well-organized allo-
cation of land uses. Uniform
orientation is provided all dwell-
ings, and the buildings are
placed perpendicular to the
boundary streets. Access to the
park, the gardens, and the play-
ground is convenient from most
of the dwellings. Six stores are
provided along the transverse
service road.

A Park

B Allotment Gardens

C Children's Playground

NIDDA VALLEY, Frankfurt-am-Main

When the post-World War I housing program was begun in Germany, Ernst May was the architect-planner
engaged to direct the program in Frankfurt-am-Main. Because of the shortage of dwellings the clearance of
slums within the central city was necessarily postponed until an adequate supply was available. May planned
a series of satellite housing developments about the periphery of the city, and the Nidda Valley district is an
illustration. Ample open space was retained about the housing areas which were planned in a manner similar
to Romerstadt and Praunheim located in the Nidda Valley.

A Romerstadt
B Praunheim

HH Developed Building Areas
EgyggH Planned Building Areas
BBSS Open Space

MSB Allotment Gardens
===== Roads

DAMMERSTOCK, Karlsruhe
1929

Architect
Otto Haesler
Riphahn & Grod
Walter Gropius
Frans Rockle
Wilhelm Lochstampfer

SECTION

Unit

A, M, N

C, D, F

E, R

Architect
Fritz Rossler
Hans Rostiger

Alfred Fischer
and Walter Merz

Alfred Fischer

Unit

K, L

This project, 750 dwelling units, demonstrates the rigid formula for site planning that emerged in the German
program :

1. Uniform orientation for all dwellings.

2. Elimination of traffic between buildings.

3. Open space in proportion to building height.

All dwellings were two rooms in depth and the alignment of all buildings in the north-south direction
admitted sunlight in every room of every dwelling. Buildings were placed perpendicular to the streets, and a
maximum number of the dwellings thereby faced upon free open space on both sides of the buildings. Streets
were reduced to a minimum and treated as service lanes. As building heights increased, the angle between the
roof line of one row and the ground line of the next remained constant, as seen in the section.

The project was planned under the direction of Walter Gropius, but a number of architects were engaged
in the design and a wide variety of dwellings resulted. In most of these the relation of dwellings to exterior
space was the same. Living areas faced upon private gardens opposite the entrance side. Apartments were
confined to one row of three-story and one row of four-story buildings located at the east side of the site;
the rest of the units were two-story row houses.

Utility services heat and launo!ry were contained in the individual row houses, and a central heating
plant and laundry (P&L) was provided for the apartments. As in most of the German developments, the small
ownership of automobiles is reflected in the absence of parking space for vehicles.

S L

L S

35-9

2*3

Zl*

C L

18-fc"

c c

PT L

M
K

c c

cT<K

1-2

TIIBIIIT

172

2-1

1-2

DWELLING UNITS

ST. I ST.

35-6'

JM
2

S1EMENSTADT, Berlin
1929-31

Siemenstadt, developed in a suburb of Berlin, comprises three- and four-
story apartment buildings built by several housing companies. It shows the
tendency to arrange building rows in a north-south alignment to provide
uniform orientation for all dwellings, and the elimination of streets between
buildings to avoid traffic interference. A large school, churches, and shops
(S), a central heating plant and laundry (P&L) are provided.

The project was designed by a number of architects and includes a variety
of dwelling plans, but all have been planned with similar consideration for
orientation of the rooms. Unit J is adaptable to different room arrangements, and Unit K, being situated in
a building running east and west, places all living and sleeping rooms with south exposure.

Group Architect Unit

I Hans Scharoun A, B, C

II Walter Gropius D, E, F

III Hugo Haring G
IV, V Fred Forbat

VI Otto Banning

VII Hans Hertlein

H, J
K

EBR fJFT HFI

SPANDAU-HASELHORST, Berlin
1930-32

This project represents the final development in the technique of site planning. Uniform orientation is obtained
for substantially all dwellings. Traffic is confined to streets laid perpendicular to the building rows, and space
between buildings is completely free. A school, cinema, and shops (S) are incorporated. It will be observed
that the dwellings are generally small units, conforming to the tendency to meet the growing need for housing
of the increasing number of small families.

Architect Group

Fred Forbat I

Alfred Gelhorn II

Bohne (not built) III

Banning (not built) IV

Alexander Klein (not built) V

Mebes & Emmerich VI & VII

Jurgensen (not built) VIII

M2 THE INDUSTRIAL CITY

orientation for all dwellings at this time is reminiscent of the fifth century B.C. in
Greece.

The process was like a modern planning hygiene. The final step in this rationaliza-
tion was directed to the relation of the buildings to the streets. Buildings located in
parallel lines along each side of a street did not provide equal privacy for living
areas nor quiet for sleeping rooms. The new site planning produced uniform orienta-
tion for all dwellings but did not give them uniform exposure upon the open spaces
surrounding the buildings. The next step in planning technique was the placement
of all buildings at right angles to the streets. The space between buildings was thereby
free of vehicular traffic, although the walks were designed to permit access for small
trucks to facilitate movement of goods and service. This arrangement provided privacy
for all living units, safety for play and recreation areas, and uniform orientation for
all dwellings.

Strict adherence to this planning theme produced a rigid uniformity that increased
during the late twenties, but it served to overcome some of the traditional inhibitions
of the gridiron street system. These principles of planning were recognized as guides
to challenge the designer, and some projects developed in 1931 and 1932 demonstrated
some liberation from the previous regimentation. A more plastic and flexible treatment
was emerging, but progress was interrupted by the political domination of Nazism.

Recreation space for children and adults, shops, meeting rooms for common use,
and kindergartens were provided in the housing developments. Home laundry was
customarily performed by the housewife. In early projects laundry facilities were
placed upon the roof of two-story buildings, one-half being roofed and one-half open
drying space. This practice carried over to apartment buildings until the adoption
of central heating systems encouraged central laundries or "washeries" in conjunction
with them. Private gardens were provided to the extent that space permitted but were
usually confined to the single-family row houses. Some subsistence plots were included
in a few of the large developments.

Probably the most outstanding example of integrated planning occurred in Frank-
furt-am-Main. Ernst May, the architect-in-charge, and his associates undertook a
comprehensive plan for the entire city in preparation for the housing program. May
subscribed to the principle of satellite communities about the periphery of the city.
The housing developments were surrounded by permanent open spaces but were
planned as part of the city expansion rather than detached and self-contained garden
cities.

The best and most enlightened professional talent was brought into play in the
program. Planning techniques were subjected to a complete revaluation. While this
was a natural result of critical material shortages and high building costs, it encour-
aged the evolution of planning methods which had a profound effect not only upon
housing alone but on urban planning and architecture. Stirred by the necessity to
reach basic solutions of social and economic problems, there came a renascence
of architectural and planning thought. It can be said that a new concept of the urban

THE LIVING ENVIRONMENT 113

environment emerged. A new sense of freedom was expressed. It had not yet reached
maturity when it was halted by the insidious spread of Nazism and suppression.

Holland. At the turn of the century, the Act of 1901 in Holland required that every
city with a population of 10,000 or more prepare a comprehensive town plan, in
which new areas for housing were to be allocated. Housing standards were to be
established by the local authorities who were charged with responsibility to ascertain
compliance with them, exercising the power of condemnation where necessary. The
local authorities were also empowered to build low-cost housing. Government funds
were made available to public utility societies at low interest rates and limited
dividends.

During and following World War I these powers were extended and the housing
program was accelerated. In the ten years after the war some 500,000 dwellings
were built in Holland. Because careful attention was directed throughout the program
to meet the needs of the various income levels, it was possible to confine the "public"
housing primarily to the problem of direct slum clearance.

Russia. Since the revolution of 1917 planning and housing in Russia have been
treated with vigor. The contrast between Imperial Russia and the Soviet Union is
apparent. Vast plans for industrial development were made and many were carried
out. New cities were built and portions of old cities rebuilt.

There appears to be a distinction, however, between the tremendous activity and
the standards of planning adopted by the Soviets. The latter does not measure up to
expectations suggested by the former. A city plan like that proposed for Stalingrad,
a linear city, suggests hopeful prospects for the reorganization of the urban pattern.
The executed housing developments, on the other hand, are extensive, but the standards,
the small apartments in multistoried buildings, leave much to be desired and offer
little to warrant particular attention.

The form of government in the Soviet Union and the economic structure are so
different from governments in the western world that comparisons are ineffective. The
political processes occupy such an integral part of urban development that experi-
ence and accomplishments in planning in the Soviet Union are not subject to satis-
factory appraisal.

Italy. As early as 1865 in Italy powers were vested in public authorities to expro-
priate land for streets and roads. The severe cholera epidemic in Naples in 1885
forced these powers to be extended to control insanitary dwellings. In 1919 the same
powers were extended throughout the country. This Act, being directed at the clear-
ance of slums, permitted local authorities to transfer land acquired by condemnation
to other appropriate uses such as parks. In 1928 cities were required to prepare plans
for their extension and rehabilitation.

With the advent of Fascism the state undertook aggressive steps in city rebuilding.
Every effort was directed to the emulation of ancient Roman glory. Extensive clear-
ance was undertaken in the central areas of Rome, and open spaces were preserved
to enhance the ancient monuments.

I 14 THE INDUSTRIAL CITY

Families displaced by these clearance projects were encouraged to move to the
outskirts. The government developed large tracts of residential suburbs on the city
periphery. Migration to the city was offset by reclamation of the Pontine marshes
for agricultural enterprise and the establishment of decentralized administrative and
market centers surrounded by farm groups. To eliminate the substandard shacks on
the edge of the city, loans and grants were available to owners for rebuilding. A law
of 1908, which provided loans to public utility societies, was revived, and the Instituti
per le Casa Popolari were accorded low-interest loans and tax exemption for twenty-
five years for "limited-dividend" housing for the working classes.

Austria. Austria emerged from the Empire period and World War I financially
bankrupt. Inflation had reduced to a minimum the capacity of private capital to pro-
duce housing. Municipal government was forced to take the major role and Vienna
undertook an energetic program. Public funds were not available, and it was neces-
sary to obtain them by a tax on rents. This was inaugurated in 1923 and launched
an active program, approximately a quarter of the revenues from taxes being devoted
to housing in 1928.

Switzerland. Switzerland had a housing shortage following World War I, and
local governments rendered financial assistance to co-operative organizations as
encouragement to produce an adequate supply. However the situation in Switzer-
land did not present as serious a problem as most countries because of stable policies
of private finance that prevailed during most of its history. The advantages of demo-
cratic capitalism had always been more evenly distributed in Switzerland, and the
excesses suffered in many countries had been absent to a marked degree. The result
was that this little country had not sunk to such low depths that violent action was
required to restore balance.

30 40 SO

NEUBUHL, Zurich

Architects Artaria and Schmidt*
Hubacher and Steiger, M. E. Hae-
feli, W. M. Moser, Alfred Roth.

This development of about 200 dwellings was built in 1930 and
contains most of the basic planning elements of contemporary
site organization. Most of the dwellings are two-story group
houses. Uniform orientation is applied throughout the project,
but it will be observed that the south exposure is favored
rather than east and west as in most German projects. Living
rooms of all dwellings are located opposite the entrance and
face directly upon a private garden with southern exposure.
The buildings are placed at right angles to the streets, and
no dwelling faces upon them.

Garages are located at three points (P-l, P-32, and 0-3).
Shops and a kindergarten are provided in unit P-l.

Designed by a group of young architects, the architectural
quality of this relatively small development has a refreshing
clarity not frequently apparent in low-cost housing.

CHAPTER 8

TRANSITION

The Speculative Instinct. The development of real estate in the United States
has not been distinguished for its attention to the amenities of a living environment.
Speculation was the moving spirit as the frontiers widened and pushed forward. This
was not a singular characteristic reserved to enterprising Americans alone. It
rather points a difference between the opportunities open to the people of this land
and those of countries elsewhere. It reflects the desires that caused the people to seek
this land. Freedom from oppression and tyranny implied certain rights, and among
them was the right for a man to have a piece of land upon which to build a home for
his family. The search for that right was itself something of a speculation and abuse of
the privilege was not a newly cultivated characteristic of mankind.

During the colonial period it was customary to obtain grants of land from the
mother country, and it was considered a just reward due the leaders of colonization.
The subdivision and sale of the land so acquired were common practice. However,
it was not always a lucrative one, and some of the heaviest dealers in land met with
financial failure. Some of the large land-estates were preserved through the English
system of long-term leases rather than sale.

Speculation in land offered strong temptation in the latter half of the nineteenth
century. Whole towns were used as a speculative medium, and they sprung up almost
at random along the railroads that stretched across the land. Some of these towns
have become cities, many have vanished, and others remain as ghosts of the specu-
lative orgy in gold and silver.

Land Subdivision. The promoter entered upon the stage of this flourishing enter-
prise. He was a super-salesman with highly cultivated powers of persuasion. For him
the land was a commodity for sale or trade. He was not a developer, he was a dealer.
Success depended upon the rate at which this commodity changed hands. With a little
cash and much credit, he would option a piece of land, mark it off in "lots," and
place them upon the auction block. In most cases the purchasers of these lots were
themselves engaged in a similar, though somewhat milder, form of speculation.

116

TRANSITION 117

Hope ran high as these "deals" were transacted. There were occasions, however,
when the turnover was not as rapid as the promoter had anticipated. He then unwit-
tingly became a "developer." To stimulate response to the opportunities he was offer-
ing the public, he found it helpful to "improve" the property. The term "improve-
ment" was at first a rather exaggerated description since it implied hardly more than
scraping the earth's surface and calling the scar a road with a romantic name. The
promoter sometimes embellished his subdivision with a fancy real estate office. Later
it became more customary to install a few utilities and build a house or two as an
inducement to the homeseeker to buy in an "established" neighborhood.

The above description may appear as a caricature, but there are those who still
remember the heydays of speculation it depicts. Exploitation and promotion were
not always accompanied by the most reliable business tactics, but the growing necessity
to improve the property exerted a salutary influence upon the subdivision of land. It
was necessary to apply more serious consideration to the soundness of a venture that
required this degree of financial investment, and it led to the practice of subdivision
control exercised by most cities today.

The Suburban Community. Although the history of speculation in land has not
been of the most savory variety, there were those who chose this medium as an instru-
ment for the improvement of land development. This choice was not motivated by
the high purpose of the Garden City movement in England, for instance, nor was it
prompted by deep concern for the nature of the city or its social and economic welfare.
It was rather the natural result of competitive necessity prodded, no doubt, by that
satisfaction of the creative impulse which achievement invariably delivers. There
were accomplishments, and they altered the future prospects for our cities in a manner
hardly suggested by the subdivision practices employed then and, still too frequently,
now.

With the dawn of the twentieth century high land costs squeezed the single-family
dwelling farther and farther to the outskirts. The swelling city forced these outskirts
to such distances that community facilities which one time served the urban population
were no longer readily accessible. The development of extensive facilities in the
suburbs gave to them the character of satellite communities. Decentralization was in
progress.

Only the surveyor had been associated in the layout of subdivisions. With the
development of independent residential communities, however, the planner became
a more active participant. One of the earliest large-scale residential subdivisions was
a 1,600-acre tract to be known as Riverside, near Chicago. It was designed by Fred-
erick Law Olmsted and Calvert Vaux in 1869. Garden City, Long Island, was another
such development and it has since become substantially a self-contained community.

The gridiron street system offered the subdivider the most convenient pattern for
surveying and recording deeds. It was typical of real estate development but offered
little in return as a living environment. The exceptions are, therefore, the more note-
worthy for the progress in planning they demonstrated.

RIVER OAKS, Houston, Texas
A Shopping Centers

Begun in 1923, River Oaks con-
tains an area of 1,000 acres sub-
divided in lots ranging from 65
feet in width to 14 acres in size.
Designed as a district of fine
homes, the development has its
full complement of shopping and
residential facilities.

PALOS VERDES ESTATE^
California

Single-family
Apartments
Business
Parks

A Elementary School

B Junior High School

C Senior High School

D Golf Course

Begun at ahout the same time as River Oaks,
Palos Verdes was designed hy the Olmsteds
and C. H. Cheney. Developed on 3,000 acres
of rolling countryside, the residential lots
range from one-half acre to 30 acres in size.
25% of the land was devoted to roads and
parkways, 25% to community facilities, in-
cluding schools, churches, parks, libraries,
etc., and 50% in residential lots.

NASSAU SHORES, Long Island

Nassau Shores was started in about 1926 on
approximately 500 acres and designed for full
advantage of the waterfront location. Subdivided
in lots 20 x 100 feet it was customary to require
two lots for each dwelling.

TRANSITION 119

Roland Park, in Baltimore, was a subdivision begun in 1891. It was distinguished
for singularly high standards of physical development. It was designed for fine resi-
dences, but there were few suburbs not so intended. Another pioneer development
was Forest Hills, Long Island. It was one of the earliest planned residential suburbs,
started in 1913, and the development company undertook the construction of many
of the homes, apartments, and shopping facilities.

After World War I a number of well-planned communities were initiated. Marie-
mont, Ohio, designed by John Nolen in 1921, became a satellite of Cincinnati. It
was devoted primarily to single-family homes with a density of six or seven units per
acre, although apartments were included in connection with the principal shopping
center.

About this time two other distinguished developments were begun in widely dif-
ferent sections of the country. River Oaks in Houston, Texas, occupies an area of
1,000 acres and was planned with a full complement of community facilities includ-
ing a golf course and market center. In 1923 the Palos Verdes Estates was planned
on a dramatic site overlooking the Pacific Ocean south of Los Angeles. The site cov-
ered 3,000 acres, and residential lots ranged in size from one-half acre to 30 acres.
About one-quarter of the total area was allocated to schools, parks, churches, libraries,
shopping, and recreation. A few apartment areas were proposed about the various
shopping centers, but one-half the area was given over to residences restricted to single-
family dwellings. The remainder was in roads and landscaped parkways.

Numbered among other notable subdivisions in this country are Shaker Heights in
Cleveland, the Country Club District in Kansas City, St. Francis Woods in San Fran-
cisco, Nassau Shores, Long Island, and Westwood Village in Los Angeles. Each of
these developments marks a high level of planning a living environment. There was
no serious intention on the part of subdividers to cope with adequate housing for
families of low income in these communities. They were intended for the upper income
group and were promoted accordingly.

The contrast between these developments and the average subdivision is the more
apparent when we observe the rank and file of urban expansion. It was not planned ;
it simply oozed over the edges of the growing metropolis. A minimum of improve-
ments in streets, walks, sewers, water, electricity, and gas distribution was installed.
The unaware purchaser was left to foot the bill at some later date or shift the burden
to the urban taxpayer.

Local governments gradually awoke to the havoc being wrought in the suburbs,
and legislation was enacted to require subdividers to make certain improvements as a
condition to approval of the development. These early regulations were feeble, but
they were an acknowledgment that some measure of control was necessary to protect
the city for the people who live in it.

The Mobile Population. Suburban expansion was encouraged by the growing
urban population but it did not drain off the excess population from the center of
cities. People responded to their natural desire to live near their work, and employ-

QUEENS, New York City

Fairchild Aerial Surveys, Inc.

The typical living environment of the early twentieth century city. The type of subdivision which Sir Raymond
Unwin and Henry Wright sought to improve in their searching studies of urban planning and housing.

TRANSITION 121

ment opportunities were concentrated in the city center. Then the nature of these oppor-
tunities changed from the pre-f actory system. Stable industrial employment was uncer-
tain. With expanding commercial enterprise the tendency to shift from job to job
extended to movement from city to city. Mobility of the family offered advantages
over fixed tenure.

The urban population thus became transient in character. Freedom to move was
not desirable but it was necessary. The rental apartment satisfied this requirement
and it became popular. The familiar tenement of the nineteenth century remained
for the poor, but the multi-family building was no longer confined to the low-income
family. It achieved a new dignity as a form of urban living. Park Avenue, the Gold
Coast, and Nob Hill were as popular among the well-to-do as the Lower East Side for
the immigrant family.

Oddly enough, the standards of planning did not change with the range of income
groups who found the apartment popular. Lots of 40 and 50 feet in width were more
common than the 25-foot lot of the nineteenth century and the "dumbbell" tenement
of New York was outlawed, but the internal planning, the size and number of rooms
in "high-class" apartments made up for much of the additional lot area. There was
little difference between the open space about the building, whether for the "swank 5 *
trade, the "efficiency-apartment" for the middle-income white collar clerk, or the
low-income industrial worker. Narrow interior courts and side yards and little or
no set-backs at front or rear prevailed as standard practice.

The city was having growing pains. The industrial economy had thrown out of
gear all previous concepts of what a city should be. The traditional dwelling for
the average American family was the single-family house. It had fulfilled the desires
and living habits since early colonial times. Then the village of homes was engulfed!
by the industrial metropolis. Instead of a place to live, the city became a place to
make a living. The family no longer dwelt in its home; it hired apartment space for
temporary occupancy. The speculative opportunities for profit in this form of building
enterprise were obvious, and full advantage was taken of them, but the apartment as,
a form of investment for capital was not yet fully realized. Adjustment to the new-
kind of city was, and still is, slow. But there were signs of improvement.

World War I. During World War I it fell to the lot of the Federal government
in the United States to assume responsibility for housing of workers in war industries.
Two agencies were created to implement this program: The Housing Division of the
Emergency Fleet Corporation, and the United States Housing Corporation. The Emer-
gency Fleet Corporation, through loans to shipbuilding companies, completed some
9,000 family dwellings and 7,500 single-person accommodations. The United States,
Housing Corporation had planned some 25,000 units in 60 projects, but completed
about 6,000 family units in 27 projects, none of which were ready before the war came
to an end.

Services of the most talented professional men in architecture and planning were
enlisted for the program. Among the large-scale projects were Yorkship Village at

CRANE TRACT
HOUSING PROJECT AT

BRIDGEPORT- CONNECTICUT-

c JB^H C|B|K K|B|C f^fel c

SEASIDE, Bridgeport, Connecticut

One of the World War I housing developments
undertaken by the Federal Government, it included
flats and single family residences at a density of
about seventeen dwellings per acre and demonstrated
the advantage of large-scale planning.

Ji| METROPOLITAN PROJECT, New York City
Andrew J. Thomas, Architect

One of the earliest large-scale apartment projects in this country.
The strong habit of the single lot is revealed in the series of
individual buildings repeated upon the large site.

TRANSITION 123

Camden, New Jersey, Alantic Heights in Portsmouth, New Hampshire, Buchman in
Chester, Pennsylvania, Union Gardens at Wilmington, Delaware, and a number of
developments at Bridgeport, Connecticut. It was a statutory requirement that proj-
ects built by these war agencies be sold immediately upon termination of the war.
To implement this provision of the law the projects followed the general pattern of
subdivision practice. Superblocks and common open spaces for recreation were absent,
but the studied layout of residential streets and design of shopping centers offered a
decided contrast with the practices to which most people had grown accustomed in
their living environment. A distinct characteristic of the planning of all dwellings was
a unit only two rooms in depth in contrast with the narrow, deep building typical of
the usual restricted lot in the ordinary urban subdivision. The planning of these
projects exerted a strong influence in the decade following the war.

The Garden Apartment. Mr. Andrew J. Thomas, an architect who participated
in the war program, was active in the postwar period. One of the early projects
designed by him was a large-scale development built by the Metropolitan Life Insur-
ance Company in Long Island City. In this project Mr. Thomas applied the simple
principle of "two-room" deep dwelling units, with stairways serving two dwellings
per floor. The units were grouped in a series of U-shaped buildings with a ground cov-
erage of about 50 per cent of the lot area. The open courts faced the garden. It was a
vast improvement over the small, enclosed light courts of the single lot but retained
the characteristic narrow space between buildings.

Thomas carried this simple planning technique further in the development of build-
ings with various forms, using a basic unit of two and three dwelling units per stair.
The essential contrast with previous planning was the relation of the buildings to the
streets. Planning on the single narrow lot under the Tenement House Act of 1901 and
before caused the building to be placed at right angles to the street a narrow front
and long depth. This forced all but the dwellings on the street front to face into a
small courtyard, light-well, or narrow rear yard. With removal of the restrictions
imposed by the narrow lot, large-scale planning permitted the arrangement of build-
ings with a broad front and shallow depth. The interior of the lot was opened up with
improved exposure of all dwelling units toward the street and expanded interior court.
This planning was henceforth known as the "garden apartment."

Henry Wright. In 1926 the City Housing Corporation built Sunnyside Gardens,
a large project planned by Henry Wright and Clarence Stein, on a 10-block site in
Long Island. The architects applied the "garden apartment" in a simple perimeter
form surrounding the interior garden. They also introduced the row, or group, house
and the two-story flat one dwelling above another with separate private entrances.
The ground coverage was less than 30 per cent of the lot area.

Studies by Henry Wright about this time demonstrated the importance of compara-
tive analysis in planning. He emphasized the necessity for a complete analysis of the
costs that enter into housing. The planner and architect had been prone to detach their
functions from that of management. Wright made clear that these functions could not

Monroe Court Apartments

Unit Plans c I

c IB K K B c

B] c

ilill

Interior Garden Court

STREET

Unit A
FLAT

Unit B
FLAT

Unit C
ROW HOUSE

Unit D
FLAT

SUNNYSIDE, Long Island

An early large-scale development within the framework of typical city blocks. This project, planned by Henry
Wright and Clarence Stein, provided further evidence of the advantages of low density and large-scale planning.

TRANSITION 125

be isolated and produce satisfactory housing; that improvement could not be expected
unless plan-analysis was merged with experience in the management and maintenance
of housing.

During this period much speculative building was producing the dreary, monoto-
nous rows of cheap and poorly planned single-family and flat buildings which still
curse so many of our cities. Henry Wright insisted upon the advantages of the group
house, used at Sunnyside, to improve the planning of both dwellings and the space
about them. The row, or group, house was not a revolutionary dwelling type. It was
prevalent in all eastern cities. Baltimore and Philadelphia are famous for their row
houses with clean, stone entrance stoops. But Wright demonstrated the principle of
planning dwellings two rooms in depth rather than the tandem arrangement of rooms
to which the usual row house had degenerated. He showed the improvement in land
planning with the group house in comparison with detached units and their wasteful
and useless side yards. Wright contributed much to the enlightenment that emerged
in the 1920 decade and early thirties.

Radburn. Inspired by the "garden city" idea, the City Housing Corporation
acquired a vacant site in New Jersey within commuting distance of New York City.
On this site Henry Wright and Clarence Stein planned the community of Radburn.
This plan introduced the "super-block." In these blocks, ranging from 30 to 50 acres
in size, through traffic was eliminated. Traffic streets surrounded rather than traversed
the areas. Within them, single-family dwellings were grouped about cul-de-sac roads.

The houses were oriented in reverse of the conventional placement on the lot.
Kitchens and garages faced the road, and living rooms turned toward the garden.
Pathways provided uninterrupted pedestrian access to a continuous park strip, leading
to large, common open spaces within the center of the super-block. Underpasses sep-
arated pedestrian walks from traffic roadways. The community earned the name of
"The Town for the Motor Age."

Radburn allocated space for industry, shopping, and apartments, but permanent
green space surrounding the town, typical of the English garden cities, was not in-
corporated. The development is not yet complete, but the residential character has been
a prototype of sound community planning ever since.

Housing' An Investment. Subsidy was a means to encourage the colonial
expansion of this country, push railroads across the land, and smooth out the peaks
and valleys of economic inequalities. It was used whenever necessity dictated. In
1926 it was introduced to housing with passage of the New York Housing Law which
established the State Board of Housing. This Act granted the privilege of tax exemp-
tion for a twenty-year period to limited-dividend companies engaged in housing within
reach of the lower middle-class. The statutory ceiling on rents was $12.50 per room
per month in the borough of Manhattan and $11.00 per room elsewhere. Investment
in apartment development was encouraged by this legislation.

Fourteen projects, providing a total of nearly 6,000 dwellings, were undertaken
in this program. The best known were three co-operative developments of the Amalga-

40 FEET

i , , I

II
II

12 HOUSES PER ACRE

20 HOUSES PER ACRE

DEVELOPMENT OF 20 ACRES

AVERAGE FRONTAGE PER HOUSE 21ft.
Cost of raw land per acre $1,000

Cost of 40 ft. roads per yd. $51.25

Cost of 30 ft. roads per yd. $41.25

NUMBER OF HOUSES
Gross area
Area of roads
Net area

AVERAGE SIZE OF PLOT
Road frontage:

40 ft. road

34 ft. road

240 400

20 acres 2O acres

2.46 acres 4.76 acres

17.64 acres 15.24 acres

353 sq. yds. 184 sq. yds.

3,732 ft.
2,162 ft.

AVERAGE ROAD FRONTAGE PER

HOUSE 24.54ft.

Total cost of land $20,OOO

Total cost of roads $46,740

Ave. cost of land per house 983

Ave. cost of roads per house $195

Ave. cost of roads and land per house $278
Cost per sq. yd. of plot $.79

GROUND RENT PER PLOT PER

WEEK, AT 6% $.32

10,370ft.

25.9 ft.

920,000

988,575

950

9221

9271

91.47

9-31

(From Modern Housing, by Catherine Bauer)
"NOTHING GAINED FROM OVERCROWDING"

St. Louis

Chicago

TYPICAL FLAT PLANS DURING THE

FIRST QUARTER OF THE

TWENTIETH CENTURY

Early in the century Raymond Unwin
wrote his treatise Nothing Gained from
Overcrowding, in which he compared
the typical subdivision street system with
a more open development using the
cul-de-sac street. In the United States,
real estate development was taking the
form shown in the photograph a mo-
notonous row of houses along street after
street and the single lot persisted with
the building of individual "flat" build-
ings in the Middle-Western cities. These
two-story buildings, wilh one apartment
above the other and with most rooms
facing a narrow side yard between the
buildings, were reminiscent of the
"dumbbell" tenements of New York.

JAMAICA, Long Island

The Architectural Forum

I320 1

<M
<*)

I320 1

200

a oo

980

200

720

/PARK '

Above is a comparative study by Henry Wright to demonstrate the improvement which a modification in the
typical gridiron street and block layout might provide. The sketch on the left is the usual street plan, that
on the right the proposed replanning. With but slight loss of street frontage for subdivision of residential
lots (the usual plan has 11,800 lineal feet of streets while the modified plan has 10,720 lineal feet), an interior
park is gained and through traffic on all interior streets is eliminated.

Wright developed his "Case for the Row House" with studies like the one illustrated below. In this study
the typical block layout with two-story flat buildings facing the street is compared with a revised plan using
continuous rows of two-story flat units; the alley is eliminated, garage courts are consolidated at the end of
each block, and a park space is gained in the center of the block accessible from all dwellings. Tn the typical
plan some of the rooms in the dwellings face on the narrow side yards between buildings (lower sketch).
The revised plan (upper sketch), however, eliminates these side yards resulting in an improved plan of the
dwelling units, all of which face upon ample open space to the front and rear of the buildings.

260 FEET

\RAG

|H IE

p-|

3imi

: :iO
*-:

<: vtlT-v-y;^
r*. PARK--J;

& :*:>;&:

ro\y;:

r-l

In Q

VRAG

Second Floor

First Floor

"&E

^MM

30 1

<\J

Second Floor

{

[fB |

40'

First Floor

A Shopping Center

B Apartment Groups

C School

D Park Space

PATH

GARDEN |

U i

unn)

^^^^^

o |K

STREET

Clarence Stein and Henry Wright,
Planners

RADBURN, New Jersey

The Radburn plan became synonymous with "the town of the motor age." In this plan the cul-de-sac (dead-end)
residential streets became service roads rather than traffic ways, the house being reversed so that the living
rooms face on the rear gardens with pedestrian paths leading to the continuous park space.

TRANSITION

129

PROJECTS APPROVED BY THE NEW YORK STATE BOARD OF HOUSING*

Project

No.
Apts.

Bldg.
Coverage
(%)

Density
(families
per acre)

Height
(stories)

Academy Housing Corpora-
tion

Amalgamated Dwfi]lings, Inc.

476
232

625

43.9
59.7

50.2

149
166

114 (av.)

6 (elevator)
6 (elevator)

5 (walk-up)
6 (elevator)
6 (elevator)

Amalgamated Housing Corp.
First Group 1
Second Group [
Third Group J

Boulevard Gardens Housing
Corp.

958

24.8

6 (elevator)

Brooklyn Gardens Apts., Inc.
Fourth Ave. Project
Navy Yard Project

165
140

52.5
59

181
230

5 (walk-up)
5 (walk-up)

Farband Housing Corp.

129

69.1

172

6 (elevator)

Hillside Housing Corp.

1,405

4 and 6 (walk-up and
elevator)

Knickerbocker Village, Inc.

1,585

317

13 (elevator)

Manhattan Housing Corp.

69.4

184

6 (elevator)

Stanton Housing Corp.

68.8

191

6 (elevator)

Stuyvesant Housing Corp.

72.4

216

6 (elevator)

TOTAL

5,896

* Report of the State Board of Housing to the Secretary of State of the State of New York, 1937.

mated Clothing Workers, providing 625 apartments. In addition to the Housing Board
projects in New York City, other limited-dividend and semi-philanthropic develop-
ments were undertaken. Phipps Houses, Inc., a veteran housing organization, built 344
apartments in four- and six-story walk-up and elevator buildings near Sunnyside Gar-
dens in New York. In 1930 John D. Rockefeller, Jr., built the Paul Laurence Dunbar
apartments in Harlem, 513 apartments designed for acquisition of the dwellings by
the tenants. About this time the Julius Rosenwald Foundation built the Michigan
Boulevard Gardens, also for Negroes, on the south side of Chicago, and the Marshall
Field Estate built Marshall Field Apartments on the near north side of Chicago. Chat-
ham Village in Pittsburgh, built by the Buhl Foundation, was a two-story group house
development planned by Henry Wright.

These projects did not produce speculative profits but were sound investments that
served a high social purpose. This purpose is not nourished by irresponsible interests

PHIPPS HOUSES, New York City
Clarence Stein. Architect

Unit Plans

c IB u

,[.[, [.L i.i j.n K|. fiU

C L

LlC

A limited-dividend development of 344 apartments in
four-story walk-up and six-story elevator buildings. The
building coverage is 43 per cent of the land area, with
a density of about 100 dwellings per acre. This is one
of the early large-scale private projects built during
the late twenties.

LJ ilj I F^- I I U_J L-J

r^T^rV.! r.Kf.i ^tPE^i

i_M .1 I. ! J.l-i

Site Plan

U LlU LI

DLi LO

hp nri

n n

I U LJ LI U

r pti LJLJ pru urn

I TATg

J L hp nrl b

I In n n

bn nd

Lfa'slL Kf4 L c cfa"

DUNBAR APARTMENTS

Site Plan

MARSHALL FIELD GARDEN
APARTMENTS, Chicago

Andrew J. Thomas, Architect

These projects of four- and five-story apart-
ment developments during the 1920 period
illustrate the transition in planning from
the concept of separate buildings on single
lots of the typical subdivision (Metropoli-
tan, Dunbar, Marshall Field), to continuous
indented rows of buildings arranged about
the periphery of a large site (Phipps, Michi-
gan Boulevard Gardens, Amalgamated).
This trend from smaller building units to
larger and longer buildings was character-
istic of large scale planning during this
period, but we will observe in later devel-
opments that, as familiarity with large scale
planning progressed, the trend is reversed
by a more frequent use of smaller building
units. The essential difference represented
by this change was the tendency to group
possible rather than enclose the open space

Unit Plans

smaller buildings within the open space which large sites made
with continuous buildings. Freedom from the single small lot and
the restrictive pattern of the usual gridiron street
system made it unnecessary to protect the interior
garden space from the surrounding streets and per-
mitted greater latitude in planning the buildings
within the open space.

MICHIGAN BOULEVARD GARDENS, Chicago
K/aber & Grunsfeld, Architects

Site Plan-

I I /I Vs // l\ M-l

132 THE INDUSTRIAL CITY

concerned with quick turn-over of capital and unlimited profits, nor does it thrive on
exploitation and speculation in land, buildings, and people.

During this period good planning was demonstrated to be economical planning.
Twenty-five years prior, the typical tenement covered 85 per cent of a narrow, deep
lot. More than half the rooms either had no light or peered into dingy light-wells. Open
space about the dwelling was either the paved traffic street or a shabby refuse-ridden
rear yard. The energetic talents of such architects as Ernest Flagg, Grosvenor Atter-
bury, Andrew Thomas, Henry Wright, Clarence Stein, and Frederick Ackerman served
to bring a vast change in all this. Land coverage was reduced to 50 per cent or less, and
space was planned to enhance the environment and provide room for recreation. Care-
ful planning and better interior arrangement of rooms reduced waste space within
buildings and eliminated unnecessary corridors and halls. Attention was given to ap-
propriate size and use of rooms rather than the greatest number of people that could
be loaded on a given site.

The importance of the period we have been discussing is not the quality of planning
as a standard to which we aspire today, but rather as a comparison with the unwhole-
some planning it replaced and the processes which brought it about. Complete dis-
regard for housing standards and the desire for profit regardless of the exploitation it
entailed had produced high density, excessive land coverage, and decidedly bad hous-
ing. The theory that these evils were essentially good business was exploded. Good
planning was discovered to be an effective instrument to compete with bad planning.
When laws were enacted to curb irresponsible building of slums, the road was cleared
for good planning with financial benefits as well as the restoration of social values.

The period of activity during the twenties and early thirties did not solve our urban
housing ills but it did provide a foundation upon which future progress could be con-
tinued. Building companies became conscious of the advantages of investment in hous-
ing. Large-scale planning opened the opportunity for arranging buildings on land so
that all dwellings were well located on the site. As a permanent investment such factors
were important. Good planning was becoming a good investment. Release from the
long, narrow lot permitted greater efficiency in planning, lower land coverage, better
dwelling units, more space for light, air, and recreation, and safer investment. Per-
manent values were built in by good planning.

Mr. Charles F. Lewis, Director of the Buhl Foundation which built and is managing
Chatham Village in Pittsburgh, said in 1937:

Capital is frankly challenged by this unusual opportunity for sound and productive use of its
funds.

Essentially this will be an investment and not a speculative use of capital. . . .

No less has it been demonstrated by the so-called limited dividend companies, from Boston in
1871 to Pittsburgh in 1934, that limited dividends pay. I refer you specifically to the remark-
able success of the City and Suburban Homes Company of New York, founded in 1896 by Mr.
R. Fulton Cutting and associates. After years of operation, in 1933 in the midst of the depression,
this company could boast assets of nearly $10,000,000, a surplus of more than $1,380,000, and
net earnings of from $263,000 to $445,000 per year through four depression years. Its average

Unit Plans

Site
Plan

DL! AMALGAMATED DWELLINGS, New York City

This project, built in 1930 on plans by Springsteen
and Goldhammer, was one of the first undertaken
under the program of the State Board of Housing. It is one of three built by the Amalgamated Clothing
Workers trade union as a co-operative enterprise. The buildings are six stories high with automatic elevators.
The land cost was $5.61 per square foot.

100

FairchiJd Aerial Surveys, Inc.

HILLSIDE HOMES, New York City

This project of 1,405 apartments, de-
signed by Clarence Stein, was approved
by the New York State Board of Hous-
ing and is one of the seven that received
loans from the Housing Division of
PWA. While the land cost was about 70
cents per square foot, the land coverage
is one of the lowest in the New York
area about 32 per cent and the den-
sity is about 88 families per acre. The
typical city street plan is replaced by
continuous garden courts surrounded by
four-story walk-up and six-story elevator
apartment buildings. Play areas for
children are distributed in this open
space and traffic is confined to the
peripheral streets.

CARL MACKLEY HOUSES,
Philadelphia

Kastner and Stonorov, Architects &, *'"?

CASTOR AVE.

GARAGE EXIT

Built by the American Federation of
Hosiery Workers for the members of
that trade union, this project con-
tains 284 apartments in three- and
four-story buildings, with a density
of about 50 families per acre. It was
financed with an 85 per cent loan
from the Housing Division of PWA.

M STREET

ENTRANCE TO GARAGE
AT LOWER LEVEL

Dallin Aerial Surveys

CHATHAM VILLAGE, Pittsburgh
Ingham and Boyd, Architects

A limited-dividend project originally
planned for 300 units within reach of
the $2,200-3,600 per year income group.
The first stage of development was 128
dwellings. The density is about 12 fami-
lies per acre in two-story group houses,
demonstrating the theory of Henry
Wright who espoused the cause of the
group house on urban land which had
not yet reached the high levels of many
areas. This project was built as an
investment by the Buhl Foundation.

BUCKINGHAM, Virginia

One of the earliest large-scale rental developments undertaken in the FHA
program, Buckingham is located just outside Washington, B.C., for "white
collar" workers in the nation's crowded capital. Designed by Henry Wright,
Allan Kamstra, and Albert Lueders, it was planned for 2,000 units on a 100-
acre site. The first stage (shown in detail) comprised 622 dwellings on 30
acres. The land cost was 25 cents per square foot and permitted low density
about 20 families per acre with a building coverage of about 20 per cent
of the land area. Approximately 13% of the area is in streets. Dwellings
are two-story group houses and flats.

136 THE INDUSTRIAL CITY

annual dividend rate, from 1899 to 1939, was 4.65 per cent. Or let us take six non-co-operative
apartment projects built in New York City under the New York State Housing Board. All have been
consistent dividend payers in good times and bad. Or let us take, in the city of Washington, the
Washington Sanitary Improvement Company, which with assets of nearly $1,500,000 can boasl
that from 1897 to 1923 it paid an annual dividend of 5 per cent, and from then on straight
through the depression, of 6 per cent. Or the Washington Sanitary Housing Company which has
paid 5 per cent per annum without interruption since 1927. While Chatham Village in Pittsburgh
has not yet published earnings statements, those statements when released will give further evi-
dence of the investment soundness of the large-scale housing enterprise on the limited-dividend
basis. 1

Every individual in the city has a home. Some may be rooms in a lodging-house o.
a hotel, others fine houses on large estates. Some are slums. Whether the home is *
hovel or a mansion, every person has one. Dwellings of the people occupy nearly three
quarters of the urban area. The economic equation by which the people acquire anc
maintain a place to live measures the social and physical health of a community. The
economics of housing is the base upon which cities rest. It is the foundation on whicr
the social superstructure is built.

If we want to see the real city, we do not confine our view to the great skyscrapers,
the shopping promenade, or the park and boulevard. To see the city, we look at the
dwellings of the people. We see how people live, their streets of homes, the environment
in which they raise their families, the children who will be the fellow-countrymen
and neighbors of our children a generation hence.

It is this view that gives us direction toward the city of the future. When we com-
prehend this aspect of the city, we can guide more accurately the tools with which we
shape the urban environment.

1 Opportunities for Building Rental Properties. Conference on Local Residential Construction, Chamber of
Commerce of U.S., Washington, D.C., November 17, 1937.

CHAPTER 9

ISSUES IN FOCUS

The Great Depression. On the heels of the building boom during the prosperity
decade of the twenties came the crash of 1929 and the decade of depression that fol-
lowed. Financial credit dried up, building stopped abruptly, and unemployment
brought widespread privation to millions of families. As the depression gained momen-
tum, economic and social chaos followed in its wake. Marginal investments in stocks
evaporated into thin air. The "water" that had been poured into building investments
during the craze of the boom was drained off, and "ownership" changed hands in rapid
succession as the level lowered. Homes on farms and in the cities were foreclosed at an
alarming rate. Real estate foreclosures jumped from 68,100 in 1926 to 248,700 in
1932.

The complete state of despair made it imperative for the government to act. In an
effort to stem the tide, President Hoover called his Conference of Home Building and
Home Ownership in 1931. This conference revealed many of the problems that beset
the nation and laid the groundwork for action which ensued in subsequent years. Some
28 states enacted moratoria on mortgage foreclosures in 1931 and 1932. This device
relieved the hysteria but only postponed the solution. The Emergency Relief and Con-
struction Act of 1932 created the Reconstruction Finance Corporation. This agency was
empowered to loan government funds to bolster the faltering economy.

The tide of national collapse forced the government to assume increased responsibil-
ity for the helpless economy, and, beginning in 1933, the Congress created a series of
agencies in rapid succession. These acts brought into focus a fact that had been almost
unwittingly overlooked: the people of the United States had no inventory of the national
welfare, the assets and liabilities of a going concern dealing in democratic enterprise.
The blessing of abundant natural resources, the accident of favorable geographic loca-
tion, and the aggressive enterprise of a free people had brought fortune and a position
of world leadership to this country. This achievement had blinded the people to the
corollary of great industrial and financial empires the precipitation of social and
economic hardships that filter into the lives of many in society. The Great Depression
lifted the veil on this scene and disclosed the gap which had formed between fortune

137

138 THE INDUSTRIAL CITY

and stability. It was apparent that the country must take stock of its resources in order
to measure the future prospects for its enterprise,

Inventory. The necessity for improvement in the physical condition of our cities
had been recognized. The presence of slums and blight, and the sporadic attempts to
correct the situation, attested to that. As had been fully demonstrated in the successful
business enterprise of this country, however, a factual knowledge of current inventory
on hand, the kind of stock it represents, and a study of the market to be supplied are
essential to the conduct of democratic government as well as individual welfare. The
government therefore undertook the Real Property Survey of 1934 as a comprehensive
inventory of the supply and condition of housing in this country. It was learned that
nearly one-third of the urban dwellings were in need of major repairs and lacked indoor
bathing and toilet facilities. In the 64 cities surveyed 2.3 per cent of all dwellings were
found to be unfit for human habitation, 15.6 per cent were in need of major structural
repairs, and only 37.7 per cent were considered in good condition. Only 34 per cent of
the dwellings had hot and cold running water, 8 per cent had no water supply in the
dwelling, 17.1 per cent no private indoor toilet facility, and 25 per cent had no bathing
facilities. The only fuel for cooking in one-third of all the dwellings was coal or wood.

Unemployment and the depression had produced alarming economic hardships for
millions; it was estimated that the annual income of 37 per cent of all urban families
in 1934 was $800 or less. Further investigations, however, revealed even more signifi-
cant facts about the economic status of the people. Studies by the Brookings Institution
showed that a broad segment of American families had surprisingly low incomes before
the depression had engulfed the nation. In 1929, 21 per cent of the families in cities
had incomes of less than $1,000 a year, 21 per cent were between $1,000 and $1,500,
and 17 per cent were between $1,500 and $2,000 per year. 1

It was apparent that a major reason for the housing problem was a lack of sufficient
income to pay the price of a decent home. The lowest rents were generally in the areas
of substandard housing; it was estimated that rents of $20 per month or less were con-
centrated in the substandard category, and more than 50 per cent of all rental dwellings
rented for less than this amount. The large cities presented a more complex picture.
In Cincinnati, for example, 41 per cent of the families were paying a rent of $28 per
month for dwellings which had only a cold-water sink.

The depths to which the national morale had sunk caused investigations into many of
our economic ills. Studies were made of the costs of urban maintenance. These studies
produced evidence of the economic burden that decaying sections of cities were heap-
ing upon the taxpayer.

The cost to maintain blighted districts and slums was many times the revenue the
cities collected in taxes from these areas. A relatively small section of Cleveland con-
taining 2.37 per cent of the population showed a net loss to the city of $1,750,000 in
the year 1932; one square mile of blighted area in Chicago cost the city $3,200,000

1 Americans Capacity to Consume, Maurice Leven, Harold G. Moulton, and Clark Warburton, The Brookings
Institution, Washington, B.C., 1934.

ISSUES IN FOCUS [39

in services as compared to the tax levy of $1,191,352 and an actual tax collection of
only $586,061. The low rent areas of Boston cost the city $92.30 per capita but paid
the city only $13.30 per capita in taxes. The high rent areas paid into the city treasury
$312.80 per capita but cost the city only $73.80 to maintain. In Indianapolis the
blighted areas cost $27.29 per person while the maintenance of other areas cost but
$4.00 per person.

The wholesale foreclosure of mortgages on homes and stoppage of home-building
made it imperative to examine the status of home-ownership. It was the general policy
of financial institutions to loan about two-thirds of the construction cost or appraised
value of homes. It was necessary for the prospective home-owner to invest the balance
of one-third as his "equity." When costs were high during the boom of the twenties,
the number of families who had managed to accumulate, in savings, this proportion of
the dwelling cost was relatively small. Because the urge for home-ownership was
strong, the device of the "second mortgage" came into use. This provided the prospec-
tive owner with a source for supplementary financing and reduced the amount of
equity needed. Lenders of second mortgages held only a secondary right in the prop-
erty mortgaged and the length of such loans was usually short and interest charges
high.

This device expanded the number of home-owners, however. It appeared easier to
make high monthly payments to finance a home than to accumulate the savings for the
equity required for a first mortgage only. As long as incomes remained stable the home-
owner paid his monthly installment with the knowledge that he would some day have
title to the home and then be relieved of the burden of rent. But the depression violently
altered this situation. The earning capacity was not only lowered, but millions of fami-
lies had no incomes at all. The foreclosures in the early depression years demonstrated
that numerous families had assumed financial obligations they simply could not carry.

"Priming the Pump." All of the conditions described in the foregoing paragraphs
were obviously not the result of the depression alone. They were aggravated by the
economic plight into which the nation had been plummeted, but they were the result of
decades of indifference and neglect for the economic health of the nation. Furthermore,
they were conditions for which there could be no quick and immediate cure. Govern-
ment action was therefore devised as a "pump-priming" process. It was immediately
necessary to stall the wave of foreclosures on homes, and the Home Owners Loan
Corporation was created.

Although too late to save one and one-half million homes, this agency was able to
hold the line for more than a million with direct loans to threatened home-owners. Loans
were made for a period of 15 years at an interest rate of 5 per cent, with the principal
amortized in regular monthly payments. By June 1936, the HOLC had made 1,017,948
loans on urban dwellings in a total amount of $3,093,450,641. Between 1937 and
1940, 12 per cent of the outstanding mortgages in the country were held by HOLC.
More than 500,000 loans were advanced to distressed farm owners by the Federal Land .
Bank (originally created in 1917) and the Farm Mortgage Corporation.

140 THE INDUSTRIAL CITY

According to the 1941 Statistical Abstract of the United States, the number of fore-
closures on urban real estate ran the following course:

1926 68,100 1934 230,350

1927 91,000 1935 228,713

1928 116,000 1936 185,439

1929 134,900 1937 151,366

1930 150,000 1938 118,505

1931 193,800 1939 100,961

1932 248,700 1940 75,310

1933 252,400

There were nearly as many homes foreclosed during the ten-year period between 1930-
39 as the number of new homes built. An average of 180,033 homes were foreclosed
annually, whereas an average of about 270,000 new homes were built per year.

In 1934 the National Housing Act created the Federal Housing Administration. It
was the purpose of this agency to encourage credit for home financing and to revive a
badly beaten house-building industry. FHA was a Federal government insurance agency.
Its function was the insurance of loans by private lending institutions for construction
of housing, and it tackled the problem on three fronts. Loans were insured for con-
struction of new single-family homes, for alterations and repairs of existing dwellings,
and for rental housing.

Restoration of the home-ownership principle was not enough to revive the industry.
Construction had bogged down so badly and credit channels were so clogged that a
gross broadening of the whole market for home-ownership was necessary. Whereas
financial agencies had previously loaned some two-thirds of the cost of dwellings, FHA
guaranteed mortgages up to 90 per cent of the cost. Under Title II of the Act, 90 per
cent loans were insured for dwellings costing $6,000 or less, including house and lot,
and 80 per cent loans were insured for dwellings not exceeding $16,000 in cost. This
was later modified to provide insurance of 90 per cent of the first $6,000 and 80 per
cent of the balance for homes not exceeding $10,000 in cost. Prior to our entry into
World War II in 1941, FHA-insured loans for new housing under Title II amounted
to $3.11 billions for 725,000 mortgages, and nearly all dwellings built during the
depression decade enjoyed the benefits of this program. Insurance of loans was also
extended by FHA (Title I) for repairs and alterations to existing houses. This program
reached $1.24 billions of insured loans.

Another feature of the Act was directed at the encouragement of rental housing. The
depression had nipped in the bud the fruitful prospects for investment housing begun
early in the century and sponsored by such agencies as the New York State Board of
Housing. The National Housing Act was intended to renew this program and provided
for insurance by FHA of 80 per cent loans for limited-dividend large-scale housing
developments. Despite the broad market and the urgent need for rental housing in this

ISSUES IN FOCUS 141

country, the popularity of the home-ownership program had sapped the incentive to
engage in this phase of the program to the extent warranted by the market and invest-
ment opportunities. Although there were 335 projects undertaken, there were only
about 35,000 dwellings produced.

The FHA program was government insurance against loss by financial institutions
for loans they extended for home-building. There were some who observed the novelty
of the Federal government guaranteeing lending agencies against the risk of loss, but
this inconsistency with the traditional operation of our economic system was over-
looked because the application of a "hypodermic" had become essential to stimulate
the building industry. Being welcomed by financial institutions, it was an effective
instrument.

Accompanying this treatment for home-building was an improvement in financing
residential construction. The second mortgage practice was eliminated, systematic re-
payment of loans regular amortization was introduced, and interest charges for
borrowed money were reduced, the FHA interest being 4^ per cent plus % per cent
for insurance.

FHA established minimum standards for construction and planning as a condition
of its mortgage insurance. The fact that this policy brought about an improvement in
the quality of residential construction is a sad commentary upon the standards of local
building regulations and the laxity of their enforcement.

Experiments. "Pump-priming" assumed a variety of forms. Huge sums were
spent for public works, highways, dams, bridges, public buildings, and relief. Cities
benefited through projects for new sewers, drainage, streets, schools, recreation centers,
but there were no essential changes in the character of the city. The emergency created
by the unemployment of millions of people left no time, or so it seemed, to deliberate
the possible reformation of the urban framework.

On the other hand, the vast displacement of workers in paralyzed industrial plants
disturbed many serious reformers. Some inclined to the theory of subsistence home-
steads located near decentralized factories as an effective antidote to periodic unem-
ployment. There ensued a series of experiments with the forms of urban and rural
patterns.

The National Industrial Recovery Act of 1933 established the Subsistence Home-
steads Division in the Department of the Interior. This Division built rural projects
in which part-time industrial workers could acquire a house and subsistence plot. No
down payment was required, and long-term loans were made by the government to
eligible homesteaders.

A key to recovery was rehabilitation of the agricultural economy of the country.
In 1935 the Congress created the Resettlement Administration and there began a pro-
gram of soil conservation and agricultural adjustment the country had long found

wanting.

The subsistence homesteads were transferred to the jurisdiction of the Resettlement
Administration and merged with the rural resettlement program engaged primarily

WYVERNWOOD, Los Angeles Witmer and Watson, Architects

This FHA-insured rental project for "white collar" workers is composed of 1,100 two-story apartments on a
72-acre site with a coverage of about 25 per cent of the land area.

EDGEWATER PARK, Seattle

Graham, and Painter , Architects

A 305-dwelling, FHA-insured development on
the shore of Lake Washington, it comprises
two-story apartments and flats.

S Ik- -ir-x:

INTERLAKEN GARDEN APARTMENTS, Westchester County, New York
Young and Moscowitz, Architects

This project, planned for 3,500 units, is one
of the largest approved for FHA in-
surance. The first stage was 525 dwellings
of two stories with a building coverage of
only 14 p^jp cent of the land area.

BALDWIN HILLS VILLAGE, Los Angeles

Reginald Johnson, Lewis Wilson, Edwin E. Merrill, and
Robert Alexander, Architects

An attractive large-scale rental development of the early 1940*s, Baldwin Hills Village, consisted of 627
dwellings in one- and two-story group houses and flats on an outlying 80-acre tract. The low land price, $2,300
per acre, permits low density, about 8 families per acre, and a coverage of only 7.3 per cent of the land. A
feature of this project is the private patio for about two-thirds of all the dwellings. It will be noticed in the
plan that the boulevard along the north boundary (bottom of plan) is separated from the project by a park-strip
and a service road from which the various garage courts are accessible. Additional parking space is provided by
indented parking areas along the service drive and along minor boundary streets. Small playgrounds for
children are distributed about the development in addition to the "village green" in the center.

Vie Stein

THE GREENBELT TOWNS

As a component part of the Federal government's search for ways and means to cope with the modern city
and its living environment, the Resettlement Administration planned four "greenbelt towns" beginning in 1935.
They were satellite communities near large cities. The designs were inspired by Howard's Garden City idea, but
they were not planned as self-contained towns; they were more like dormitory villages, the sources of employ-
ment for the residents being in the near-by cities. Each was surrounded by a belt of permanent open space,
part of which could be farmed or gardened. A full complement o community facilities was included in each
town shopping, schools, and recreation space.

GREENBELT, Maryland

1 Water Tower

2 Disposal Plant and In-
cinerator

3 Picnic Center and Lake

4 Community Center

5 Store Group

6 Rural Homesteads

7 Allotment Gardens

This development is on a 2,100-acre site about 25 minutes' drive by automobile
from Washington, D.C., and includes 712 dwellings in group houses and 288
in apartments, a total of 1,000 units occupying an area of 250 acres. There are
500 garages. The sixteen-room elementary school is jointly used as a com-
munity center, and the shopping center includes space for a post office, food
stores, a drug store, a dentist's and a doctor's offices, a 600-seat theater, and
such service shops as shoe repair, laundry, tailor, barber, and beauty shops.
There are a bus terminal, a garage and repair shop, a fire station, and a gas
station. The recreation facilities include an athletic field, picnic grounds, and
an artificial lake. The super-block is used, each block containing about 120
dwellings with interior play areas. Underpasses provide continuous pedestrian
circulation without crossing main roads. The commercial and community
center, in the approximate center of the plan, reduces to a minimum the
walking distance from all dwellings.

GREENBELT, Maryland

A semi-rural residential character was retained within the urban environment of the "greenbelt" towns.

GREENHILLS, Ohio. This development is a satellite of Cincinnati, about 11 miles from the central
district. The entire site is 5,930 acres. Planned for 3,000 dwellings, 1,000 comprised the first stage of building.
Twenty per cent are single- and two-family units, nearly half the units are in group houses containing three
to six units per building, the rest about one-third are apartments. Garages are available for 17 per cent of
the dwellings, although space is arranged to provide them for all dwellings if necessary. A total of 168 acres
is used for housing, 12 acres for the community center, and 35 acres in roads; 50 acres are for allotment
gardens, community parks, and playgrounds. Protective open space occupies about 695 acres. The remaining
4,970 acres in the site are devoted to farms and wooded and wildlife areas. In this, as in Greenbelt, the super-
block is the basic element, each averaging about 25 acres and housing between 400 and 500 persons per
block. The community center contains the shopping district and the combined grade and high school for
1,000 pupils and auditorium-gymnasium to seat 1,100 people.

Town Common
Commercial Center
Community Building
Athletic Field
Interior Park
Swimming Pool
Sites for Future Resi-
dential Development
Greenbelt

GREENDALE, Wisconsin

This site of 3,500 acres is about one-half hour from Milwaukee. Planned for 3,000 units, only 750 dwellings
have been built. The single-family detached house predominates, 380 units being of this type, 370 being twin
houses. Most dwellings have attached garages. The community center and school and the shopping area at the
center of the plan are within one-half mile of all dwellings. Generous park spaces are adjacent to the central
part of the town, and permanent open agricultural space surrounds the built-up area.

This project was not built because of legal entanglements. The proposed site, between 3,800 and 4,200 acres, was
within one-half hour travel time of a number of industrial centers between Philadelphia and New York City.
The ultimate plan would have accommodated some 4,000 families, but the initial development was intended to
be 750 units. A few single detached houses and apartments were proposed, but the row or group house pre-
dominated. The super-block and cul-de-sac roads, with large interior recreation space, were featured.

GREENBROOK, New Jersey

1 Pumping Station

2 Sewage Treatment Plant

3 Gardens

4 Athletic Field

5 Community Building

6 Shops and Garage

7 Future Town Center

8 Water Tower

ISSUES IN FOCUS 147

in the removal of rural families from submarginal lands, of which there were an
appalling number, to good farm land. The Resettlement Administration assisted
the financing of these families with long-term amortized loans for land, buildings,
and operating capital. Included within this broad program were rural projects for
migratory workers in the western states. This combined the subsistence principle
with part-time agricultural employment and its attendant quasi-industrial opera-
tions.

In addition to its rural operations, the Resettlement Administration engaged in an
experiment with "greenbelt" towns. Four projects were planned, three of which were
built: Greenbelt near Washington, D.C., Greenhills near Cincinnati, and Greendale near
Milwaukee. The idea of a permanent belt of agricultural land surrounding these
communities was borrowed from the Garden City pattern of Ebenezer Howard. The
resemblance stops there, however, since the Resettlement suburban projects otherwise
functioned largely as residential "dormitory" satellites for the near-by metropolis
similar to any other suburban development.

In 1936 the Resettlement Administration became the Farm Security Administration
which continued the rural program, with the addition of aid in the acquisition of farms
by tenant farmers provided in the Farm Tenant Purchase Act of 1937. All these
functions were subsequently transferred to the Department of Agriculture where they
now reside.

Slum Clearance Begins. The depressing environment of the urban dweller in
the slums was aggravated by the poverty of unemployment and public relief. When
the National Industrial Recovery Act was drafted in 1933, a policy expressed by
President Hoover's Conference on Home Building and Home Ownership was remem-
bered. That policy referred to the problem of the slums. It read: "Unless this prob-
lem can be met by private enterprise, there should be public participation, at least
to the extent of the exercise of the power of eminent domain. If the interest of business
groups cannot be aroused to the point where they will work out a satisfactory solu-
tion of these problems through adequate measures for equity financing and large-
scale operations, a further exercise of some form of government powers may be
necessary in order to prevent these slums from resulting in serious detriment to the
health and character of our citizens."

The reminder of this policy appeared in the NIRA with the following slender
clause: ". . . construction, reconstruction, alteration, or repair under public regula-
tion or control of low-rent housing and slum-clearance. . . ," 2 As a result of this pro-
vision the Housing Division of the Public Works Administration was created.

It was the intention of this agency to loan funds to private enterprise for slum- clear-
ance and construction of large-scale low-rent housing projects. The Reconstruction
Finance Corporation had been empowered, in 1932, to make loans up to 85 per cent
of the cost of similar developments by limited-dividend companies operating under
the jurisdiction of state legislation. New York was the only state prepared with adequate

2 Title II, Sec. 202.

KNICKERBOCKER VILLAGE,
New York City

Knickerbocker Village is a slum-clearance
project built by the Fred F. French Com-
pany with financial assistance from the Re-
construction Finance Corporation. Situated
on the site of the notorious "lung block"
on the lower east side of Manhattan, the
land cost was extremely high. According
to the 1935 Report of the State Board of
Housing the average cost per square foot
was $14.06. No form of subsidy was avail-
able from the RFC, although the interest
rate was only 4 per cent on the borrowed
funds. The State Board of Housing re-
quired that rentals not exceed $12.50 per room per month ($11.00 p.r.p.m. in areas other than Manhattan) to
receive the benefit of tax exemption. Despite the advantage of this financing arrangement, it was necessary to
produce a very high population density on the site to support the investment. Although the land area covered by
buildings is less than the surrounding slums, the buildings are thirteen stories high and house 1,593 families.
This is 50 per cent more than originally occupied the site.

Fairchild Aerial Surveys, Inc-

WILLIAMSBURG
HOUSES, New York City

Board of Design: R. H.
Shreve, M. W. Del Gaudio,
A. C. Holden, William Les-
caze t Samuel Goldstein, Paul
Trapani, G. H. Gurney, H. L.
JFalker, J. W. Ingle

| [SCHOOL

"(6

S STORES

S STORES WITH APARTMENTS OVER

SCM.E IN FEET

50 100 800 300 400 500'

One hundred years ago the
site of this project was a
country village. When the
project was built in 1936,
the site was occupied by
1,279 families at a popula-
tion density of 166 persons per acre. Two-thirds of the buildings were two- and three-story frame structures.
More than one-half the number of dwellings had no running hot water, two-thirds had no private toilets, and
three-quarters were without baths. The area was a fire hazard and refuse-ridden. This is the slum that had grown
from a farm land within a period of 100 years. Williamsburg Houses is a development of four-story walk-up-
apartment buildings of fireproof construction. The site covers 25 acres and the project provides 1,622 dwellings.
The total cost per unit was about $7,700 of which about $2,500 was the cost of the land and "improvements""
demolished. It was the largest project built by the Housing Division of PWA.

The Original Site

WILLIAMSBURG HOUSES

Fairchild Aerial Surveys, Inc.
The Finished Project

Fairchild Aerial Surveys, Inc.

WESTFIELD ACRES,

Camden, New Jersey

Architects J. N. Hettel, C. L. MacNelly, F. H. Radey, A. B. Gill, Oscar Stonorov, H. N. Moffett, H. E. Hall,
J. C. Jefferis, G. L. J. Neutze

A project by the Housing Division of PWA of 514 apartments in three-story buildings. The site was a vacant
area of 25 acres, the area of buildings covering only 15 per cent of the land. The cost was about $5,300 per
dwelling. No through-traffic bisects the site, and garage compounds are located on the periphery. In this project
we again observe the advantages of large-scale planning over the usual city street system and lot subdivision.
The original planning of streets indicated outside the project area is replaced by interior roads designed only
for service access to the buildings. Large open spaces flow throughout the site and provide safe recreational areas
and gardens for adults and children. (The aerial view below was taken during construction of this development.)

. S. Lincoln

ISSUES IN FOCUS 151

legislation and only one project was financed by RFC: Knickerbocker Village, a slum
clearance project approved by the New York State Board of Housing.

The Housing Division of PWA embarked upon such a program, loaning 85 per
cent of the project cost to limited-dividend corporations whose applications demon-
strated satisfactory evidence of the 15 per cent equity required of the applicant. Only
seven projects could be approved and the necessity for a broader construction program
caused the Housing Division to alter its course. It launched a program of direct con-
struction of low-rent slum-clearance projects.

Coupled with the objective of creating employment in the building industry was the
social aim of adequate housing for families of low income living under substandard
housing conditions. Although there had been experience in European countries as
far back as the nineteenth century, government in the United States had not ventured
into the field of housing prior to 1933. Touching, as it did, upon most of the social
and economic ills of our urban communities, it is needless to say that the Housing
Division was beginning a stormy career.

The Housing Division met with numerous set-backs in its short career of about 4
years, but finally completed some 22,000 dwellings. The right of eminent domain for
the acquisition of sites divided into multiple ownerships was denied by the courts
in connection with a slum clearance project in Louisville in 1935. 3 This right was
denied on the premise that condemnation of land for housing was not a "public pur-
pose" within the domain of the Federal government. Thenceforth the Housing Division
was forced to select sites which could be acquired without recourse to condemnation.
This forced, in turn, the use of vacant land for many projects. Despite this apparent
handicap, twenty-seven of the fifty-one projects were built on sites which had been
previously occupied by slums.

Construction costs were higher than seemed warranted. To claim this to be the
result of waste and inefficiency is to beg the real issues that confronted the Housing
Division and the entire recovery program. The chaos of emergency had filtered into
every nook and cranny of our economic and social life. This entailed a degree of
waste in human and material resources beyond any possible measurement. Recovery
was neither expected nor claimed by way of economy and efficiency, and the housing
program of the Housing Division was construed as one means to accomplish this
recovery. It is to the credit of the agency that enduring standards of decent housing
and constructive principles of urban planning were treated as integral parts of a pro-
gram intended primarily as an instrument for economic recovery and creation of
employment.

The United States Housing Act. The aggregate accumulation of substandard
housing in this country adds up to a national problem of no small proportions. To
that extent it is in the public interest for the national government to assume respon-
sibility for assistance in improvement of housing conditions. However the direct impact

3 Decision by District Court of U.S. for Western District of Kentucky, January 4, 1935, upheld by U.S.
Circuit Court of Appeals for the Sixth Circuit, 2 to 1 vote, July 15, 1935.

152 THE INDUSTRIAL CITY

of bad housing occurs at the local level, the community we define as the city. Direct
responsibility for maintenance of adequate housing standards rests with the local
government.

Recognizing the essential need for local responsibility and administration of hous-
ing affairs, and the necessity for assistance to families of low income in obtaining
decent housing within their capacity to pay, the United States Housing Act was passed
by the Congress in 1937. This Act created the United States Housing Authority
charged with the power to loan funds to local housing authorities established by state
law to build low-rent public housing for families otherwise unable to obtain decent
housing they could afford. The USHA was empowered to make annual contributions to
these local authorities to bring rents within the range of low-income families. Accord-
ing to the Act the purpose of the law was "to assist the several states and their political
subdivisions to alleviate present and recurring unemployment and to remedy the unsafe
and insanitary housing conditions and the acute shortage of decent, safe, and sanitary
dwellings for families of low income, in rural or urban communities, that are injurious
to the health, safety, and morals of the citizens of the United States."

When the Act became law there were only fifteen states with legislation creating
local housing authorities eligible to receive loans from USHA. There were forty-six
local authorities in these states. The necessary legislation was enacted in rapid sequence
and when the United States entered the postwar era, there was legislation in forty-one
states, the District of Columbia, Hawaii, Puerto Rico, and the Virgin Islands, with a
total of 448 authorities in cities and 368 in counties.

The foundation of the Housing Act was decentralized control, with local initiative
and responsibility. USHA may be considered analogous to a banker who loans funds
to build houses; the local authority is the borrower; the purpose is building a pro-
ject for rent to families in a community who, because of their low income, can afford
only substandard housing facilities. The need for public housing arises from the fact
that the low-income families cannot afford to pay an "economic rent." The USHA
therefore makes annual contributions to the local authority, in addition to its func-
tion as a "banker," to offset the difference between an economic rent and the rent the
low- income families can afford.

In conducting this program full responsibility rested with the local authority to
determine the need for public housing, the location of projects, the planning, con-
struction, and management of the developments. These projects are the property of
the local authority. USHA loans 90 per cent of the total cost of a project at a low
interest rate (about 2^ per cent) for a period up to 60 years. The remaining 10 per
cent is borrowed by the local authority through the sale of its bonds to other lending
institutions. The annual contributions from USHA are fixed by the Act at not more
than 1 per cent above the current rate of interest on the loans (about 3^ per cent)
and, in practice, the maximum contributions are substantially equal to the annual
interest and amortization charges for the entire loan. However, they may be adjusted
annually as the income levels and operating costs in a community fluctuate.

ISSUES IN FOCUS 153

It becomes the obligation of the local authority to ascertain that the rents are main-
tained at a level which meets the needs of the lowest income families who could not
otherwise find decent housing facilities. The Housing Act provided that rents could
not exceed one-fifth of the income for families with less than three dependents and
not more than one-sixth of the income for families with three or more dependents.
By administrative ruling only families living in substandard dwellings were eligible
to become tenants.

The local authorities, being created by the states, derive their powers from the
states. They are vested with the right of eminent domain in order to assure the acquisi-
tion of sites for projects. According to the Housing Act it was required that one sub-
standard dwelling be eliminated for each new dwelling built by the local authority.
This requirement could be fulfilled either on the site of a project or, if the site was
vacant or more dwellings were placed upon it than prior to demolition, the remainder
could be eliminated by the city through the exercise of its police powers.

The program has been fraught with heated criticism and support. Proponents were
often overzealous ; opponents frequently socially unaware. The former claimed that
housing should become a political issue but alienated the politicians. The latter insisted
it should remain free from politics and proceeded to make their opposition a major
political program. Early debate was focused upon the question of whether USHA
was remaining within the area of housing for the low-income families and was clear-
ing slums; more recently it has become popular to identify public housing with
socialism and un-American activities, alleging it to be contrary to the interests of free
enterprise. These are issues that remain thus far unresolved in terms of national policy.

Meeting the Need. The depression uncovered convincing evidence of poor hous-
ing conditions and the economic burden of blight on the urban community. Vast
unemployment emphasized the plight of millions of families with insufficient incomes
to buy or rent decent dwellings. Financial assistance from the Federal government
was not only accepted, it was invited by local governments and enterprise generally.
Public works contributed much to the physical wealth of the country. The Federal
Housing Administration was welcomed by financial institutions, the construction trades
and businesses, and prospective home-owners. The public housing program was too
small to make a dent in the slum problem of cities; a total of 168,000 dwellings
were built by local authorities with USHA loans in the 4 years of the program before
the war, but the housing problem of the urban population was only revealed, it was
not solved.

According to the Final Report of the Executive-Secretary to the Temporary National
Economic Committee on Concentration of Economic Power in the United States in
1938, less than one-fifth of the new housing was in the market for three-quarters of
the population with incomes under $2,000 a year. The lower third of the income
group, below $1,000 per year, could only afford 1 per cent of the new houses; the
income group between $1,000 and $1,500, being 24 per cent of the urban families,,
could afford only 3.7 per cent of the new houses; and the $1,500-$2,000 income

ni ii ii ii ir

COLUMBIA VILLA, Portland, Oregon
Stanton and Johnson, Architects

A project of 400 dwellings built by the Housing Authority of
the City of Portland, Oregon, with financial assistance of
USHA. This project has an unusually low density and com-
prises one-story twin houses and one- and two-story four-unit
buildings. Designed as a series of dwelling courts, the dwellings
face upon free open space. Parking spaces are combined with
each court and laundry buildings are distributed about the
site for convenient tenant use.

Although the public housing projects, of which this is one,
were financed and owned by the local housing authorities
and built for rent to families of low income who were other-
wise unable to afford the cost of decent housing in their com-
munity, the standards of planning the projects were similar
to those financed as private investments insured by the Fed-
eral Housing Administration. The distinctions between the
private and public housing developments were therefore less
in the amenities of the living environment they provided than
in the methods of financing to cope with the various economic
levels of the people in the community.

Being permanent improvements in the community, just as
all other housing developments, the public housing projects
were built to standards of planning considered adequate for
a permanent neighborhood environment. The type of project
varied with the characteristics of the community in which they
were built and ranged from those of low density and ample
open space, such as the one illustrated here, to tall apartments
with high density in the more crowded large cities in the
country.

Leonard Delano

ISSUES IN FOCUS 155

group, representing 15 per cent of the population, could afford only 15 per cent of
the new houses. The rest of all houses, 81 per cent of the total production, was avail-
able to only 24 per cent of the families in the income range above $2,000 per year.

This ratio of incomes to the cost of new houses was not a phenomenon; it was not
a new development in the housing market. It was more or less typical, but the depres-
sion made it more apparent. It was customary to assume that second-hand houses
would filter down to successive income groups as production of new houses supplied
the upper-income brackets. This process is rather natural but it has one distinct weak-
ness: it encourages the accumulation of substandard houses. This will be treated later
at more length since it presents an obstruction in the path of full production to meet
the wide range of income groups in the housing market. This situation, however, must
be recognized in appraising the combined efforts to supply housing through the nor-
mal channels of private enterprise, through government guarantee of private lending
institutions against loss on loans for housing, and through public housing for low-
income families.

The issues have not remained in clear focus. The program was new in this country;
there had been little previous attention to housing for families in the slums with the
exception of social settlement and charity organizations. Criticism of public housing
diverted attention from the problem of housing for families of the lower income brackets
and the rehabilitation of the decaying city. This criticism was not always accurate.
Frequent claims were made that public housing did not reach the families for which
it was intended.

Nathan Straus, former Administrator of USHA, reported the following income
groups housed in the public housing projects sponsored by USHA prior to the war:

Annual Income per Family Percentage of Families Housed

Less than $500 7.7

$500-749 32.8

$750-999 33.4

$1,000-1,249 21.4

$1,250-1,499 4.8

Over $1,500 0.1

According to Mr. Straus in his book. Seven Myths of Housing, the average shelter
rent, that is, the rent for an unfurnished dwelling but including the mechanical
equipment such as refrigerator and cooking range, was an average of $12.79 per
dwelling per month in USHA-aided projects over the entire country. The rent including
the cost of utilities electricity, heat, water, and cooking fuel, was an average of
$17.98 per dwelling per month. The average income of tenants was $832 per family
per year.

The average construction cost for the dwelling, exclusive of land, site improve-
ments, and overhead, was $2,700 per unit in USHA-aided projects; the average cost
of FHA-insured dwellings was $3,601 between 1938-40. The total cost including land,
site improvements, such as roads, walks, utilities, landscaping, and community facil-

(56 THE INDUSTRIAL CITY

ities, commissions, and administration, was an average of $4,307 per dwelling unit
in USHA-aided projects; and $5,332 per dwelling in FHA-insured houses in the
same period.

In evaluating the USHA program there was reference to alleged high costs. Some
confusion prevailed because USHA inherited the projects built by the Housing Divi-
sion of PWA; these latter had cost in excess of USHA-aided developments, as indi-
cated in the following comparisons where both types of projects were built:

Average Construction Average Monthly Average Family
Place Cost Rent Income

Charleston, S. C.

PWA $3,732 $19.33 $1,349

USHA 2,939 12.26 765

Jacksonville, Fla.

PWA 2,746 15.32 850

USHA 2,667 10.58 750

Toledo, Ohio

PWA 4,328 16.64 1,208

USHA 2,996 14.25 839

The principal issue that emerged from the public housing program was the dual
character of its avowed purpose: to clear slums and rehouse families who, by force
of their economic status, could not afford the full cost of decent housing. The causes
of physical decay in our cities and the economic level of a large segment of the
people who live in slums and blighted areas are interwoven. It is necessary, how-
ever, that they be untangled if we are to see clearly a program designed to rehouse
urban America.

The most obvious reason to separate these two phases of the problem is the fact
that slums and blight cannot be remedied without displacing the people who occupy
them. If the cleared areas are to be rebuilt with housing low-rent housing the dis-
placed people must find a place to live during the operation. The shortage of decent
dwellings at low enough rents is a chronic condition. To force people out of one blighted
area into another simply lends credence to the oft-quoted statement that people make
the slums.

Slum clearance is a popular phrase and an essential objective, but it is necessary
that the sequence of clear slums and rehouse be reversed to rehouse and clear slums.
This later sequence has been followed in other countries where intelligent steps have
been taken to improve urban housing conditions and remove blighted areas from the
city. Housing estates were built on the periphery of English cities, garden towns in the
suburbs of Swedish cities, and Holland and Germany planned town extension programs.

Slum clearance is more than pulling down old houses or tenements. It drives straight
to the heart of urban rehabilitation. It immediately becomes part and parcel of urban
planning for commercial and industrial land uses, and transportation as well as

ISSUES IN FOCUS 157

housing. In a word, it implies the planning of our cities. Slum clearance should be
treated as urban redevelopment. Much of the misunderstanding that arose from the
public housing program was due to the confusion between a program to clear the
slums and blight from our cities and a program to build decent housing for low-
income families.

Housing is a part of the whole urban complex. It proceeds independently of slum
clearance and, to the extent that city planning produces a pattern for the appropriate
locations of new housing, it precedes rather than follows the clearance of slums.
This is not to suggest that families should not be rehoused in the areas cleared of
slums. Many blighted areas are particularly well suited for housing; many blighted
areas would become desirable locations for income groups that can well afford
housing requiring no suggestion of public subsidy. But the issue of the public housing
program was the appropriate use of urban land in our cities, and it was not probably
could not have been resolved for want of adequate planning preparation.

It was quite natural to suppose that a "slum clearance" project would be located
in a "slum." It was likewise natural to assume the worst slum would be the best
place for such a project. These assumptions pressed heavily upon the prewar pro-
gram because they are not necessarily true. In many instances they led to completely
erroneous conclusions with respect to the selection of sites.

Mixed land uses have induced blight. Dwellings intermingled with industrial and
commercial surroundings are utterly incompatible. They lack the essential ingredients
for stability; they create an environment in which blight is built-in and slums are
inevitable. It would seem to be normal logic that an area zoned for business or industry-
is no place for housing. However, blighted residential property is, with few exceptions,
found in just such zones of land use. To replace slums with good housing in these
areas is not appropriate land use, it is not good investment for the city, and it is due
to a lack of planning.

The absence of local planning, added to the popular zeal to get rid of ugly slums,
presented the major dilemma of the prewar program to begin a comprehensive pro-
gram for slum clearance and low-rent housing in this country. The experience demon-
strated that a housing program cannot be carried on in our cities, whether by private
enterprise or the public, until it is preceded or accompanied by appropriate urban
planning.

The Planning Dilemma. At no other time had there been a more pressing need for
the benefit of city planning than the years of the Great Depression. Nor could there
have been more convincing evidence of its absence. Much lip-service had been rendered
the cause of planning in previous years, and a small but vocal profession had grown
up around this theme. Yet cities were unprepared for action when the time was ripe.

The state of the Union was desperate at the beginning of the thirties. A program for
action was imperative. There was encouragement when the Administrator of Public
Works appointed the National Planning Board in July, 1933. For the first time in the
history of this country the advantages of research and analysis of our great natural

158 THE INDUSTRIAL CITY

resources were available for the general welfare. Prior to this time it was customary
for separate offices of the government to collect facts; it was now provided that these
facts should be correlated and thus become the pattern for appropriate action by the
respective agencies of government.

The National Planning Board became the National Resources Board by executive
order of President Roosevelt in June 1934. It was the purpose of the Board "to prepare
and present to the President a program and plan of procedure dealing with the physi-
cal, social, governmental, and economic aspects of public policies for the development
and use of land, water, and other national resources and such related subjects as may
from time to time be referred to the Board by the President." The National Resources
Committee succeeded the Board in 1935, and in July 1939 all these functions were
transferred to the National Resources Planning Board.

The Board and its predecessors were organized on a regional basis. Probably the
most significant work was performed by way of encouragement of planning at local
levels and technical assistance to local planning agencies. Regional, state, and city
planning was reviewed and organized, comprehensive reports on the state of natural
resources and recommended plans for appropriate conservation and use were made,
developments and the relative importance of technological changes were recorded, and
valuable data were assembled on urban growth and population. 4

In 1943 the National Resources Planning Board was discontinued and its functions
have since been performed by various committees of Congress.

The work of the National Resources Planning Board and its predecessors was directed
at issues of national scope. The resistance to planning these agencies confronted was
reflected at the local level. Cities were unprepared when the depression struck, the few
exceptions emphasizing the general absence of plans. Faced with an immediate op-
portunity to establish permanent improvements in their environment, there was little
evidence that the people had concerned themselves with the question of their future
urban development.

The issues of emergency and sound planning were confused. Building and maintain-
ing the city constitute a complex and a vital problem. It requires planning to cope with
this problem. The housing program during the depression demonstrated the tragic
results of its absence. Subdivisions sprawled across the city without consideration of
a plan into which the urban development could be integrated with the future use of land
and become an effective means for improvement of community welfare. The public
housing program was too frequently interpreted as an opportunity to get rid of some
isolated eyesore or festering slum that pricked the civic pride.

By the time that cities had become aware of their plight, the economic cost of blight,
and the social hazard of slums, there was no time to plan. That would have to wait
until the depression had spent itself and prosperity had returned. Had civic leadership
glanced back upon the history of city development it would have been abundantly clear
that planning can never wait. The course of human affairs marches steadily on and the

4 See Bibliography, Part II, for partial list of publications.

ISSUES IN FOCUS 159

direction of its course is determined by the degree of planning which precedes it. When
goals are set, they can be reached ; when they are absent, the urban community drifts
like a ship without a compass. The goals have not yet been considered, and our cities
are still adrift.

War Begins a Neic Decade. Then came war, and another stroke of irony marked
the affairs of human conduct. Planning assumed proportions never before conceived in
history. With destruction of civilization a grim prospect, the scale of planning was
gargantuan, staggering the imagination, even in retrospect. However, it was military
planning.

When the ominous spread of Nazi domination engulfed central Europe and threatened
another world war, Congress enacted the National Defense Bill of June 1940. Industry
turned its attention to production of war materials, and the Lanham Act authorized
funds for housing workers in the defense plants. Numerous government agencies
entered the housing program. In July 1940, the Office of Housing Co-ordinator was
established to determine the need in places of acute shortage and allocate Federal
funds to the various agencies.

New construction by private enterprise insured by FHA was stepped up, HOLC
assisted in the conversion of existing facilities, the low-rent program under USHA
was stopped, and 100 per cent loans were extended to local housing authorities to
build defense housing. The Public Buildings Administration, Defense Homes Corpo-
ration, and Maritime Commission undertook construction of large-scale permanent
government housing, and the Federal Works Agency launched a large program of
prefabricated temporary dwellings.

With the attack on Pearl Harbor on December 7, 1941, all the energy of the nation
was directed to the successful prosecution of the war. Peacetime and defense housing
was supplanted by a vast program of war housing, and huge plants were constructed
to build ships, airplanes, and armaments.

In February 1942, all Federal housing agencies were consolidated in the National
Housing Agency. The National Housing Act was amended to include Title VI, provid-
ing insurance by FHA of 90 per cent loans, amortized in 25 years, for housing built
by "operative" builders for sale or rent to war workers. The necessity to conserve
materials was critical. The floor area of dwellings and the critical materials used in
them were rigidly restricted. The Lanham Act was amended to provide for the construc-
tion of temporary dwellings by the Federal government.

More than 800,000 new dwellings were built and about 200,000 existing units con-
verted by private enterprise, for a total estimated cost of $4,000,000,000. Nearly
550,000 family dwellings and 170,000 dormitory units were built, and 50,000 existing
structures converted into family dwellings, through the direct operations of the Federal
government. There were, in addition, about 80,000 "stop-gap" shelters provided in
the form of trailers to permit mobility for shifts as changing needs dictated. The cost
of this program was some $2,300,000,000 for a total of 850,000 living units.

It has been estimated that migration of industrial workers to man war jobs created

WAR HOUSING, San Francisco

Within the range of this aerial photograph are five of the war housing projects built in San Francisco for
workers engaged in shipbuilding and allied industries during World War II. They were planned and built
by the Federal government as temporary dwellings intended, according to the Lanham Act authorizing their
construction, to be removed within two years after the President declared a termination of the war emergency.
Being temporary dwellings and built during a period when the conservation of critical materials was of para-
mount urgency, they were planned with consideration for economy in cost, space, quantity and quality of
materials, and construction time.

Since the end of the war these dwellings, and thousands of others built in a similar manner and for the
same purpose in many localities, have been the subject of criticism for their "substandard" planning and
construction. The criticism is justified and the dwellings should be removed as soon as production of housing
with adequate standards of planning and construction absorbs the housing shortage.

An examination of the photograph, however, causes one to ponder the criticism of this ''substandard'*
character attributed to these projects. The fact that they are readily distinguishable in the picture suggests a
reason to raise this question. Among the criteria for appraisal of the quality of a living environment is that
of appropriate planning of the streets, their relation to the topography of the site, and the resulting harmony
between the dwellings, circulation about them, and the shape of the land upon which they are built.

San Francisco is a series of hills and valleys, and the picture casts some doubt on the validity of an assumption
that the war projects are below the standard of the more permanent development about them. Laid in a
gridiron, the street system of the city ignores the geographic nature of the beautiful site of this great city.
The hills, on which the war projects were built, had been platted for this same gridiron street pattern. The
war projects, however, demonstrated a standard of urban planning that cannot be ignored in an appraisal of
their value. The contrast between them and the "rectilinear habit" is too apparent to be overlooked. This con-
trast is further enhanced by the development of the central shopping centers and parking facilities within the
war projects in comparison with the inorganic spotting of retail business strung along the streets of the
permanent residential districts throughout the city.

Maintenance Building

Shopping Center

Community Building

Administration Building

Clinic

Elementary School

Junior High School

Water Supply Towers

Water Reservoir

Electric Power Sub-station

AlcLOUGHLIN HEIGHTS, Vancouver, Washington

This was one of the largest single World War II housing assignments by the National Housing Agency about
5,000 dwelling units. The initial project of 1,000 acres required facilities for a population substantially the same
as the city of Vancouver itself. Seven groups of architects were assigned areas for planning in the entire
development, being co-ordinated by the local housing authority.

The plan has been criticized for an absence of a single over-all pattern. This criticism exposes the usual
nostalgia for monumental uniformity to which we became accustomed during the eclectic nineteenth and
early twentieth centuries. Although the project reflects a lack of mature study because of its emergency nature,
the plan is nevertheless fairly well organized. The principal highway from Vancouver, situated to the west of
the site, splits into two major traffic routes with transverse arteries crossing at points between ^ and 1 mile
apart.

The long buildings indicated in the plan were added at a later date and interspersed among the initial units
along the highways and remaining open space. Except for these later additions, an examination of the plan
shows that most of the dwellings were arranged about minor residential roads, the main highways being
largely left free from frequent intersections.

The site is a plateau above the Columbia River, the source of employment for war workers having been
located along the river to the south of the project.

162 THE INDUSTRIAL CITY

a need for housing some 9,000,000 families. War work was distributed in all parts
of the country, but the most pressing need was in large centers for the tremendous new
industrial plants. Individual projects of 5,000 units were built in such places as Willow
Run near Detroit; Norfolk, Virginia; Vancouver, Washington; and San Diego and
San Francisco, California. The largest single operation was 10,000 dwellings for the
Kaiser shipyards at Portland, Oregon.

The influx of great numbers of workers and their families strained every urban
service. Housing was not complete without new streets, utility systems, parks and play-
grounds, theaters, shops and markets, and restaurants. Whole new communities were
created in a few months, and war production was sustained.

The war was won. The goal had been clear the survival of freedom. Planning
guided the campaign. The production and distribution of goods, materials, food, weap-
ons, and man power were planned. It was necessary, and well done.

Thus ended another paradox in the course of human events. While military planning
was winning a great campaign, planning for the peace to come was abandoned. It will
be remembered that the National Resources Planning Board died during the conflict,
and the planning process, with which our institutions were saved in war, was
denounced as an enemy of freedom. We have need to learn from yesterday so as to
prepare today for a better tomorrow.

PART III

THE PLANNING
PROCESS

If -we could first know where we are,
and whither we are tending, we
could better judge what to do, and
how to do it.

Abraham Lincoln*

CHAPTER 10

THE LEGAL
FOUNDATION

An Age of Urban Anarchy. A century before the Golden Age of Athens, a Greek
philosopher, Heraclitus, said the problem of human society is to combine that degree
of liberty without which law is tyranny with that degree of law without which liberty
becomes license. The democracy of Athens and the Constitution of the United States
were wrought from the same precepts. An organized society was formed about a group
of laws, a set of rules to guide the people in their conduct. The purpose was to
guarantee liberty and justice for all.

Inspired by this freedom the people of America created a vast domain of commercial
and industrial enterprise. And they built great cities.

Today we see these cities scarred by congestion and decay, speculation and ugliness.
We see the science and invention of our remarkable age snarled in a tangle of the urban
network. The mediocrity of our cities is a travesty on the productive genius and creative
energy of America.

It is not the desire of the people that their cities should be so built. It is rather their
ambition to create fine cities, else the forward strides that have been taken would not
have been attempted. It is the essence of democracy that the people shall be masters of
their destiny, that their behavior shall be guided by the precepts of law and order. Yet
our cities suffer disorder and confusion as though born of anarchy. The most frantic
antidotes of regulation appear inept and futile. The reasons for this state of urban
affairs may be apparent upon examination.

Who are the city builders? They are the multitude of city people who invest in urban
property and improvements. All the people participate. Some share by their invest-
ments of capital in physical improvements for conduct of profitable enterprise; others
invest in municipal revenue bonds which pay for public improvements. All participate
through their payment of taxes for the public services that make urban investment
feasible.

165

166 THE PLANNING PROCESS

Forty per cent of the city area is public property: the streets, parks, schools, and a
variety of public improvements. Within this area local government may shape the
streets, traffic arteries, and open spaces according to the designs of official planners. But
the bulk of city building, 60 per cent of the total urban area, proceeds parcel by parcel
as industry, business, and home-seekers find opportunity for investment.

Those who invest for personal profit are guided by the "market" for improve-
ments. The measure of this "market" is double-barreled. Investment in a city implies
stability of values. By its nature the city is a permanent institution whose purpose is to
shelter the continuing activities of people. It is not a natural speculative medium. An
immediate "market" induces investment, but a continuing "market" makes of it a
sound investment.

Stability depends upon the quality of the improvement itself. It also depends upon
the quality of the other improvements that have preceded and those that will follow.
It depends upon the standards at which a community maintains itself, the maintenance
of existing facilities, and the standards it demands for future improvements. These
standards determine the difference between environmental degeneration or stability,
and upon them rests the difference between speculation and sound urban development.

Nor do the physical improvements on private land alone affect the health of urban
investment. The warp of the community pattern is the network of streets, utilities, and
transportation. The city functions through the circulation of goods and services; the
strength of the urban pattern is measured by the adequacy and convenience of the
circulatory system, the stability of investments by the level at which the community
maintains itself.

Urban growth is, in some respects, analogous to processes in nature. The soil of
fertile and prosperous citizenship is tilled, the seeds of investment are planted, and the
garden is cultivated with urban management and maintenance, both public and private.
All urban activities and functions are inseparable. The only area in which they may be
isolated is that of speculation, and, for that reason, speculation is damaging.

Speculation quick turn-over for quick profit contributes in large measure to build-
ing a city, but the speculator assumes no responsibility for his product since he is not
concerned with the use of the improvement. That responsibility and the obligation for
maintaining it are shifted to others when he transfers ownership. The motive of specula-
tion consequently induces inferior quality; it is concerned only with the least possible
initial cost.

Speculative improvements are none the less an investment in the city. They are in-
vestments in which the public participates. Public services must be made available to
all property, and the cost of these services is paid by taxes and public utility rates.
These costs are measured to a large degree by the quality of the improvements that
comprise the city. High quality holds stable values, resists spotty shifts in urban land
use, and wasteful extension and duplication of public services.

What determines the physical form of the city? It emerges from the initiative and
enterprise of many people, acting individually and in groups. However, the people are

THE LEGAL FOUNDATION 167

guided by a set of standards and not from some preconceived model of the future city,
however brilliant or inspired. This set of standards is the law. The real plans for our
cities are the standards prescribed by law the codes and ordinances that regulate the
development of urban property.

It is a cardinal point of our constitutional form of political organization that ours is
a government of laws the rules by which our democratic "game" is played. City
building is guided by the maximum quantity and minimum quality the law allows. Laws
form an integral part of the whole planning process, and it is appropriate to the
democratic process that the people who design and invest in urban building shall find
free expression and action within the limits prescribed by law.

That this process imposes a singular responsibility upon the citizen must be self-
evident. It is the obligation of the people to determine the standards they deem appro-
priate for their city and translate these standards into effective rules and regulations.
It can be fairly stated that this responsibility has not been discharged with the intel-
ligence and devotion demanded of citizenship in a democracy. Our cities bear violent
testimony to that fact. If we are to bring improvement to the urban environment it
devolves upon the people, civic leaders in business, industry, the arts, and public
office, to assume this responsibility with vision, integrity, and an unflinching will
to serve the public interest. In the final analysis it is only the few who reap profitable
reward through violation of the general welfare.

Urban development implies a continuing responsibility, all forces acting together
and interdependent^. The degree to which these forces are integrated reflects the
aspirations, ambitions, and convictions of a community, and the initiative and respon-
sibility of the citizenship in whole and in each of its parts. When the forces that con-
tribute to city building are unbalanced, inequities develop and the city declines. The
energy is sapped, the city no longer provides a field for sound and continuing busi-
ness investment, and the environment degenerates.

Since the laws applying to the physical development of the city set the standards for
that development, it is important to examine the effect of these regulations and the
prospects for improvement in them. It is important for those who invest their capital
for profitable return and for those who pay the taxes that maintain the community.
The cities themselves bear testimony to the ineffective nature of many of our laws.
The legal framework that molds the urban pattern provides some advantages, but cities
appear to have drifted into a state approaching anarchy.

Until recently public contact with city planning has been limited; even today most
people have little knowledge about planning, its practices, its limitations, or its sig-
nificance to their daily living. First contact usually comes when a building permit is
sought and the aspirant is either granted a permit or informed that he may not proceed
with the improvement as he desired. If the permit is granted, the relationship of the
individual and planning is a fleeting one and his lack of knowledge continues. If,
however, the permit is denied, the citizen may inquire the reason. When informed that
the law denies him that right because it is inconsistent with the welfare of the com*

168 THE PLANNING PROCESS

munity, the citizen may depart from the planning office, accepting this interpretation
of the law. Or he may have the temerity to ask: What law? How does a community
come by the right to restrain him from the free exercise of his will in developing
property he owns? Is this not the confiscation of private property without due process
of law and without just compensation, both of which are violations of the Constitution
of the United States? 1

It is in the interest of the people that they be informed on these questions; they are
the foundation of planning in democracy.

When Official Planning Began. The time when land was first allocated to specific
uses is, of course, shrouded in prehistoric mystery. The failure of land to respond to
cultivation demonstrated that certain land was not adapted to agricultural use but,
since there were few ways of passing this information on to others, it was probably
necessary for successive users to learn by trial and error what marginal areas were
unfit. 2

Tribal experience indicated that certain land was suitable for raising crops, other
land was better for grazing animals, and some was unproductive. When these expe-
riences were transmitted from generation to generation by word of mouth and tribal
custom, we had the first haphazard land-use plan. Certainly enforcement was effective;
struggle for survival in a not too friendly world left the line between life and death
too thin for a man to cultivate land a second time after it had refused to give him
food the first time. Thus land was identified as either agricultural or nonagricultural
and, if the latter, it had little value. Since there was much land and the people were
few in number, man, living a nomadic life, found little need to fight for or limit him-
self to any single area. In those regions where the land gave bountiful harvest from
the seeds planted, the wanderers settled down and formed the first permanent agrarian
communities.

The customs of land use in the earliest days defined the planting seasons, the har-
vesting seasons, the first descriptions of crop rotation, and the idea of resting the land
after a number of years of use. The priesthood wielded tremendous persuasive powers,
and many codes of land use were incorporated in religious doctrines, some of which
are still part of religious observations today.

With the development of civilization, the building of cities, and the growth of popu-
lation, land took on other values than that attached to agricultural use. The fixed market-
place became a land use of great value, the public open space, the forum, and the
commons being the important center of the town. Special places were designated
for the storage of explosives, for the slaughter of animals, and for the residential

1 Federal Constitution, 14th Amendment, 1868, Section I : "No State shall make or enforce any law which
shall abridge the privileges or immunities of citizens of the United States; nor shall any State deprive any
person of life, liberty or property without due process of law, nor deny to any person within its jurisdiction
the equal protection of the laws."

2 "Because the ground is chapt, for there was no rain in the earth, the plowmen were ashamed, they covered
their heads. Yea, the hind also calved in the field and forsook it, because there was no grass. And the wild
asses did stand in high places, they snuffed up the wind like dragons; their eyes did fail, because there was
no grass." Jeremiah 14, 4-6.

THE LEGAL FOUNDATION 169

developments of the aristocracy. It did not take rulers long to recognize that the
relationship between land uses was of paramount importance, that the slaughter-
houses had no proper place on the windward side of their palaces. In our present-day
cities we have taken far less care in locating smoke- and dust-producing industries.
It is true, of course, that protection of a few homes from obnoxious conditions was a
far simpler task than controlling industrial development in relation to the mush-
rooming residential areas that crowd our urban landscape today, but some applica-
tion of this principle might have given us a far less objectionable environment in our
urban communities. 3

While the storage of powder in a convenient place was important to the people's
defense, it was soon recognized as a menace when stored too near their homes. With
these early concepts of danger and discomfiture began the first official designation
of areas within which certain uses were segregated as a matter of protection to the
people in a community.

In ancient cities people were themselves regulated as to where they might live.
Workers were restricted to areas outside the fortress walls and were called within when
required to protect the interests of rulers. As cities grew in size and power, certain
minority groups were restricted to areas commonly called "ghettos." These minority
groups differed in various periods and in different parts of the world, but history
repeatedly records their plight, their misery, and deprivation. These ghettos were
always the overcrowded slums and the center of poverty, and when disease struck the
city the people in these areas suffered most. Fear of these plague-ridden spots gen-
erated hatred and conflict, and confinement of living quarters was extended to restric-
tions on the work the inhabitants might perform and the places they might travel.
Seldom did such imposed regulations have legal foundation, but since they were
enforced by the police and with public sanction they were accepted as equivalent to
legal control.

To assume that such conditions are confined to history or remote places would be
unrealistic since there remains today considerable regulation over minority groups; the
areas in which they live are not called ghettos but they retain many historic char-
acteristics.

The Police Power. Use of the police power to carry out the official aims of a
group in power has always been considered proper, but abuse of the power by ruling
governments in the past gave rise to actions by the people to curtail that power. Anglo-
Saxon and French legal procedures are the outgrowth of the struggle of the people
against the autocratic, whimsical, and sometimes frivolous use of powers by the heads
of states and nations. The Constitution of the United States and the Bill of Rights were
created to guarantee that there would be no punitive action by an individual or gov-

3 Ex parte Shrader, 33 California 279, 1876: "Habeas Corpus to review judgement of conviction for violating
order of the Board of Supervisors .of the City and County of San Francisco prohibiting the maintenance of
slaughter houses, the keeping of swine, the curing of hides or the carrying on of any business or occupation
'offensive' to the senses or prejudicial to the public health or comfort, in certain portions of the city." The courts
held this to be a valid use of the police power.

170 THE PLANNING PROCESS

ernment against persons without just cause and with full and open trial in the courts
of law.

Today it is a widely accepted principle that the source of all power lies in the hands
of the majority of the people. This implies that the people of a city or town, through
the governing body, have the right to enact laws and regulations that support their ideas
of what is best for their community. The distinction between this principle and the
exercise of power in the past, whether by a minority or a majority,, is our recognition
that regulations of law today apply to all the people, and no class is expected to be
immune. The principal restraint upon law is that it shall not be in conflict with the
Constitution of the United States nor the constitution of the state in which it is enacted.

The power to pass and enforce laws to protect the welfare of all the people, whether
they be enacted at a local or a national level, is called the exercise of the police power. 4
Enforcement of the legislation enacted by the people or their representatives generally
rests with the police department, which apprehends persons accused of law violation.
The police department is required to explain the charges preferred and turn the accused
over to the courts for a decision on innocence or guilt and the terms of punishment
prescribed by the law. The United States Constitution assures that the punishment meted
out shall not be cruel and unusual, or arbitrary.

It is necessary that the police power be exercised for a worthy purpose and with
definitely stated objectives. In cases where police power is used to regulate or deny the
use of property without compensation, it must be clearly shown that the continued use
of that property would be inimical to the best interests of the community. A house
that is structurally unsound or badly infested with rats may be dangerous to the public
in general as well as the persons living in it, and it is thus subject to being closed under
the police power without compensation to the owner. The equity for such actions rests
upon the assumption that the people are obliged to maintain their property at standards
which will not impose a nuisance upon the community and the necessity to exercise the
police power to abate such a nuisance does not warrant compensation to the owners of
the affected property.

Taking land for a public purpose when the owner does not want to sell is known
as exercise of eminent domain. Condemnation of the property is instituted in the courts
which then establish a fair price based upon testimony from witnesses representing
the owner, the community, and impartial appraisers. Use of the right of eminent
domain is not to be confused with use of the police power: the principal difference
between the two powers lies in the matter of compensation to the owner; under the
police power the state does not "take" the property from its owner it regulates the
right of use on behalf of the public welfare.

4 Police power was expressed in ancient law as: "Due regulation of domestic order of the kingdom where
members of the state, like a family, are bound to conform their behavior in good propriety ... to be good
members and an orderly part of the community"; and later: "Police Power ... is the name given to the inherent
sovereignty which is the right and duty to exercise when the public policy demands enforcement of such
regulations for the general welfare as are necessary for the regulation of economic conditions to provide for
adequate community life." Parker v. Otis, 130 California 322.

THE LEGAL FOUNDATION 171

The police power of a community is limited to the area within its political bound-
aries. Thus the state laws may be enforced within any part of the state unless other-
wise provided in the laws, the county laws only within the county, and city or township
laws only within their limits. Beyond this, cooperation between governmental agencies
constitutes the only effective method for coordinated action or regulation.

The police power was retained by the sovereign states at the time of formation of
the Federal government. Only when the national welfare is involved and when the
local government is unable to cope with a situation does the state deem it necessary
to call for assistance from the Federal government. Federal laws, however, do affect
the relationships between the states; we have an Interstate Commerce Commission
to regulate rates on railroads dealing in interstate commerce, and the national labor
laws regulate wages and hours of persons employed in industries which sell their
products through interstate commerce. These instances are uses of the police power by
the Federal government.

Some states give the police power to cities and counties by specific legislative acts;
others grant this right to communities in their state constitutions. The purpose of the
police power is to protect the health, safety, and general welfare of its citizens, but
the manner in which the power is granted differs in the various states. The power to
make laws and regulations dealing with the activities of the citizens of a community
and the property they possess is a key to the planning process and particularly to that
phase called zoning.

Zoning The First Step. The first steps in the direction of modern city planning
can be traced to practices of establishing districts within which certain rights of cit-
izens were legally curbed. King Philip of Spain, 5 in outlining the procedure for estab-
lishing communities in the New World, instructed his explorers that streets were to
be oriented in such a manner as not to be windswept, and that slaughtering places
for cattle were to be located on the outskirts of town so odors would not prove offen-
sive to the townspeople. In Boston the segregation of the storage place for gunpowder
from the center of the city was one of America's first recorded acts of zoning. In
1810 certain Napoleonic decrees and the Prussian codes of 1845 contained land-use
regulations.

Most early laws were concerned only with those uses considered a menace to life
itself, and regulations against most of these uses were based on presentation of evi-
dence in court that the uses were existing and had proven themselves dangerous. This
proof was possible, in most instances, only after some great loss of life directly trace-
able to the specific use. In most cases, such as the tenement house fire disasters in
New York City, continued construction of the dangerous buildings was prohibited
but little was done to eliminate the danger that hung over the thousands of people who
continued to live in "outlawed" fire-traps. It was considered a critical point in all legal
action at the time that the establishment of dangerous uses could be prevented, but that
such laws could not be retroactive.

5 Law of the Indies, King Philip of Spain, 1573.

172 THE PLANNING PROCESS

Legal action on zoning affairs passed through two stages of development before
it arrived at the place it enjoys today. The first stage included a group of court cases
which actually preceded zoning and served to establish the base for zoning law and
gained its recognition as a legal use of the police power. These cases dealt with
"nuisance uses" which the courts treated as separate and individual matters, the court
deciding in each specific case whether a use was detrimental to the health, safety, and
public welfare. As time passed, the courts required more evidence as a base for refer-
ence, evidence "indicating the character of a community," before it was willing to rule
upon the validity of a use. This call by the courts for a comprehensive city plan is
now answered in the General Plan of land use.

In California 6 an ordinance which prohibited a slaughter house, hog storage, and
hide curing in certain districts of the city was upheld in the courts. In Los Angeles, 7
in 1895, an ordinance which prohibited the operation of a steam shoddying plant
within 100 feet of a church was upheld; in this latter case the court passed not only
upon the nature of the specific use but upon the relationship between uses.

The legality of the establishment of fire zones or districts has been upheld in most
courts, the structural nature of buildings and their relation to space being admitted as
an important factor in determining the uses permitted within a structure. In San Fran-
cisco, because of the great number of wooden buildings with party walls, certain dis-
tricts were established by ordinance within which hand laundries were prohibited;
wood fires were burned in the stoves upon which the laundry was boiled and several
serious fires resulted. This ordinance was taken to the state Supreme Court 8 and was
held unconstitutional and invalid, not because of the regulation itself, but because it
was a breach of the 14th Amendment of the United States Constitution ; it empowered
a man or group of men at his or their absolute and unrestrained discretion to give or
withhold permission to carry on a lawful business in any place. It was pointed out
that the washing of clothes was not opposed to good public morals nor was it sub-
versive of public decency, but the court cited the fact that all but one of the non-
Oriental applicants were issued permits in a similar business in like areas and were
permitted to continue in business whereas the petitioner and two hundred others of his
race were denied permits. The court held that the ordinance was not unreasonable,
but that its application was arbitrary class legislation discriminating against one group
in favor of another. It thus violated the 14th Amendment of the United States Con-
stitution, and the ordinance was declared to be invalid. The fair administration of a
law is integral with the provisions of the law in the eyes of the courts.

One of the earliest decisions in this country upholding an ordinance in the nature
of a zoning regulation was made by the courts in 1920. 9 In sustaining a town plan
before it, the court stated: "It betters the health and the safety of the community; it
betters the transportation facilities; and it adds to the appearance and the wholesome-

6 Ex pane Shrader, San Francisco, 1867.

7 Ex pane Lacey, 108 California 326.

8 Yick Wo v. Hopkins, 118 U.S. 356, 1885.

9 Windsor v. Whitney, 95 Connecticut 357, 363.

THE LEGAL FOUNDATION 173

ness of the place, and as a consequence it reacts upon the moral and spiritual power
of the people who live under such surroundings."

Changing Interpretation of the Law. The series of laws which establish the right
to zone and enforce zoning is like a chain linking all the powers of government with the
needs and desires of the people. As in all other legal procedures in a democracy, there
is always available to individuals and groups of people the final recourse to the courts
for determination of the reasonableness of a law or the fairness with which it has
been applied.

Some very significant changes have taken place in the interpretation by the courts
of laws regulating the use of property. The growth of communities into large cities
has necessitated detailed and involved legislation governing self-discipline in human
relations. What may have passed unnoticed in a small community may be viewed as
dangerous in cities. Thus the keeping of pigs, horses, and chickens would be considered
as an accepted right in a farm town, but would be looked upon with horror on Man-
hattan Island. What may be tolerated in a small community as a necessary nuisance is
contested and actively combated in a metropolis. The maintenance of open privies in
backyards may be accepted practice in nonurban areas with no funds for sewage dis-
posal, whereas the same condition in any large city would have the entire population
declaring it a menace to the health and life of all the people.

There has been in the eyes of the court a necessity for recognizing the problems
created by the concentration of people in our cities. The dangers of disease, crime,
delinquency, fire, and injury from traffic are rapidly multiplied as the housing, com-
merce, and industry of the large city absorb the open space which formerly insulated
people against these dangers. Thus there came into being the concept that people have
the right to protect themselves against these and other hazards by planning and zoning
an environment which will meet the requirements of urban living. Where we would
have relied in the past upon the police power to prohibit acts which the courts deter-
mined to be a violation of a law, today we enact laws which tend to discourage in
advance those acts which can be prevented.

Our philosophy of urban conduct is no longer confined to the public health, safety,
and general welfare but has extended to the use of the police power for the mainte-
nance of such matters as "public convenience and comfort." The Supreme Court of
the United States has said: 10 "The police power of a state embraces regulations
designed to promote the public convenience or the general prosperity as well as regu-
lations designed to promote the public health, the public morals, or the public safety."
Traffic laws which prohibit parking on certain streets are justified on the grounds that
they make access to important areas a matter of greater convenience as well as assure
the safety of people. Laws which prohibit dangerous or obnoxious uses from resi-
dential areas are considered to protect property values from depreciation and, in this
manner, protect the general prosperity.

Some efforts have been made to incorporate in zoning laws such matters as archi-

10 Chicago B. & Q. Ry. Co. v. Drainage Commissioners, 200 U.S. 561, 592.

174 THE PLANNING PROCESS

tectural control, seeking thus to protect the esthetic feeling of people, but the courts
have not yet given much comfort to the prospect for wide acceptance of the enforcement
of this device through the police power. 11 Restrictive covenants to enforce discrimi-
nation against minority groups by race restrictive provisions in zoning ordinances
were declared unconstitutional by the United States Supreme Court in 1927. 12

The Public Welfare. The courts were called upon to rule on some mighty prob-
lems in the early days of zoning. What was the public welfare? When was public
health or life endangered? What was an obnoxious use? At what point is the estab-
lishment of a district reasonable and at what point does it become arbitrary? Was it
proper for the court to substitute its judgment for that of the legislative body on matters
of the "substance" of a zoning ordinance? When can a community permit a use in
one area and deny it in another?

A series of court decisions records the differences of opinion held within the
courts themselves, but filtering through them all are decisions accepted today as a
sound precedent for interpretation of the community's right to establish zoning dis-
tricts and regulate the use of property. The Hadacheck case 13 in Los Angeles, 1913,
cites one of the basic considerations in all zoning law. Although it preceded recog-
nized zoning statutes, it dealt with the violation of a city ordinance prohibiting the
maintenance of brickyards and kilns within a designated residential district of
some three square miles. The court ruled that this use of property must cease and
desist since the smoke, dust, and fumes emanating from the plant were damaging to
the health of the people living near by. In this case the brickyard was located and
operating in the area before it was occupied by residences, but the court did not con-
sider the property right claimed by the owner to be as important as the health and
welfare of the people. The claim of discrimination was raised by the owner since
brickyards and kilns were permitted in other areas near residential developments, but
it was disallowed on the grounds that "it is no objection to the validity of the ordi-
nance that in other districts similarly situated brick kilns are not prohibited. It is
for the council to say whether the prohibition should be extended to such other
districts."

In another case 14 the city of South Pasadena attempted to restrict the operation of
a rock-crusher in a high-class residential district. This district was then sparsely
developed, whereas similar operations were permitted in other and more heavily

H Soho Park and Land Co., 142 Atlantic 548.

12 Buchanan v. Worley, Louisville, Kentucky, 245 U.S. 60 ; 62 Law Edition, 149. Ordinance regulated occu-
pancy of blocks of city; colored people could not occupy buildings in blocks where greater number of dwellings
were occupied by whites and vice versa.

The United States Supreme Court, 38 Supreme Ct. Report, 16, ruled this ordinance unconstitutional because
it forbade the sale of property to a person because of his color . . . this was not a proper use of the police power,
even though the City of Louisville claimed that mixing of the races (colors, Ed. comment) would create riots.
This use of the police power was a violation of the 14th Amendment of the Federal Constitution, for it prevented
the use of property and deprived its owner of use without due process of law.

i*Ex pane Hadacheck, 165 California 416, 1913; Hadacheck v. Sebastian, 2390 Supreme Court, 394; 60
Law Edition, 348.

" Matter of Throop, 169 California 93 (1915).

THE LEGAL FOUNDATION 175

populated residential districts. The ordinance was declared unreasonable and void. It
was ruled unreasonable to prohibit such use in a sparsely settled district when the
same use was permitted in a densely populated district The court made much of the
fact that the poorer class of homes surrounding the industrial district are entitled to
the same protection as the fine homes. The courts held in the Throop case, and in
others dealing with the mining of natural resources, that these minerals must be
extracted where they are found, and if this use is denied there would be no material
for construction.

Another controversy deals with the relative value of natural resources. In the
Roscoe area within the limits of Los Angeles rock was quarried for many years and
each pit was abandoned when the supply became exhausted; the area of mining was
then extended to a new site for extraction. In this same area, because of the excellent
climatic conditions, great numbers of health-seeking individuals established their
homes. The expansion of rock-quarrying, it was contended, undermined the value of
the climatic resource to the point that the lives of the people were jeopardized. The
residents pointed out that the air was filled with dust particles, that the unfenced and
abandoned pits were dangerous, and that children had been killed and injured. The
Planning Commission of the community upheld the contention of the residents, whereas
the City Council reversed this stand. The lower courts upheld the legislative body.,
refusing to substitute its judgment for that of the council on matters of "substance."

The interpretation of the general welfare clause is fundamental to all zoning, and
planning rests upon the thesis that regulation of property use will secure to the
community numerous benefits. Among others it will lessen congestion on streets,,
secure greater safety from fire, panic, and similar dangers, promote health by requir-
ing adequate light and air, prevent overcrowding of the land, avoid undue concentra-
tions of population, facilitate the provision of adequate transportation, water supply,
sewage disposal and other basic necessities such as schools, parks, playgrounds, and
civic and cultural amenities. The preservation and stabilization of property values
are also important to both individual and community; the more these values are con-
served, the greater will be the city's income from taxation, and the lower will be the
tax rate to supply the required services. Blight, obsolescence, and slums are discour-
aged, the city retains a good "character and appearance," and improvement in the
physical and moral fiber of the community reduces the need for, and cost of, many
social services.

Maintenance of the "general welfare and prosperity" as a reason for imposing
race restrictions by means of zoning was termed an illegal use of the police powers by
the U.S. Supreme Court. The property owners sought to prove that the intrusion of
"nonwhite" families into a "white" district caused a loss of property values and thus
endangered the prosperity of the community. The court held that the agencies of
government could not be used to enforce a law which specifically violated the 14th
Amendment of the Constitution. The courts in many others cases have ruled that

176 THE PLANNING PROCESS

financial gains or losses are not, in themselves, sufficient to decide the validity or
constitutionality of a law. 15

Tests of the community's right to prescribe the manner of development within its
boundaries "spread-eagled 59 the courts during the 1920's. In these early days decisions
were more likely to support the individual against the community welfare, the courts
being reluctant to take action which would infringe upon property rights. Inexperience
in the framing of zoning laws was reflected in some phrasing which suggested dis-
crimination to the courts. The courts hammered at a thesis which has become a
cornerstone of zoning: to be valid the law must be reasonable and fairly applied,

As zoning received wider acceptance as a proper use of the police power, a variety
of features were incorporated in the ordinances. There were efforts to use the law
as a device to protect the property of the few while permitting the remainder of the
city to continue unprotected. Occasionally, in concert with the land speculator, prop-
erty was zoned for a use which would bring the highest price at the moment;
whether the use was commercial, residential, or industrial was of little concern. A
weird pattern of "spot" zoning covered the land like a crazy quilt. Purchasers of
vacant land were informed they could use the land for any purpose they willed, and
their neighbors were helpless to protect their investments. Efforts of public officials to
maintain conformance with the "character" of a neighborhood when called upon to
issue building permits were hotly contested. "Interim Ordinances" were sometimes
enacted to forbid encroachments upon "fine" residential districts and, although some of
these were sustained, the courts generally found them invalid because c-f the arbitrary
nature of their boundaries; the courts viewed the guarantee of a special area from
detrimental uses as a discriminatory act since the same encroachments were per-
mitted unchecked elsewhere.

In all these decisions the courts were actually leading the way toward the planning
of cities; the courts were appealing for a "comprehensive plan" which would provide
a foundation for zoning acts and decisions of equity in the shaping and administration
of these acts.

Zoning and Community Character. One of the most important legal decisions
in the history of zoning was the Euclid case 16 in 1926. In his decision, Justice Suther-
land of the United States Supreme Court pointed out that each community had the
right and the responsibility to determine its own character, and, as long as that deter-
mination did not disturb the orderly growth of the region or the nation, it was a valid
use of the police power. Justice Sutherland stated:

Point is raised by the appellees that the Village of Euclid was a mere suburb of Cleveland, and
that the industrial development of the latter had extended to the village, and that in the obvious
course of things would soon absorb the entire area for industrial enterprise, and that the effect
of the ordinance was to divert such natural development or expansion elsewhere, to the con-

15 Smith v. Collison, 119 California Appellate 180, 1931. Depreciation in value of property is not fatal to the
validity of the ordinance.

i Village of Euclid, Ohio v Ambler Realty Company, 272 U.S. 365 (1926).

THE LEGAL FOUNDATION 177

sequent loss of increased values to the owners of land within the village. But this village, though
physically a suburb of Cleveland, is a separate municipality, with powers of its own and authority
to govern itself as it sees fit within the organic laws of its creation and the state and federal consti-
tutions. The will of its people determines, not that industrial development shall cease at its
boundaries, but that such development shall proceed between fixed lines. If therefore it is proper
exercise of the police power to regulate industrial establishments to localities separated from
residential sections, it is not easy to find sufficient reason for denying the power because its effect
would be to divert an industrial flow from a course which would result in injury to the resi-
dential public to another course where such injury would be obviated. This should not exclude
the possibility of cases where the general interest so far outweighs the interest of the municipality,
that the latter should not be allowed to stand in its way.

This decision made it abundantly clear that a community may determine the nature
of development within its boundaries; it may plan and regulate the use of land as
the people of the community may consider it to be in the public interest. Justice Suth-
erland also enunciated another principle: a community is obliged to relate its plans
to the area outside its boundaries. Again the courts anticipate the planning process.
Cities are not surrounded by walls, they are each a part of their region and each is
obliged to plan the spaces within its boundaries as an integral part of the plan for
spaces outside its boundaries. This suggests, for instance, that a highway plan pre-
pared without consideration for the routes of major importance within the regional
plan would constitute an improper use of the police power. A community has both the
right to determine its character and the obligation to relate its plan to its regional
environs.

Enabling Legislation for Planning. The grant of police power by the states to
the cities and counties vests these political subdivisions with the power to regulate their
affairs and enforce the regulations. It is nevertheless found necessary on occasion for
the state to enact legislation for the specific use of that power and such legislation is
generally termed "enabling acts." Its purpose may be twofold. It may be for the pur-
pose of affirming the state policy in matters of vital interest to the people at any given
time and thereby encourage local communities to act, or the special legislation may
be for the purpose of removing doubt that the police power was intended for the spe-
cific subject of the act. Such enabling acts are drawn to establish clearly the relation
between the use for which the police power is granted and the public health, safety,
convenience, and general welfare, and the preamble states in detail the purposes of
the legislation.

Zoning enabling acts are sometimes passed by the state even though cities and
counties have been previously delegated the police power but are reluctant to exercise
it until the state has specifically signified that it be so used. These special enabling
acts are usually written in greater detail than the general grant of the police power.
In the case of zoning they define the scope of zoning, the procedure for adoption of the
ordinance, the composition of the zoning board and its powers and functions, the
methods for modification or exceptions to the ordinance.

State Planning Acts are a form of special enabling legislation, although they gen-
erally establish a state agency to co-ordinate planning functions at the state level in

178 THE PLANNING PROCESS

addition to the specification for local planning activities. Such acts describe the func-
tions of a state planning board and prescribe the process for each city and county to
accomplish a complete planning job for itself. These laws usually call for the prep-
aration of a General Plan, list the scope of the General Plan, and specify the methods
for its adoption and enforcement. Power is sometimes given to the local planning com-
mission to levy a tax upon the general public for funds to administer the law, but this
power is seldom invoked; planning commissions prefer to work within the departmental
family of the city government and draw their support from the general tax funds.

Another form of enabling legislation is that which creates new agencies in the
state, cities, or counties to cope with problems of a particular nature. Housing and
urban redevelopment acts are of this type, local agencies being created with powers
.conferred upon the city or county to engage in the program prescribed in the state
statute.

Just as specific enabling legislation is created at the state level to cover certain
fields of urban activity, so special ordinances are drawn at the local level to define in
detail the manner in which city charter provisions are to be executed. In cities where
there is no "freeholders' charter" 17 the state laws are in effect, whereas in cities
having charters which define the exercise of the police power in stricter terms than
the state, the local law takes precedence. 18 Thus, if a state speed limit in a school zone
is 20 miles per hour and the city law restricts the speed to 15 miles per hour, the city
law is enforceable. If, on the other hand, the city has a limit of 25 miles per hour or
no regulation at all for those specific areas, the state law is then enforceable. City
charters often define in terms almost identical to the state enabling legislation the
functions of a planning commission, and as long as all the duties included in the
state law are included in terms not less restrictive, the city charter provisions apply.

Too frequently there is no provision for a penalty for failure to abide by the require-
ments of state legislation. An example would be the case in which states call for all
counties to have planning commissions 19 and many small counties ignore the require-
ment. Since there are few ways to compel the local government to conform, great
resources are sometimes dissipated without control. In some states the local govern-
ments are restricted from the benefits of funds appropriated by the state for public
improvements until they conform with state laws. There are occasions when funds for
the state highway system are withheld until the counties adopt General Plans for high-
ways which show the relationship between the state routes and local roads.

Transition. Since the inception of action against the use of property deemed a
menace to health and life of neighbors, zoning has passed from the stage of regulating
land uses for the preservation of property values to the present position of responsi-
bility, not only for protection of the status quo, but for the creation of a better city,
better state, and more prosperous nation. It is true that, as zoning becomes a more

17 An act of municipal incorporation, provided for in the constitutions of the individual states.

18 Brougher v. Board of Public Works, 205 California 426, 1928. A charter city need not follow the procedures
of the State Zoning Enabling Act.

19 State Planning Act, California, 1959.

THE LEGAL FOUNDATION 179

effective instrument for improvement of the good city, it becomes less like the tradi-
tional instrument called "zoning" and more like the act of planning the city, for many
other factors than those usually identified with zoning enter the scene.

Recently zoning has become a means for both conservation and planning; the
narrow concept of zoning is extended to the broadest interpretation of the use of the
police power for the protection of the public welfare. In these instances zoning law
anticipates the future and guides the development of areas through planned uses
rather than waiting until the die is cast and merely fixing land uses that already exist,
In the cut-over areas of Michigan, Wisconsin, and Minnesota, where erosion threat-
ened to rip the growing heart out of the soil and create "dust-bowl" conditions, steps
have been taken legally to label as submarginal the worst of the land. In this way
use of rural land was discouraged until such time as the top-soil could be replaced
and refertilized. Further "mining" of trees in the areas not entirely destroyed was
forbidden and a reforestation program, under the guidance and with the assistance
of the Federal government, now assures the people of a continuing supply of lumber
for future generations. Thus the priceless possession of fertile land will not be wantonly
wasted. The State Zoning Act of 1961 in Hawaii encompasses more than conservation.
It provides for urban, agricultural, and conservation land-use classifications, and
requires that tax-assessing authorities be guided by these zoned land uses in establish-
ing assessed values for real property.

J. H. Bradley, in his Autobiography of Earth, has stated: "The fabric of human life
has been woven on earthen looms." We must use every device in our legal system to
protect our land and devote it to its highest and best uses for we cannot escape to new
frontiers after abusing and ruining what we have. Almost two centuries ago George
Washington observed: "Our lands . . . were originally very good; but use and abuse
have made them quite otherwise. . . . We ruin the lands that are already cleared, and
either cut down more wood, if we have it, or emigrate into Western country." 20 The
use of the police power zoning to insure our future seems neither arbitrary nor in
contradiction of any freedom assured to the people by the Constitution. 21

Esthetic Standards. The drab, uninspired appearance of our cities approaches
offensive ugliness. The lack of a long tradition of the arts in society has dulled our
response to the visual plunder in our surroundings. The grace and charm of a European
village, a New England town, the delight of Paris, Venice and Vienna, came by way
of the manners and morals of the time quite as much as by craftsmanship. Our values
have undoubtedly been contorted by materialism and the sheer preoccupation with the
practical chores of everyday urban housekeeping. It should not be conceivable in a
democratic society with balanced cultural values, but improvement of the esthetic
quality of our cities has been attempted through legislative action.

In the past, legislative bodies have been reluctant to embody esthetic considerations

20 To Hold This Soil, Publication No. 321, U.S. Department of Agriculture, 1938 (U.S. Government Printing
Office, Washington, D.C).

21 "The Why and How of Rural Zoning," December 1958, U.S. Department of Agriculture.

180 THE PLANNING PROCESS

in legislation. Judge; Swayze of New Jersey specifically expressed this sentiment:
"No case has been cited, nor are we aware of any case, which holds that a man may
be deprived of his property because his tastes are not those of his neighbor. Esthetic
considerations are a matter of luxury and indulgence rather than of necessity, and it is
necessity alone which justifies the police power to take property without compensa-
tion." 22

An early step toward esthetic control was directed to regulations against the use of
billboards along highways. As the advertising mania spread, the extravagant use of
signs and billboards along the highway reached intolerable proportions. The police
power was invoked when, in 1905, the Metropolitan Park Commission of Massachusetts
sought to prohibit signs near a parkway. This regulation was held invalid by the court,
but, spurred into action, restrictions against the wanton blight of the billboard rash
gained momentum. In 1935 the same court in Massachusetts supported the use of the
police power to regulate signs and billboards.

Although there is precedent for esthetic control in areas of particular historic
importance, 23 the device of architectural control is usually avoided; the prospect of
imposing an hierarchy of taste upon a community is approached with caution. Quite a
different matter was presented to the Supreme Court of the United States in 1954. In
the unanimous opinion set forth by Justice Douglas, it was clearly affirmed that a
community need not tolerate ugliness and may take legal steps to correct it: 24

- . . . Public safety, public health, morality, peace and quiet, law and order these are some of
the more conspicuous examples of the traditional application of the police power to municipal
affairs. Yet they merely illustrate the scope of the power and do not delimit it. Miserable and dis-
reputable housing conditions may do more than spread disease and crime and immorality. They
may also suffocate the spirit by reducing the people who live there to the status of cattle. They may
indeed make living an almost insufferable burden. They may also be an ugly sore, a blight on the
community which robs it of charm, which makes it a place from which men turn. The misery of
housing may despoil a community as an open sewer may ruin a river.

We do not sit to determine whether a particular housing project is or is not desirable. The con-
cept of the public welfare is broad and inclusive. The values it represents are spiritual as well as
physical, aesthetic as well as monetary. It is within the power of the legislature to determine that
the community should be beautiful as well as healthy, spacious as well as clean, well-balanced as
well as carefully patrolled. In the present case, the Congress and its authorized agencies have made
determinations that take into account a wide variety of values. It is not for us to reappraise them.
If those who govern the District of Columbia decide that the Nation's Capital should be beautiful
as well as sanitary, there is nothing in the Fifth Amendment that stands in the way. . . .

... In the present case, Congress and its authorized agencies attack the problem of the blighted
parts of the community on an area rather than on a structure-by-structure basis. That, too, is
opposed by appellants. They maintain that since their building does not imperil health or safety
nor contribute to the making of a slum or a blighted area, it cannot be swept into a redevelopment
plan by the mere dictum of the Planning Commission or the Commissioners. The particular uses
to be made of the land in the project were determined with regard to the needs of the particular
community. The experts concluded that if the community were to be healthy, if it were not to revert
again to a blighted or slum area, as though possessed of a congenital disease, the area must be

22 Passaic v. Paterson Bill Posting Co.

23 333 Mass. 773 and 7831955.

24 Berman v. Parker, 348 U.S. 26, 75 Sup. Ct. 98, 99 L. Ed. 27 (1954).

THE LEGAL FOUNDATION 18 f

planned as a whole. It was not enough, they believed, to remove existing buildings that were in-
sanitary or unsightly. It was important to redesign the whole area so as to eliminate the condi-
tions that cause slums the overcrowding of dwellings, the lack of parks, the lack of adequate
streets and alleys, the absence of recreational areas, the lack of light and air, the presence of out-
moded street patterns. It was believed that the piecemeal approach, the removal of individual
structures that were offensive, would be only a palliative. The entire area needed redesigning so
that a balanced, integrated plan could be developed for the region, including not only new homes
but also schools, churches, parks, streets, and shopping centers. In this way it was hoped that the
cycle of decay of the area could be controlled and the birth of future slums prevented. Such
diversification in future use is plainly relevant to the maintenance of the desired housing stand-
ards and therefore within congressional power. . . .

This decision acknowledged that the visual image of the city stands with other
features which involve the public interest. It pertained, however, to conditions which
existed and found that the spiritual welfare of the people was imperiled by these condi-
tions. It provides a foundation for legislation which employs the police power to
discontinue such conditions. We apparently have yet to establish means by which such
conditions may not be created.

There are two areas in which the public can assert its intentions directly. One is in
the public domain, some 40 per cent of the city area in streets, walks, parks, and civic
reserves. Herein is a broad and impressive scope for creative treatment of space
arrangement, landscaping, street furniture, lighting, signs, and structures. The other
is in the realm of public regulation of three-dimensional volumes related to com-
munity design. This involves integrated use of land open space and landscape
structures, the character of building fronts, advertising media, ingress and egress for
pedestrians and vehicles, and setbacks related to public rights-of-way. Sensitive
attention to the formulation of these regulations may accomplish some effective results
without engagement of "rules of taste." In the final analysis, the creation of beauty
is the result of a desire that it be produced as well as the talent to produce it, and this
demands the cultivation of cultural values.

Planning as a Governmental Function. Planning is accomplished through the
activities of many agencies and authorities. The number of persons involved and the
process may vary with different levels of government and with different enabling
legislation, but the responsibilities are largely similar in most parts of the country.

The Legislative Role. The role of the legislative body is that of decision on the
character the city shall aspire to achieve. It activates the Planning Commission, pro-
vides finances for its staff, approves its membership, and supports its activities through
regard for its recommendations. Except for the relatively narrow limits reserved to
administrative determination by the Planning Commission, decisions on all planning
policies rest with the elected representatives of the people. The legislative body, acting
upon recommendations of the Commission, translates the plan into action. It may also
act as a board of appeals on decisions rendered by the Commission, but this function
is usually assigned to an administrative committee specifically charged with this respon-
sibility. Policies which direct the shape of the city reflect the capacity of the Planning
Commission and the stature of the legislative body.

182 THE PLANNING PROCESS

The Planning Commission. The planning commission is the legal agency of the
<;ity through which most planning is performed. In many cities the official family is
few in number and the planning commission may have no staff, the city engineer or
clerk being largely responsible for the preparation of all plans. Large cities, how-
ever, usually have well-staffed organizations of qualified personnel.

The commission is a group of private citizens appointed by the mayor and approved
by the city council. These commissioners are leaders in local enterprises, real estate,
banking, chamber of commerce, or attorneys, architects, doctors, labor representatives,
.and social workers. It might be assumed that some commissioners, by the nature of
their background and personal interests, would be devoted to preservation of prop-
erty values rather than the general community welfare. Although it cannot be denied
that such has been the case in some instances, it is not infrequently found that men
with experience in the private business of city building are well qualified to serve
the public interest and respond accordingly when given positions of genuine public
responsibility.

New commissioners are not always adequately informed about the planning proc-
ess, its purposes or objectives, and they may require some time for training and
familiarity with the nature of their responsibility. Some cities appoint ex officio
members to the board of the planning commission to assist the commissioners in their
tasks. These members may be the heads of various departments of the local govern-
ment, the city engineer, the road commissioner, the county surveyor, city attorney,
the public works officer, health officer, or members of the legislative body. They
advise the commission on matters in which they have special knowledge, but they
seldom enjoy the privilege of voting upon the proceedings before the commission.

Exclusive of ex officio members, the commission varies between five and nine in
number according to the provisions of local charter regulations or the state legislation
which creates the planning commission; the civic interest and qualifications of the
members are more important than the numerical quantity. Frequency of commission
meetings depends upon the extent of the planning program which, in some large
cities, is sufficiently active to warrant the establishment of a separate commission to
administer the zoning ordinance.

The planning commission usually serves in an advisory capacity to the legislative
body, the council and the mayor referring matters of planning to the commission for
reports and recommendations which the legislative body may accept or reject. As a
rule, the preparation of the General Plan and other plans for civic development are
specified in the enabling legislation which creates the commission, and in such activ-
ities the commission requires no specific instructions from the legislative body although
these functions require legislative appropriation of funds for an adequate staff and,
unless the council is sympathetic to the planning program, it can effectively delay
the commission's performance.

Being an advisory rather than an executive agency of the local government, the
planning commission recommends plans to the legislative body after it has held public

THE LEGAL FOUNDATION 183

hearings to ascertain the response and opinions of citizen groups. 25 When a plan is
adopted by the legislative body, it becomes a law which governs the actions of all
the people in the community including local governmental agencies. Consequently, all
city departments are required to refer their plans for specific improvements to the
planning commission for review and approval. The service performed in the general
public interest by this coordination avoids duplication of services and cross-purposes
which can readily occur in the wide range of urban activities.

Matters which generally fall within the legal responsibility of planning commissions
are the General Plan, zoning ordinances, and subdivision codes, but the coordinating
functions are becoming a more important service as the city grows. While the planning
commission administers the zoning ordinance in most small cities, some large cities
have a separate zoning administrator and board of appeals. This board is responsible
for interpretation of the zoning law and such variances from the ordinance as unfore-
seen conditions may warrant. The planning commission prepares the ordinance, and
the zoning administrator, or local building and safety department, enforces it.

Relief from the requirements of the planning policies established by law is pro-
vided every citizen if the law deprives him of property without just compensation or
if it is applied in a discriminatory manner. This relief may be obtained by appeal
to the planning commission and the legislative body. In the event that these appeals
fail to bring a satisfactory resolution of the case, it may be referred to the courts for
decision. It is from such cases that the great fund of judicial opinions on the planning
process have emerged.

Being an advisory body only, with no legislative powers and with limited adminis-
trative authority, some persons have questioned the necessity for the Planning Com-
mission. It has been suggested that a competent planning department should report
directly to the administrative or executive office and the legislative body. The Plan-
ning Commission, however, plays a vital role as a catalyst for the variety of interests
concerned with the objectives and the consequences of planning. Providing a forum
for deliberation of facts and opinions, the Planning Commission can serve in resolv-
ing issues and offering to the legislative body a well-defined and supported foundation
for policy decisions.

The Planning Department. Organized as one of the official family of government
agencies, the Planning Commission depends for its effectiveness in large part upon
the competence of the technical staff in the Planning Department. Whether the
city charter provides for the Planning Director to report directly to the Mayor or to
the Planning Commission, the policies finally adopted by the legislative body are
dependent upon the competence, skill, and enlightenment of the staff in the Planning
Department. It is the staff which prepares the General Plan, probably the most impor-
tant single action affecting the future development of the city, and it is the staff which

25 The State Planning Act, in California, requires both the Planning Commission and the Legislative Body
to hold public hearings. However, each body may act as it sees fit, regardless of the expressed public sentiment
or prejudice.

184 THE PLANNING PROCESS

formulates the provisions of the zoning ordinance and subdivision regulations. Imple-
menting the General Plan, it coordinates with other departments of government with
respect to streets and highways; health, education, and recreation facilities; utilities;
police and fire protection; and all building and engineering activities. The depart-
ment cooperates in preparation of the city budget for both administration and the
capital improvement program. When the staff is endowed with that rare combination
of vision, technical skill, and administrative talent, it becomes the heart of urban
government.

Zoning Board. The variety and volume of improvements in a large city become
immense and may require an independent board for administration of the zoning
ordinance. This board renders interpretation of the zoning ordinance applicable to
specific cases and may provide relief by Variance Permits when wan-anted. Deci-
sions may be appealed to the Planning Commission, City Council, Appeals Board, or
court of competent jurisdiction.

The Appeals Board. As affairs of local government grow in complexity, usually
proportionate with the size of cities, action on zoning interpretations and variances
has encouraged the creation of an Appeals Board. This agency has a composition and
derives its authority similarly to the Planning Commission. It conducts hearings for
appeals from decisions of the Planning Commission or Zoning Board, and offers
objective attention to appeals warranting reconsideration.

The Planning Consultant. A consultant can bring to the Planning Commission
the advantage of particular experience, judgment, and technical knowledge, but his
most vital contribution is courage, conviction, and inspiration for the staif and Com-
mission. His role varies from that of performing in lieu of a full staff in small com-
munities, to that of expert counsel on planning problems of particular complexity.
In the performance of his services it is essential for the consultant to work intimately
with the leaders of the community as well as with government agencies and their
staffs. This may include participation in public gatherings and hearings on legislative
proposals, including the adoption of the General Plan. This important policy state-
ment would thereby enjoy some assurance of favorable acceptance and action in the
community. It is equally important that the staff be equipped to maintain the planning
process or arrange with the consultant to serve in that capacity with regularity.

The Citizen 9 s Role. In many communities the planning program has its most effec-
tive support from citizen's planning associations or committees. Citizen organizations
serve as links between professional planners, the legislators, and the general public
in the development of plans. They assist in shaping planning objectives and, through
their vigilance, insure the effectuation of the plans. They can perform an important
function in support of bond issues and other financial programs to secure the amen-
ities of the plans. In a sense, an active citizen's committee can serve as the conscience
of the community.

CHAPTER 11

THE GENERAL PLAN

A Comprehensive Plan Is Needed. After the early adventures in zoning prop-
erty for specific uses it became increasingly apparent that this use of the police power
to safeguard the public welfare could not stand by itself. The courts had upheld the
right of a community to exercise the police power in legislating regulations govern-
ing the use of land. They had granted that a community has the right to determine
its own character. Great conservative minds like Justice Sutherland had supported this
right of the citizens, and there was a growing popular acceptance of zoning as a means
to protect the interests of a community.

But the courts perceived the necessity for a community to appraise the use of all
land within its political jurisdiction and give consideration to conditions in areas con-
tiguous to it in order to determine properly the appropriate uses and provide a firm
basis for the control of land use prescribed in zoning ordinances. The courts had found
good reason for this view. They had observed numerous abuses of the police power
to establish arbitrary and discriminatory districts. There was a tendency to establish
many small districts as a means to restrain the construction of some particular improve-
ment or deny a use deemed undesirable in some existing structure, and there were-
cases in which a zoning ordinance was intended to create or protect a monopoly.

In order for the courts to have assurance that zoning districts were not arbitrarily
determined, they required evidence that the various districts were related to an overall
evaluation of land use in the city. There was a growing insistence upon a "compre-
hensive plan" for land use to form a foundation for zoning ordinances, and the opinion
of Justice Sutherland in the Euclid case clearly expressed the need for this evidence.
In the fulfillment of this need the process of the General Plan was evolved.

Seeking techniques with which to satisfy the requirement for a comprehensive plan?
some communities willfully avoided the issue by employing specious devices. One of
these was the zoning of all land in a community to the least restrictive use with the
exception of certain limited "refined" districts. A community could thus allege in
court that it had enacted a comprehensive zoning ordinance since every parcel of

185

186 THE PLANNING PROCESS

land in the city was within a zoning district. Although the statement was true, it was
not a plan. The other technique was to zone all land not specifically zoned for other
purposes, as a residential district with the provision for variances from the residential
use; in the administration of the ordinance each variation was then interpreted as an
act of making more "precise" the original plan. Neither of these techniques could have
stood the test for long since they were evasions of the basic principles of planning.
Too frequently zoning practices resolved themselves into a process of "freezing"
the existing land uses including all the misuses which had previously established them-
selves. In some communities, an inventory and classification of all existing land uses
were adopted as the "Plan" of the city. Travesties on planning, these practices are
gradually being replaced by a more enlightened concept of planning and its advantages
to civic growth and development. As a means to provide a pattern for future develop-
ment of the city, the General Plan has become a generally accepted instrument. 1

The difference between "comprehensive planning" and a comprehensive plan should
not be confused. Comprehensive planning may range from the preparation of a series
of highly specialized studies to an intensive study of a development plan for an entire
area. The comprehensive plan, however, must include a review of the physical struc-
ture of a city or planning area, a measurement of development trends, a definition of
goals and objectives for future growth and change, and specific recommendations in
the form of maps and charts which delineate the plan and establish standards of density
and building intensity in support of the plan.

Purpose of the Plan. The modern city is a complex organism. It is a great human
enterprise serving the material and spiritual needs of man. It is a segment of the land
on which the people have selected their places to live and to work, to learn and to
trade, to play and to pray. It is a mosaic of homes and shops, factories and offices,
schools and libraries, theaters and hospitals, parks and churches, meeting places and
government centers, fire stations and post offices. These are woven together by a network
of streets and transportation routes, water, sanitation, and communication channels.
To arrange all these facilities properly as the city develops is the function of the
General Plan. The city is a cumbersome affair, at once sensitive to the multitude of
small shifts and yet capable of absorbing great shocks. A change in any part affects
other parts of this structure. A new home means more traffic on the streets, extra mail
in the postman's bag, another customer in the supermarket, more children in the school,
more water for the lawn, more picnics in the park, and it means more revenue in taxes.
But growth does not always mean strength and prosperity for the community. This
rests with the standards a community determines to maintain and the balanced use of
its land and resources.

The term "Master Plan" has been applied to almost every scheme for property
development from an individual lot to a large estate, a shopping center, or a city. The
term "General Plan" identifies long-range, comprehensive planning by or for a gov-
ernment agency as a foundation for overall land development policies within specific

1 The Master Plan, Edward M. Bassett, Russell Sage Foundation, 1938.

THE GENERAL PLAN 187

corporate limits. These terms are interchangeable, but "General Plan" has been adopted
to distinguish it from the varied nongovernmental applications associated with
"Master" plan.

The General Plan is a guide to orderly city development to promote the health,
safety, welfare, and convenience of the people of a community. It organizes and coordi-
nates the complex relationships between urban land uses. It charts a course for growth
and change. It expresses the aims arid ambitions of a community, delineating the form
and character it seeks to achieve. It reflects the policies by which these goals may be
reached. It is responsive to appropriate change and, to maintain its essential vitality ?
is subject to continual review. It directs "the physical development of the community
and its environs in relation to its social and economic well-being for the fulfillment
of the rightful common destiny, according to a 'master plan* based on 'careful and
comprehensive surveys and studies of present conditions and the prospects of future
growth of the municipality 9 , and embodying scientific teachings and creative experi-
ence. In a word, this is an exercise of the State's inherent authority, antedating the
Constitution itself, to have recourse to such measures as may serve the basic common
moral and material needs. Planning to this end is as old as government itself of the
very essence of an ordered and civilized society." 2

The Plan Is a Process. State legislation usually requires the preparation of a
General Plan and sets forth the scope. A passage from the California Law reads, in
part:

"Each Commission or planning department shall prepare and the commission
shall adopt a comprehensive, long-term general plan for the physical development of
the city, county, area, or region, and of any land outside its boundaries which in the
commission's judgment bears relation to its planning. The plan may be referred to
as the master or general plan and shall be officially certified by the planning com-
mission and the legislative body." 3

After the General Plan has been adopted by the legislative body, ". . . no road,
street, highway, square, park, or other public way, ground or open space shall be
acquired by dedication or otherwise, and no street, road, highway or public way shall
be closed or abandoned, and no public building or structure shall be constructed or
authorized in the area . . . until the location, character, and extent thereof shall be
submitted to and shall have been reported on by the planning commission." 4 It is
such statements of official policy that establish the planning process in our cities, and
it is such statements which have been upheld by the courts of our land because they
recognize the necessity for a city plan*

Ladislas Segoe described the General Plan in the following terms:

The comprehensive city plan or master plan, while it must be thoroughly practical and sound
economically, must give expression also to other than the purely materialistic aspirations of the

2 Mansfield & Sweet, Inc. v. Town of West Orange, supra.

3 Laws Relating to Conservation, Planning and Zoning, State of California, 1959.

4 Ibid.

188 THE PLANNING PROCESS

people of a community. Only then will the plan possess in addition to its influence toward a
more convenient, efficient economical development the inspirational force that will force civic in-
terest, devotion and loyalty essential for building better cities.

The comprehensive city plan or master plan must therefore be first, a balanced and otherwise
attractive general design best suited to present and probable future needs; second, in scale with the
population and economic prospects of the community; and third, in scale with its financial re-
sources, present and prospective. The satisfying of the above criteria calls for the application of
scientific as well as artistic effort, in order to produce a city plan of attractive form, pleasing
balance and detail, attuned to the economic and social activities of the community. . . . 5

It is probably more accurate to define a General Plan as a process rather than a
conclusive statement. It is a pattern for the physical development of the city, a pattern
to guide the city builders in locating their investments and measuring the prospect for
success. It is a design for the physical, social, economic, and political framework for
the city; it welds the sociological, economic, and geographic properties of the city into
a structure.

To suggest that the plan is a fluid process may imply that decisions are not repre-
sented in it. The plan for a city will be modified as conditions may alter the affairs
of people from time to time, but a General Plan represents certain decisions of vital
importance to the welfare of the people and their city. It represents a decision on the
number of people the city may be built to accommodate; it represents the standards by
which the city will be developed. It represents decisions on the appropriate relation
between the uses of land, the relation between the land to be developed for residential,
commercial, and industrial enterprise. It calls for decisions on the lines of communi-
cation that link these areas the circulation system. And it represents decisions on
the plan for reservation of open space throughout the city.

These are broad decisions, but they are essential to the formulation of a pattern for
city building. It is upon these decisions that the health of urban development rests for
they express the aspirations of a community and set the goals toward which the city
may advance.

The General Plan has been sometimes regarded as only a reference guide for the
Planning Commission, being subject to neither formal public hearings nor official
action by the legislative body. This arrangement appears to avoid the cumbersome
proceedings which accompany formal action to modify the plan, thus affording maxi-
mum flexibility at the discretion of the Commission and staff. But it also opens the
possibility for personal decision-making in response to special pressures. This status
of the Plan fails to recognize the essence of the Plan itself. Affecting the future of all
the people and property in the city, the Plan represents the policy which directs future
growth and development of the city. It is a public policy for protection of the public
welfare and investment in the urban community.

This public document has an order of importance which demands that it be subject
to public response and discussion, thorough consideration by the legislative body, and

5 Local Planning Administration, Ladislas Segoe, International City Managers* Association, Chicago, 1941,
first edition.

THE GENERAL PLAN . 189

adoption as the official plan. It, and subsequent revisions to it, should be adopted by
resolution of the legislative body. It serves as the basic frame of reference for all
administrative and regulatory measures relating to the physical development of the city
the zoning ordinance, subdivision regulations, urban renewal, the capital improve-
ment expenditures. The financial solvency of a city hinges upon a program of public
facilities which maintains a balance between expenditure and revenue. The Plan aids
in weighing this balance.

Two basic elements comprise the General Plan: the Plan for Land Use and the Plan
for Circulation. Each of these elements is supported by complete documentary evi-
dence, the social, physical, and economic facts and premises from which they were
derived.

The Plan for Land Use. This plan designates the areas of the city adapted to
development for the various urban land uses: residential, commercial, industrial and
open space. It sets forth the standards for density of land use in terms of population
or building bulk; it specifies the areas for multiple-residential and single dwellings;
it defines the areas to be reserved for recreation, conservation, and agriculture.

This plan establishes the allocation of neighborhood units with their several facilities,
schools, parks, playgrounds, and shopping. It is the plan which sets the standards to
guide the city builders in their various enterprises, and a complete plan will be more
than a single map of the city. It will be a compilation of all the data from which the
estimates of required areas were calculated and the standards determined. It will
become a reference for all who are engaged in urban development.

This plan will chart the relation of the city to the region and indicate its integration
with its satellite communities, and will define the areas and standards for subdivision
of new land. This is the plan which forms the foundation for the precise plans for
zoning, parks and recreation, schools and other public buildings, the civic center, cul-
tural and sports centers. It is the plan which will guide the city and public utility
corporations in the design of utilities sewers, gas, water, electric distribution, and
street lighting. And this is the plan to which all can refer for guidance in determining
their investments in the city.

The Plan for Circulation. This is the plan for major highways and streets, routes
for mass transportation, railroads, airfields, and waterways. It defines the through-
traffic arteries, freeways, parkways, and their intersections and interchanges. It charts
the course of rail and bus routes about the city and its environs. It is in this plan that
all lines of communication are integrated for the circulation of the people and goods
in and about the urban area.

This system of circulation will define the boundaries of neighborhood units. The
street system within this broad framework need be determined only to the extent that
it impinges upon the through-traffic arteries and mass transportation routes. The inter-
nal design of the streets could remain unspecified until development is imminent and
then be made precise.

As the city develops, this plan will become the reference for improvements and

190 THE PLANNING PROCESS

extensions of the circulation system. Precise plans may be made for railroad passenger
and freight lines, yards, terminals and stations, air terminals and fields, and internal
helicopter connections. Harbor and waterway development may be guided by this plan
as improvements are proposed.

The Plan for Circulation and the Plan for Land Use require integration, and they
may require occasional modification, but there is no development within one category
which can remain unrelated to the other.

Inventory of the Physical Structure. Before any plan can be made, the physical
structure of the community must be known and understood its rivers, its mountains,
its plains and prairies, its hills, its climate, the direction of its winds. Is the land
suited for agriculture, is it good for grazing? Are there oil or mineral deposits, is it
subject to floods, are there natural or historic features to be preserved? The geology,
hydrography, meteorology, and geography must be rediscovered beneath the blanket
of the built-up city. Thus we can comprehend the three primary elements of nature
without which there is no life; land, water, and air.

The constant relationship of land, water, and air is necessary to the support of
human life. One can imagine controlled air conditions, and we know that water can
be transported from distant mountain sources to semi-arid regions, but the land is
where you find it. Perhaps it can be built up, the marshes drained, fertility improved,
and water can increase its growing yield, but land itself must have the basic capacity
for response to man's treatment and we classify it as good or bad according to its
fitness to provide life for mankind.

Because a parcel of land may be suitable for a variety of uses, it is the relationship
between these uses which becomes the problem of planning. Some uses are favorable
to each other, whereas some are not only detrimental but dangerous. Recognizing that
land may have many uses and that the relationship between them is the most important
consideration, the plan begins with a definition of land uses and the appropriate loca-
tion within the topographic, geologic, and geographic structure of the city. Upon these
the city pattern should be developed.

Inventory and Classification of Land Use. Regardless of the high aspirations
a people may share for the future of their city or the distant range over which they
prepare their plans for its development, the planning process must obviously begin
with the city as it exists. It is consequently necessary to know the way in which the
land is used and maintain the inventory as a current record. From this inventory the
physical characteristics of the city are discernible, those which warrant change or
necessitate retention in the General Plan may be determined, and some existing uses
may become key controls over the pattern of future land use.

This prospect is particularly marked by the fact that zoning laws are not retro-
active, and the transition from an existing land use to another classification may span
a great number of years. According to Anglo-Saxon theory, if land has never been
used for a particular purpose it does not constitute a deprivation of property rights
to deny the right to so use it in the future. On the other hand, it is assumed that zoning

THE GENERAL PLAN 191

ordinances must not restrict property to uses considered less liberal than the existing
use. The courts have held that zoning may not be retroactive, that existing land uses
may not be "zoned out of existence." They must be permitted to continue as "noncon-
forming" uses if they are inconsistent with the use the zoning ordinance prescribes.

This may appear to permit the continuation of a nonconforming use which would
prove to be a detriment to the surrounding development., like an obnoxious industry
in a residential zone. The courts have pointed out that other means are available for
relief from such intrusions; proof that a nonconforming use is a nuisance and dan-
gerous to the life and health of the inhabitants and the public welfare may be sufficient
reason for the courts to deny a use to continue.

Nonconforming uses may not be renewed if destroyed by fire or act of God. In
such cases the new structure must conform to the provisions of the current zoning.
In some ordinances a nonconforming structure may be repaired or slightly altered,
but it may not be modified to the extent that the space or facilities are enlarged, nor
may a different nonconforming use replace that which is removed.

Some zoning ordinances specify a period during which a nonconforming use shall
be retired. This time is equivalent to an amortization period with an established date
for removal of the structure, the period being related to the years of use already
experienced in the structure and the investment in it. In this way property values and
human values may be reasonably balanced, and intruding uses gradually removed
to be replaced by conforming uses. The logic and equity of such a method would seem
enough to impel cities to adopt it in the public interest.

Most cities classify their land in four major categories: agricultural,, residential,
commercial, and industrial. Each of these broad groups is subdivided into uses rang-
ing from the most to the least obnoxious, from the most to the least restricted, from
the most concentrated to the most open. This is generally identified as "step-down"
classification as it is applied within each of the four broad groups. Thus the general
industrial classification contains heavy industry and light industry, expressing the
difference between a boiler works and a tin shop, for example. A large department
store would be classified in heavy commercial, whereas a neighborhood grocery store
would be placed in the lightest commercial zone. Likewise, a multistory apartment
building would be in the least restricted residential zone, whereas a single-family
detached house is in the most restricted area.

The number of intermediate steps between the most intense use and the least
intense will vary in different communities as the complexity of the community may
warrant. In a very large city there may be as many as fifteen classes of land use,
whereas in a small town there may only be nine. This difference in the number of
classifications does not suggest less accuracy in determining the classifications; it indi-
cates that the manner in which the land is used in a small town is less complex
than in a large city. The number of classifications should be as few as possible con-
sistent with a complete coverage of the various uses of land and an accurate description
of each.

192

THE PLANNING PROCESS

?1
5 &

* a

1 8

2 ctf

o
o

r-H CS[ Cs| CsJ

CO* O O O

ON
O

00 10

o o

vq
cd

v co

ON CO rH CO

CSJ O O O

O O rH O

O
CO

VO O CO
rH CXI

fl .9

j|li-l,

~" to

1 J

"3 -s

w S

3 P TJ S "g & -tn ,fl g

53 .-a
| S/T"

-I &J 9:

|J||:

d . * *o <

w *i /* J '

.2 g o

"T3 'Trt -F ^ *

C73

THE GENERAL PLAN 193

A city should have a record of the way in which the land within its boundaries is
used, as well as the quantity of space and structures which comprise it. A periodic
inventory of these assets should be undertaken just as a well-organized and well-
administered business maintains an inventory of its stock and the value of it. During
the depression of 1930-40, land-use surveys in a number of cities were conducted
under auspices of the Works Progress Administration of the Federal government.
These data were of immeasurable value to the planning commissions in the respective
cities, and yet there are few instances in which the records were subsequently main-
tained in current form.

A continuous record may be maintained by reference to building permits and the
tax assessor of the city. Other sources of reference are The Sanborn Insurance Atlas;
the Building and Safety Department of the city, which records changes in building
occupancy and alterations that indicate a change in the use of existing structures; the
Health Department, which maintains data on substandard structures, pest infestation,
lack of sanitation facilities; and the local housing authority from which information
may generally be obtained on the physical condition of housing. Banking and lending
institutions frequently maintain valid information on new building activity.

The record of urban land use is not for the purpose of only ascertaining the con-
dition of the physical structure. It provides the information necessary to observe the
rate at which the city is increasing or decreasing its physical plant in the various clas-
sifications of land use. It offers a basis for measuring the amount of land to be reserved
in zoning for future developments of the city, the quantity of land, and the most
appropriate location for the various uses.

The land-use inventory is good urban business and should be maintained of cur-
rent record. It is not a plan; it is part of the vital data from which plans may be made.

Inventory of Social and Economic Factors. If the data on the nature of the
physical character of the city seem to be a complicated process, the social and eco-
nomic facts are even more so. People are not inclined to conceal the manner in which
they use the land unless an evasion of the law is involved, but they are reluctant to
divulge their ages, incomes, or personal health; such information is naturally consid-
ered to be of a personal nature. To plan for the community welfare, however, it is
important to know about the people who make it and for whom it is intended.

The principal source of economic and social data is the U.S. Census; included in the
census are data on family incomes, family sizes, dwelling rent, condition of structures,
owner and tenant occupancy of structures, years of schooling, age composition, occu-
pation of the wage earner, and other information. Based upon these data, the Bureau
of the Census analyzes the spending habits of the various income groups which indi-
cate the amount in each income group spent for rent, clothes, food, amusement, and
other living necessities. Much of the latter data is given for the whole city and is
therefore difficult to relate to the census tracts which are the units in which urban
statistics are usually tabulated. Housing data in the census are listed by blocks and
provide a source of information for the land-use survey.

194 THE PLANNING PROCESS

Although most public and private local agencies normally assemble only the infor-
mation on the social and economic structure of the community in which they are
directly interested, the planning agency may obtain and correlate this special infor-
mation to form an overall picture. Since the various agencies may interpret similar
data in different ways, these differences must be resolved by the planners on the basis
of the best available known facts.

It is a well-known cliche that anything can be proved with statistics; the corollary
is that statistics may not prove anything. It is important that they not be misleading.
As an illustration, the increase in the number of families and the number of houses
built may be substantially identical and thereby indicate no shortage of dwellings.
These "pure" numbers mean little as an evaluation of the housing supply in relation
to the housing need. The number of families formerly "doubled-up," the cost brackets
of the new residences, the absence of a normal vacancy factor, and the occupancy of
substandard housing facilities are among the statistics to be evaluated with those on
the number of families and the housing supply.

Juvenile delinquency and crime data in the local police and probation department
files record the location of the incidents and the residences of offenders. Other social
statistics support as well as guide the preparation of the General Plan and the building
of a good city. Data on disease and health can be obtained from the health depart-
ments of the cities, counties, and state, as well as the tuberculosis and health associ-
ations. Many other private agencies, such as foundations, service clubs, veterans' organi-
zations, universities and charitable groups, have valuable data. Material on the birth
rate, death rate, infant mortality, marriage, and divorce rates are other social factors;
and the rate of population immigration and emigration, the years of schooling, occu-
pations of the working force, and the cultural inclinations are among the data which
the planning commission must necessarily correlate objectively.

Information on the economic development and prospects of the community is usually
available through the Chamber of Commerce, and these data can be cross-referenced
with reports by Dun and Bradstreet and the U.S. Department of Commerce, the U.S.
Department of Labor, State Employment Offices, and local agencies and industries.
Trends in industrialization and increases in the working force can be traced through
the U.S. Department of Labor, the State Employment Services, and local industries.
The trends in the industrial population will have a decided effect on the planning
process. Data on the earning capacity, the average years of employment, the social
security structure, types and diversification of employment, and the income groups
represented in the working population are necessary to calculate the purchasing power
of the community and the ability to pay rents and taxes. These statistics are important
as a basis for the General Plan.

Too frequently the social scientist has been cast in the role of historian of economic
facts, reporting past trends and current conditions. The economic aspects of planning
have thus been limited to an inventory of data which presents the status quo. Statistical
techniques are employed in the projection of population and related fields of impor-

THE GENERAL' PLAN 195

tance to planning, but the general effect is a kind of resignation by all concerned to
the prospects which these projections imply. If planning means anything, it is the
endeavor to direct future growth and development, being quite the opposite of drifting
with the currents of unregulated trends. The tools of socioeconomic analysis are there-
fore essential to seek a balance among the basic urban activities. And this balance may
require that accepted trends be altered, diverted, or redirected but this is planning.

The increase in population is a natural phenomenon, and the trend of population
growth in cities is a consequence of broad economic and social pressures. But, to be
effective, urban planning cannot succumb to the weight of statistical evidence.
Survival of the urban population is at stake, and so is the prospect for building decent
cities. Means may be developed to control the number of people who are born as there
have been means to lengthen the life span. With the reduction of pestilence and
famine, means to stabilize the population, short of war, are meager. However, we have
the means, through planning and legislation, to regulate the distribution of the urban
population, the amounts of land required for the various functions of an urban com-
munity, and the standards for the development of the land. To determine the appro-
priate allocation of land, in amount and location, the economic demands must be
measured. The physical structure must be arranged to accommodate the facilities
required for economic survival, and accommodate them in a manner that will produce
good places in which to live and work.

The social scientist carries a heavy responsibility for creative analysis of the rela-
tionships between people and their employment opportunities, the production resources,
and the commerce and industry needed to support an urban population. The city must
be built upon a firm economic base or it cannot provide the amenities of a civilized
community. The future of cities as desirable social environments will depend upon our
capacity to integrate physical and economic planning. Walter Blucher has stated: 6
"What is the responsibility of the planning agency for a determination of employment
possibilities outside of public works? You may not think the planning agency has any
such responsibility. I don't see how we can do an effective planning job in any com-
munity, however, unless we know what the population of the community will be and
what the economic possibilities for that population are."

Changing Character of Cities. With the assembly of the data previously sug-
gested that part of the planning process identified as research we learn the nature of
the existing city. This is the knowledge needed for analysis of the city; from it we learn
why the city was begun, how it grew, and why it prospered.

There are reasons why cities are located where they are ; they were important reasons
in the history of the city and they bear upon its future. They may be important as a
pattern for the continuous development of the city or they may reveal what changes
have overtaken the city and thus indicate the new directions for which the city must be
planned. The reasons for the founding of a city may have multiplied, or they may have

6 Walter H. Blucher, Executive Director, American Society of Planning Officials, in Planning, 1945, Part I,
May 16-17, 1945, Chicago.

196 THE PLANNING PROCESS

vanished. There may be entirely new purposes for the city than those which moved its
original settlement.

The sleepy village of the eighteenth century has apparently little in common with
the metropolis of today. There may remain reminiscent marks of its historical origin,
but the functions may have altered completely. As the city grew in size, as the popula-
tion increased, and as new enterprises developed, the character of the city may have
altered. Perhaps the quality of community living deteriorated as the city grew from
a small, intimate town to the unfriendly metropolitan machine it now seems to be.
Much may have been lost in this process, enough to question whether the city can
recover the human values by which the living standards of people are measured.

The changes in urban character reflected in the growth and the deterioration of
neighborhood life are illustrated in all our cities. It is apparent in a growing metrop-
olis like Los Angeles. Hardly more than 30 years ago this community was reputed
for its climate, its recreational opportunities, its beaches, and the grandeur of its
mountains. The quality of its living environment and the pleasant mildness of its
atmosphere made this city a haven for travelers from all parts of the world.

The population of Los Angeles was 500,000 in 1920; in 1960 it was almost 2,500,000
and the city had spread over the 450 square miles of its area. From its beginning as the
center of a predominantly agricultural area it has developed an important industrial
economy. Industrial plants have sprung up with little or no attention to their probable
effect upon the living conditions of the region and its inhabitants. Water was brought
more than 250 miles to supply the growing population. Congestion overtook this city
of "open space," blight and slums are taking their toll, and smoke and fumes taint
the air.

This story differs only in degree and detail in all our cities; it is the tale of the
metropolis. The native advantages of our urban communities have not been respected
by the people who built them; in the name of a bigger and more prosperous city, they
have been desecrated and, the people are retreating. The people are fleeing the city and
it remains neglected, but the same indifference is guiding development on the outskirts.
Rather than making capital of the native characteristics of a region, exploitation of the
urban community is undermining its own investments.

The General Plan of a city or region has two objectives: forestalling the drift into
chaos in the yet undeveloped areas of the city and gradually reconstructing the devel-
oped area of the city with particular attention to blighted sections and improved
circulation. The present chaotic development of the city is a trend, but this trend can
be corrected and redirected to benefit all the people through planning.

The changing nature of the city must be appraised and the natural character defined.
Shifts in the emphasis of the urban economy and the services and functions it performs
require adjustments in the living habits of the people, the land use, and the transporta-
tion, if they are to continue as favorable environments in which to live and work. The
General Plan will reflect these adjustments and thereby become a guide for the future
growth and development of the community. This demands inquiry into every facet of

THE GENERAL PLAN 197

urban existence; it calls for the coordination of a team of trained people and enlight-
ened and enthusiastic citizens.

The Plan 1$ Teamwork. Knowledge of the physical structure of the city will
reveal certain natural uses for the land and existing uses which deserve particular
respect in the plan. There may be well-established industrial areas, commercial centers,
residential developments, a great park, waterways, railroads, and historical and natural
features. This knowledge will also indicate some apparent maladjustments in current
land use for which corrective measures are obviously necessary. It will also indicate
an appropriate relation between industrial and residential areas. With these broad
strokes the General Plan is begun.

'The city is linked with its neighbor cities and towns and its environs by the highways,
railroads, and mass transportation facilities; these form the main arteries of circu-
lation about the city, and they will form the boundaries of the neighborhood units. The
freeways, parkways, rapid transit and railroads will establish the relation between the
sources of employment in commerce and industry, and the residential neighborhoods.

Laid upon this general plan will be the reservations of open spaces, the areas
adapted for natural parks, or the submarginal lands unsuited for active urban develop-
ment. In this process the General Plan begins to take shape.

The General Plan will reflect the local policies on the density of population desir-
able and consistent with the character of the city in its residential areas, and it will
indicate the standards for the relation of building bulk and open space in these areas
and in the commercial districts. Within the broad land-use plan and guided by these
standards, the precise plans for the various areas of the city may be refined as the time
for their development approaches. The schools and playgrounds may be located within
the neighborhood units, and requirements for the local shopping centers may be deter-
mined. Space may be reserved for the freeways and rapid transit rights-of-way.
Detailed plans for the improvement of the "downtown" business center may be for-
mulated, and the reconstruction of blighted areas in the central sections of the city may
be planned and executed. The General Plan will set forth the appropriate use to which
the land in the city should be devoted so that the enterprise of city building may have a
tangible guide in its determinations for investment.

It takes teamwork to produce the General Plan, a plan that contains the inspired
will of a people bent upon building a decent and fine city. The decisions emerge from
the coordinated teamwork of sociologists and economists, statisticians and engineers,
finance advisors and lawyers, politicians and architects, health authorities and public
administrators, and public-spirited businessmen and consumers. It takes boundless
enthusiasm and enlightened civic interest, and it takes a competent staff of trained
planners to perform the job of coordination and translation.

The General Plan represents a set of ideals, the aims and ambitions an enlightened
people hold aloft as standards of civic welfare. These are not easy words to utter
they have been so frequently ground into grains of dust which settle promiscuously upon
the motives of men. Yet ideals move people toward deeds of human welfare, and it is ,

198 THE PLANNING PROCESS

upon such deeds that good cities will depend. If we choose to set aside ideals in city
building because they have been often branded visionary, we are choosing the course
of nihilism. If the standards of city building are not founded upon a set of ideals for
our cities, we will pursue the process of anarchy. It is not therefore amiss to acknowl-
edge that ideals shall guide the decisions represented in the General Plan.

Platitudes. Planning is plagued with platitudes. Some familiar expressions have
almost reached the stature of symbols, the mere mention of which presumably being
sufficient to convey a significant message. It would be well to examine some of these
phrases in order to recognize their meaning.

We frequently refer to the necessity for "flexibility" in city planning. It is suggested
that city plans must be adjustable to changing conditions, that cities grow like "living
cells." These are convenient terms and contain much truth. Unfortunately they too
generally become picturesque phrases. There are some very specific limitations upon
their value and application.

A city is more than buildings, streets, utilities, steel, concrete, and glass. Never-
theless, these are the materials of which the physical structure is made. They are inert.
They have chemical properties, but they are not elastic. Once in place they cannot be
shifted about to suit either fancy or "changing conditions." They are static. The width
of a street does not pulsate with the intensity of traffic flow, nor can a building flex its
beams and columns.

In these important particulars the analogy of city building to a "living organism"
is literary confection. The pictorial similarity between a medieval town plan and the
cross section of a tree or the veins in the human arm becomes pure poetry. Lifted out
of the rarified atmosphere of romantic fantasy, "flexibility" means enough space to
bring the products of industrial genius into useful service in the city structure.

Cities are inflexible because they are so crowded there is no room for the various
elements to "work." They are frozen into congestion, and flexibility will be attained
only through the establishment of adequate standards to guide those who participate
in building the city.

There comes a moment when decisions must be made. When that moment arrives,
there is a degree of finality implied by the act of decision. The structure of the city
does not float; it cannot be tugged or pushed about. When a building or other civic
improvement is erected, it is there to stay. Flexibility in the plan of a city will be
accomplished by standards for city building that preserve enough space for all
improvements without overcrowding.

In nearly every kind of business enterprise there is reference to "trends." New
conditions, scientific development, and social improvement require adjustments in the
conduct of enterprise. They likewise require adjustments in the city. Shifts in the
growth of cities prompted by such changes and accompanied by some degree of orderly
direction serve as a measure of trends in healthy city development.

But these shifts are confused with quite another sort of change: the urge to escape
from the contagious disease of obsolescence and unrestrained speculation. Healthy

THE GENERAL PLAN 199

enterprise shuns association with derelict neighbors; unbridled physical deterioration
repels improvement. Shifts in the urban pattern compelled by these desultory forces do
not mark trends. They report a rout, a desperate and disorderly retreat. Diagnosing
this disease as a trend is to spread the contagion further, and ignore or misinterpret
the only value that observation of trends can provide: a guide to the natural and
appropriate use of land in the growing city.

Economy is a familiar slogan. It is also a worthy aim. In practice, however, it has
unfortunately been too frequently reduced to a fiction. Expenditures for civic improve-
ments are generally decided upon by their budget appeal, not their adequacy. Patch-
work improvements display such an appeal; they appear to be "economical." The
question of whether they may actually solve any particular problem is usually over-
looked or avoided. Economy may really be, and usually is, quite another matter. We
have seen a street widening prove inadequate almost upon the day it was completed.
We have seen the immediate need for another improvement added. We have seen the
value of adjacent land enhanced with each such piecemeal improvement, and new
buildings erected about it. We have then seen the public forced to pay the added incre-
ment of land and building "value" each of these improvements has induced. This
process is characteristic of urban "economy," but it is not economical.

Each new or improved utility service introduced to a city crowds some equally
needed service. The utility system sewers, water, gas, electricity distributes the
energy to operate a city of a million people. Yet these vital veins are, with some rare
exceptions, buried beneath, or suspended above, the arteries that carry the stream of
daily traffic. The conflict between these services is experienced day in and day out. A
utility line breaks down and the repair job stops the circulation of automobiles and
street cars. These conflicts choke an already congested city and it is not economical.

"Efficiency" is another ingrown term. Efficiency obviously has virtue; that virtue
is the elimination of waste. In the name of "efficient" planning, however, there are
examples of the creation of waste. We have observed acres of subdivisions, planned
with alleged efficiency, which are actually a waste of the urban resources. We have seen
the width of a street, the size of a house, or the lot it occupies squeezed to an efficient
minimum so low it is reduced to nothing more than a cheap commodity.

In the light of the studies by Sir Raymond Unwin and Henry Wright, efficient plan-
ning is more than an obsession to save; it is also a method to improve. Standards are the
measurements by which we must be guided rather than remain content with what
Elizabeth Denby called "the intellectual pleasure which the architect got from a tri-
umphant arrangement of inadequate space." 7

It must be clear that space in a city must first and foremost provide for adequacy;
it must be ample.

The measure of adequacy will be the capacity of the space to receive the buildings
of a city without itself being lost completely. It means enough space so that buildings
may stand alone or together without violating the sensibilities of those who see and use

7 Europe Rehoused, Elizabeth Denby, W. W. Norton and Company, Inc., New York, 1938.

200 THE PLANNING PROCESS

them. It means that cities will provide space into which the buildings are built rather
than a solid mass of buildings through which the fissures we call streets are carved.

The concept of space means a relatively constant limitation on population density
regardless of the heights that structures may reach. The prospect of squeezing more
people into the same space creates instability, not only in land value, but in urban
Services. It imposes an extravagance on the installation of service facilities. Water,
sewers, gas and electric distribution, telephones, streets, walks, transportation, fire,
health, educational and recreational facilities cannot be estimated with any possible
degree of economy. These services must be installed of sufficient size and quantity to
meet unlimited future requirements, or be repeatedly removed, altered, and replaced
as the demand may fluctuate. Either course is an extravagant venture as city budgets
and utility bills attest.

Within a reasonable concept of space in the urban environment is the room for the
vehicles of transportation to circulate with ease and safety. This means enough room
to separate the different types of vehicles and the direction of their travel; room
enough to move about on the surface of the earth rather than burrow into the ground
with subways. This means the city will no longer be a maze of streets and alleys slicing
through a solid bulk of buildings.

This concept means that parking space for the free-moving vehicles of our con-
temporary age shall be a component part of all floor space provided within or adjacent
to buildings, and it means that this integration will bring the relation between open
space and building floor area into some degree of balance.

There will be enough room for all the essential utility conduits, a network of vital
service arteries so aligned within their respective rights-of-way that interference is
avoided at all times.

This concept of space means room enough for people to walk in safety and some
degree of beauty; trees would not be unwelcome. Finally it means an environment in
which the human spirit can rise above mediocrity; it means relief from the din and the
danger that fray the human nerves and dull the human mind.

It may be suggested that the concept of space within the city described above is not
a "practical" one. The planning of cities is rather cluttered with bromides, but hardly
any is so overworked as "practical." Compromise is the inevitable road to satisfactory
human relationships. The capacity to compromise is a requisite to accomplishment.
It implies, however, that an objective is clearly defined. The objective of planning is
the solution of a problem; in city planning the problem is that of an environment that
is rapidly disintegrating under the spell of congestion and ugliness.

Opinions may vary as to the way in which to arrive at the objective of decent cities,
but no purpose is served until some area of agreement can be reached about the nature
of the objective itself. Solutions call for ideas. They deal in ideas. Ideas are the tools
with which we shape an objective, and they cannot be dismissed only because they may
at first appear "impractical/* We see about us the results of thus being "practical";
we see these results repeated time and again : more congestion, tnore traffic problems.

202 THE PLANNING PROCESS

more deterioration, more expense, and boundless confusion and bewilderment. If we
peer behind this scene, we may well find the reason: the process of planning began
with a compromise. The ideas that are the stuff of progress never reach the surface
where they may be observed and tested for their validity.

Nor is this approach really practical. The first test of practicality is whether a thing
"works." Can it be claimed that our cities work? Is traffic congestion practical? Or the
crowded business centers? Or the blighted areas and slums? Are the extravagant
devices for parking automobiles overhead and underground practical? Is the
mediocrity of the living and working environment, and the obsolete transportation in
our cities really practical? Is it practical to spend huge sums on surveys, consultation,
and plans, then ignore them all? The urban malady of congestion is like the itch:
scratching produces a sensation of relief. But common sense tells us the only practical
treatment is a cure, not more irritation.

Must it be considered impractical to propose standards which have as their sole
purpose a restoration of permanent values in the urban environment? Ample space for
London was rebuked by F. J. Forty, Chief Planner for the rebuilding program, with the
words, "I want it [London] to be the leading place of commerce in the world and not
as some planners suggest a park." 8 Must this be the interpretation of the need for
adequate space within our cities? The original plan proposed for the City of London, a
plan that offered little improvement over the city that was destroyed, was commented
upon by Donald Tyerman in the Observer as "timid rebuilding proposals." He said,
"The makers of this plan are not planners but pessimists." 9

We might hark to the words of Lewis Mumford:

"As so often has happened during the last quarter century, the self-styled practical
men turned out to be the weak, irresponsible dreamers, afraid to face unpleasant facts,
while those of us who were called dreamers have, perhaps, some little right now to
be accepted at least belatedly as practical men. By now history has caught up with
our most dire prophecies. That is at once the justification of our thinking and the proof
of its tragic failure to influence our contemporaries." 10

8 Architectural Forum, September 1944.

9 Ibid. The plan to which Mr. Tyerman referred was that proposed for the mile-square "City" of London by
the Improvement and Town Planning Committee.

w Architectural Forum, May 1945.

CHAPTER 12

THE ZONING PLAN

The Precise Plans. The General Plan sets the basic policies for development of
the city, the general relation between the various land uses residential, commercial,
and industrial and forms the framework of the urban structure. From time to time
this general framework is translated into precise plans which specify the zoning for
land use, streets and highways, mass transit, recreation and conservation, subdivision
expansion, utilities, railways and airports, civic centers, schools, and urban redevelop-
ment. The precise plans interpret the basic policies for urban development reflected in
the General Plan and serve to adjust the Plan to new situations and conditions as they

arise.

The precise plans serve a dual function. On one hand, they define the standards for
development of the city, the standards of population density, the design of the circu-
lation system, and the amount and location of open space and physical facilities for
business and residence. On the other hand, the precise plans provide a program for
development, a basis for timing proposed improvements in the city, the location,
design, and installation of utilities, schools, parks, the extension of subdivision develop-
ment, and the redevelopment of blighted areas. Thus, the need for public improve-
ments may be geared with the ability to finance such improvements and maintain a
coordinated pace with expansion of private development.

These functions presume continuous attention to the process of urban planning. A
General Plan which collects dust in the archives of the city hall is a monument on the
grave of lost opportunities in urban improvement. Planning is a process which antici-
pates the needs of a community, proposes ways and means for the satisfaction of these
needs, and relates these proposals to the orderly development of the city and realiza-
tion of the General Plan. The precise plans are the instruments with which these func-
tions are performed.

Zoning Defined. Zoning is the legal regulation of the use of land. It is an applica-
tion of the police power for the protection of the public health, welfare, and safety.
The regulations include provisions for the use of property and limitations upon the

203

204 THE PLANNING PROCESS

shape and bulk of buildings that occupy the land. The law comprises two parts: the
ordinance in which the regulations are defined, and the zoning map which delineates
the districts within which the provisions of the ordinance apply.

Zoning is not a substitute nor an alternative for the General Plan. The General Plar
expresses the basic policies which shape the community character, the general lane
use, circulation, and relationships among the variety of urban facilities. The zoning
plan establishes the specific limitations which apply to the use of land as an instru
ment for achieving the goals set forth in the General Plan. Serving as a comprehensive
guide for urban development, the General Plan is usually adopted as a resolution by
the legislative body. The zoning plan is adopted and rendered effective as a legal
ordinance.

Validity of the zoning ordinance has been subjected to several tests by the courts,
whose decisions have generally supported the following criteria:

1. The plan shall be comprehensive.

2. The same regulations shall apply to all districts having similar zone classifica-
tions.

3. The plan shall demonstrate protection of public health, welfare, and safety.

4. There shall be no discrimination nor capricious intent in the plan.

5. Administration of the ordinance shall be reasonable and free from arbitrary
decisions.

Zoning Procedures. Complications inevitably arise in the administration oi
zoning, and procedures must be provided to cope with them. These situations may
involve natural or man-made conditions of the land, unusual demands not evident
when the ordinance was adopted, or developments in which the exacting limitations of
zoning do not accommodate reasonable latitude for the adaptation of new ideas.

The Zone Change or Amendment. The most frequent alterations occur when property
owners request a change for the classification of their properties from one zoning
district to another, usually for the purpose of enjoying greater economic values from
the use of their land. Changes on the Zoning Map should be made only when such
changes conform to the General Plan. Otherwise they may, while being beneficial to
an individual, be detrimental and costly to the community in terms of the effects on
utilities and public facilities.

Amendments to the text of the ordinance are also made quite often. These amend-
ments include changes in terminology; inclusion or deletion of certain uses; changes
in standards, either raising or lowering them; and changes in procedures.

Regardless of whether the map or the text are modified, the procedure requires
public hearings and discussions prior to any changes becoming effective. The pro-
cedure is generally identical with that required for the adoption of the original
ordinance.

The Zoning Variance. A variance is a permission granted as relief from some
specific and unusual hardship imposed by the strict interpretation of the ordinance.

THE ZONING PLAN 205

It is a means to adjust the property development standards of the ordinance which, by
reason of specific location, topography, shape, or size, are impossible to comply with.
The variance permits a property owner to use his land at the same intensity allowed
others in the same zone; it should not allow uses not permitted in the zone. Being
readily subject to discriminatory administration and unsound planning, the variance
is perhaps the most abused of all zoning procedures. It is not an alternative to "spot"
zoning or a device to circumvent the intent of the ordinance by a grant of special
privilege, nor is it a means to solve personal problems. The following advice by a high
state court, in its review of a case involving rezoning, brings the issue into clear focus: 1

We feel impelled to express briefly our view of the proper theory of zoning as relates to the
making of changes in an original comprehensive ordinance. We think the theory is that after the
enactment of the original ordinance there should be a continuous or periodic study of the devel-
opment of property uses, the nature of population trends, and the commercial and industrial
growth, both actual and prospective. On the basis of such study changes may be made intelli-
gently, systematically, and according to a coordinated plan designed to promote zoning objectives.
An examination of the multitude of zoning cases that have reached this court leads us to the con-
clusion that the common practice of zoning agencies, after the adoption of an original ordinance,
is simply to wait until some property owner finds an opportunity to acquire a financial advantage
by devoting his property to a use other than that for which it is zoned, and then struggle with the
question of whether some excuse can be found for complying with his request for a rezoning. The
result has been that in most of the rezoning cases reaching the courts there has actually been spot
zoning and the courts have upheld or invalidated the change according to how flagrant the viola-
tion of true zoning principles has been. It is to be hoped that in the future zoning authorities will
give recognition to the fact that an essential feature of zoning is plannifig.

Conditional Use Permit. There are occasions when a special "use" is necessary for
the welfare of a community, but not permitted within the applicable zone. Permission for
such uses may be granted by the Conditional Use Permit. Unlike the variance, evidence
of unusual hardship in the development of a property is not required. The Conditional
Use is for the purpose of meeting a special need of the community based upon evidence
that the proposed location will serve this special purpose. Protection from adverse
effects on abutting property must be assured and measures for this must be included in
the Permit. As with the Variance, the Conditional Use is not a substitute for rezoning.
It is designed to meet a special situation in the public interest; it is not a device by
which a new use may be indiscriminately introduced within an established zoning
district. The zoning ordinance does not usually provide for a variety of sharply defined
uses within a district, and the Conditional Use offers a degree of flexibility in adjusting
to new demands within the framework of the ordinance.

There remains a difference of opinion on the manner in which a Conditional Use
Permit should be granted. Some authorities hold it to be essentially an administrative
decision at the discretion of the Planning Commission. Others contend that it should be
subject to approval by the legislative body. It is generally agreed that the ordinance

iFritts v. City of Ashland, Court of Appeals of Kentucky [highest court], June 16, 1961, 348 S.W. 2d 712,
quoted from Zoning Digest, October 1961, American Society of Planning Officials.

206 THE PLANNING PROCESS

should clearly stipulate the circumstances and indicate the areas under which Condi-
tional Use Permits may be granted as a protection to investors in property.

Administrative Committees. Zoning ordinances contain a variety of provisions, com-
pliance with which may require some form of review and approval. Among these may
be the location and size of signs, or engineering and architectural design and arrange-
ment. The ordinance may therefore provide for Administrative Committees vested
with the responsibility and authority to pass upon plans subject to these provisions.
Such committees are particularly effective when both public officials and lay persons
comprise their membership.

Zoning Districts. In the zoning plan the community is divided into districts in
which the land is restricted to certain classified uses. The size, shape, and location of
these districts reflect the major uses indicated by the General Plan and should be
formed to invite the natural development of neighborhoods. The General Plan may
indicate an area to be appropriate for single-family dwellings, whereas the zoning plan
may permit a commercial use within specified limits to be developed as a shopping
center and contribute to the neighborhood quality of the area. A site for a school and a
park may also be provided within such an area. Such developments of the precise plans
are refinements of the General Plan, their purpose being the creation of balanced
community design.

Most zoning ordinances provide for different densities of population in different
districts. One residential district may permit only single-family houses with a density
of five families per acre, whereas another district may permit "unlimited multiple
residential" use in which the density can reach hundreds of people per acre. These
variations in population density must be reflected in other precise plans for the city
since they affect the provisions of all community facilities and services. The size and
location of schools, commercial land use and transportation, police and fire protection,
and the size of utility services vary considerably with the number of people to be served.

The following description of land uses indicates the variety of districts which may
appear in the zoning ordinance. The classification of these districts will differ in
various communities, and local customs and requirements will determine the definition
of each classification:

Open Land Districts. This classification of land use, though not included in most
ordinances, applies to areas in which the public interest requires the prohibition or
restriction of urbanization to protect or enhance reasonable growth and development
of the community. Open land districts may include areas of particular scenic or
historic importance, areas too steep to be built upon, areas subject to flooding, and
areas where water and sanitary facilities or police and fire protection cannot be pro-
vided without excessive cost to the community.

Agricultural districts permit the use of land consistent with economically feasible
agricultural enterprise, the subdivision of land being governed by the type of agricul-
ture normal to the area. Agricultural districts about some urban areas may establish
minimum lot areas of 40, 20, 10, 5, and 2 acres, while some include one-acre lots in

HOLD
NG

M-

2 ?
2 * Z

ill

JO Z

& O

DENIES
ENT

3,2

<<>
-S

D Z
Id
00

NCIL APPROVES OR
DENIES ZONE CHANGE

^Sg

zE^

I Z U
z2

S o

U Z

JLvi
Q

z u

*? i->

ENDME

HEARING BEFORE PL^
COMMISSION ON ZONE
REQUEST

PLANNING COMMISSIO
REQUEST STAFF RES1
GENERAL PLAN FOR A

PLANNING COMMISSIO
ONE PUBLIC HEARING
GENERAL PLAN AMENf

IF GENERAL PLAN AM
IS APPROVED BY PLA
COMMISSION

IF GENERAL PLA
AMENDMENT DEN

(APPEAL TO CUUN

MMMH

PUBLIC HEARING BY C
ON GENERAL PLAN AK

tit

PUBLISHES
OF PUBLIC

HOLDS AT
ONE PUBL

sl
"

1
$8

208 THE PLANNING PROCESS

this classification. Uses considered generally permissible in this type of district include
farming, poultry-raising, dairying, and cattle and horse grazing. Restricted residential
uses may also be permitted provided the agricultural uses are not adversely affected.
Hog raising may be prohibited in some agricultural zones because it is generally inter-
preted as an obnoxious use. There are usually provisions in the zoning ordinance for
exceptions by special permit if an investigation of the particular situation demonstrates
no prospect of endangering the general welfare.

Estate districts are sometimes created to provide property owners the opportunity
to establish a character of residential development measured primarily in terms of
large-size lots. In some suburban areas it is desired to develop a rural quality, and
the estate zone is for such a purpose. This is generally the most restricted residential
zone, the minimum lot sizes ranging from 20,OOO to 40,000 square feet or more in area.
Some "agricultural" uses are frequently permitted in this zone, like poultry for
domestic consumption or saddle horses, Estate zones are usually established at the
behest of the property owners or developers \vho desire to attract clientele wishing
reasonably large tracts protected from the infiltration of small-lot subdivision. Other
factors sometimes warrant the establishment of estate zones; when facilities for sewage
disposal are absent or limited, or "where police and fire protection are not readily
available, or community facilities such as schools or commercial districts are remotely
situated, it may be advisable to limit the population an area is permitted to accom-
modate.

Single-family districts are zones in which the land use is restricted to a single dwell-
ing unit per lot. The zoning ordinance establishes a minimum lot area permitted in
these zones and frequently specifies the minimum lot width. The standards vary con-
siderably, some cities still permitting lot widths of 25 feet street frontage, but a width
of 60 feet or more is being accepted in most communities as the minimum, with a
minimum lot area of 6,000 square feet. Such restrictions are not retroactive, and
property owners are not obliged to comply with area and lot size regulations enacted
subsequent to the recording of subdivisions "with lesser restrictions.

Multiple-Family Districts. This classification applies to any residential district in
which more than a one-family dwelling is permitted to occupy a single lot. A gradation
of dwelling densities is usually provided within this classification.

Two-Family Districts. This classification has been rather generously used in the
past to permit the "duplex" type of dwelling, i.e., two dwelling units within a single
structure. With the increasing use of density control rather than classification of
building type, a provision which specifies the density, such as a minimum lot area
per dwelling unit, is more equitable than a limitation of two dwellings per lot.
Application of a uniform density provision offers a desirable flexibility for lots of
varying size, rather than freezing the limitation regardless of the lot area.

Medium-Density Districts. The density permitted in this classification will be quite
different in a great city than in a small tovm. In large cities a medium density
ranges from 20 to 40 dwellings per net acre. It may be prescribed as four times the

THE ZONING PLAN 209

density of the single-family district. If the minimum single-family lot area is 6,000
square feet, the medium density would then require 1,500 square feet of lot area
per dwelling. Some communities permit a lot area as low as 1,000 square feet per
dwelling in this district.

High-Density Districts. Densities ranging from 50 to 150 families per net acre
are not uncommon in large cities, and 200 to 300 families per acre are permitted in
some laws. With the increasing congestion of traffic and intensity of the parking
problem, zoning ordinances are due for a critical review of these high densities.
The classification may be defined as a multiple of the minimum single-family lot
size. Assuming a density standard of some 50 dwellings per acre and a minimum
lot size for the single-family district of 6,000 square feet, the high-density district
would permit about eight times the single-family density, or about 750 square feet
of lot area per dwelling unit. Some ordinances further grade these requirements
according to the size of the dwelling apartment. Thus 300 square feet of lot area
may be permitted for "bachelor" units, 400 square feet for one-bedroom units, 600
square feet for two-bedroom units, and 800 square feet for three-bedroom units.

Mobile-Home Districts. The mobility of the population in this country is demon-
strated by the expanding use of the "trailer" as a relatively permanent dwelling
type. It possesses unique characteristics and plays an important role in the housing
supply in moderate climates. The essential amenities for this mode of living should
be regulated in zoning ordinances. Well-designed mobile-home "parks" accom-
modate a density of between 10 and 15 trailer units per acre, or 2,500 to 4,000
square feet of ground space for each unit. The Federal Housing Administration
standards and the recommendations of the Mobile Homes Association support the
lesser density as the desirable space requirement.

Hotel Districts. The density and lot area requirements for hotels are the least
restrictive of the residential zones, except in areas where the particular character of
the environment warrants special attention to density. Hotels may also be included
in the provisions for Commercial Districts. With the exception of limitations upon
setbacks for side, rear, and front yards, there has been little control of density in
these districts, but reconsideration of hotel densities is as urgent as high-density
apartment and commercial zones.

Commercial Districts. The complex structure of the modern urban community has
introduced changes affecting the arrangement of commercial facilities as it has in other
land uses. The "mamma and papa" grocery store has blossomed into the neighborhood
convenience center, the expanding suburbs have forced the decentralization of retail
enterprise and the development of the regional shopping center. The destiny of "down-
town" hangs in the balance. Special service facilities, ranging from professional offices
to light manufacturing establishments where commodities are also sold across the
counter, must be accommodated within the fabric of commercial zoning regulations.
Consideration of the relation between these several commercial functions and other
land uses must be reflected in the General Plan as a foundation for the zoning plan.

210 THE PLANNING PROCESS

Excessive land area and permissible floor space, typical of present zoning, is related to
traffic congestion and the parking problem. Transition from the burden of "strip"
zoning for business uses along the major streets to the consolidation of commercial
centers will be an arduous task and require a long period of time. The shopping center
has confirmed the necessity and provided the impetus for this conversion in the pattern
of commercial land use.

Industrial Districts. This classification ranges from the most restricted uses for
"light" industry, in which electric power only may be employed or in which smoke,
odors, and sound are rigidly controlled, to the unrestricted "heavy" industrial areas
in which any type of manufacturing enterprise or process is permitted. Certain indus-
trial uses which may endanger the public are frequently restricted to specific areas,
whereas still others may require special permits by legislative action in order to con-
duct business. The manufacture of fireworks or fertilizer, or the dumping of refuse and
garbage, may be confined to areas at least 500 feet from other unrestricted uses.

The manner in which operations are conducted, rather than the type of the industry,
is the basis for classifying industrial districts in recent ordinances. The adoption of
"performance standards" may obviate the need for arbitrary distinctions between
"light" and "heavy" industry and provide a more rational utilization of industrial
land. It could also become a means for closer integration between places of employ-
ment and places of residence.

Performance standards prescribe regulations for control of smoke, odor, glare,
vibration, dust, sound, radiation, water or sewer pollution, moisture. They are enforced
through the measurement of the effects of plant operation at prescribed points.

The "industrial district" has acquired an unsavory association with run-down hovels
in the shadow of the factory. The successful development of the planned Industrial
District, or Industrial Park, has therefore been a singular advance in planning. The
intensity of land use identified with the crowded workshops of the past is relieved in
the Industrial Park. A density of some 30 to 50 workers per acre is not uncommon in
industrial areas, but the density in Industrial Parks ranges between 15 and 20 per
acre, with areas of heavy industry having less than 10 workers per acre. Regulations
prescribe restrictions on building height, space between buildings, setbacks from
property lines, signs, off-street parking and loading, and landscaping.

The reservation of Industrial Parks for the exclusive use of industry encourages the
planned integration of residential communities, with mutually beneficial results:
efficiency in industrial operation and convenience to employment in a desirable resi-
dential environment.

PERFORMANCE STANDARDS FOR INDUSTRY 2

A. Fire and Explosion Hazards

All activities involving, and all storage of, inflammable and explosive materials shall be pro-
vided with adequate safety devices against the hazard of fire and explosion and adequate fire-

2 This material is derived from the zoning ordinances of the Cities of New York, Chicago, Denver, and others,
and critical analyses of this type of regulation by the Urhan Land Institute and the American Society of Planning
Oificials.

THE ZONING PLAN 211

fighting and fire-suppression equipment and devices standard in industry. All incineration is pro-
hibited.

B. Radioactivity or Electrical Disturbance

Devices which radiate radio-frequency energy shall be so operated as not to cause interference
with any activity carried on beyond the boundary line of the property upon which the device is
located. Radio-frequency energy is electromagnetic energy at any frequency in the radio spectrum
between 10 kilocycles and 3 million megacycles.

C. Noise

The maximum sound pressure level radiated by any use or facility when measured at the
boundary line of the property on which sound is generated shall not exceed the values shown in
the following table:

Octave-Band Range in Sound Pressure Level in

Cycles per Second Decibels, 0.0002 dyne /cm 2

Below 75 72

75- 150 67

151- 300 59

301- 600 52

601 - 1200 46

1201 - 2400 40

2401-4800 34

Above 4800 32

If the noise is not smooth and continuous or is not present between the hours of 10 p.m. and
7 a.m., one or more of the following corrections shall be applied to the above octave-band levels:

Correction
in Decibels

Daytime operation only +5

Noise source operates less than 20 % of any one-hour period H~ 5

Noise source operates less than 5% of any one-hour period +10

Noise of impulsive character, such as hammering 5

Noise of periodic character, such as humming or screeching 5

The sound pressure level shall be measured with a sound level meter and associated octave
band analyzer conforming to standards prescribed by the American Standards Association as set
forth in a pamphlet published by the Association, entitled: "American Standard Sound Level
Meters for Measurement of Noise and Other Sounds No. Z24.3," published in 1944, and in an-
other pamphlet published by the same Association, entitled: "American Standard Specification for
an Octave-Band Filter Set for the Analysis of Noise and Other Sounds No. Z24.10," published
in 1953.

D. Vibration

Every use shall be so operated that the ground vibration inherently and recurrently generated
is not perceptible, without instruments, at any point on any boundary line of the lot on which the
use is located.

E. Smoke

No emission shall be permitted at any point, from any chimney or otherwise, of visible grey
smoke of a shade equal to or darker than No. 1 on the Power's Micro-Ringlemann Chart, pub-
lished by McGraw-Hill Publishing Company, Inc., and copyright 1954 (being a direct facsimile
reduction of the standard Ringlemann Chart as issued by the United States Bureau of Mines), ex-
cept that visible grey smoke of a shade equal to No. 1 on said Chart may be emitted for four (4)
minutes in any thirty (30) minutes. These provisions applicable to visible grey smoke shall also
apply to visible smoke of a different color but with an apparently equivalent capacity.

212 THE PLANNING PROCESS

F. Emission of Dust, Heat and Glare

Every use shall be so operated that it does not emit dust, heat or glare in such quantities or de-
gree as to be readily detectable on any boundary line of the lot on which the use is located.

G. Emission of Odors

No emission shall be permitted of odorous gases or other odorous matter in quantities which
exceed those proportions shown in Table IIL "Odor Thresholds." in Chapter 5 of the "Air Pol-
lution Abatement Manual." copyright 1951 by Manufacturing Chemists' Association, Inc.,
Washington, D.C.
H. Outdoor Storage and Waste Disposal

All outdoor storage facilities for fuel, raw materials and products shall be enclosed by a fence
or wall adequate to conceal such facilities from adjacent property. No materials or wastes shall be
deposited upon a subject lot in such form or manner that they may be transferred off the lot by
natural causes or forces. All materials or wastes which might cause fumes or dust or which con-
stitute a fire hazard or which may be edible by or otherwise be attractive to rodents or insects
shall be stored outdoors only in closed containers.

Special Uses. In some communities there may be special uses to which land may be
subject, such as drilling for oil and mining for rock or minerals. It is customary to-
control uses of such a special nature by requiring individual action by the planning
commission and issuance of permits by official action of the city council. The estab-
lishment of cemeteries may also come within this category and be subject to a similar
control.

Height and Bulk. One of the most critical problems in zoning is the relationship
between buildings and the space about them. The issue of space about buildings was
once predicated upon the necessity to preserve adequate light and air for interior
space. Examples of adequate setback requirements to serve this purpose are rare, but
the remarkable progress in the technical design of the interior environment has altered
the demand for such provisions. Preservation of space for light, air, sound control,
and privacy continue to be criteria in measuring adequate space between buildings,
but their relative importance has been modified by advances in artificial illumina-
tion, sound insulation, and air conditioning. It is possible that the necessity for space
in the future will derive far more from the exterior requirements than the interior
demands. The amount of building floor space in relation to exterior circulation
streets, sidewalks, parks may become the critical factor. The space for vehicular
and pedestrian traffic circulation now presents an almost insurmountable problem, and
it is compounding annually. The dissipation of exterior space in which the environ-
ment may be enriched with landscaping, and in which the human scale may be restored,,
is a mounting challenge. This thesis will, however, apply best in the new areas where
open land is to be developed or in the renewal areas where land is assembled into large
plots. The current concern for space to protect light, air, etc., will still be an important
consideration in dealing with old areas, divided into small, narrow, individual lots.

Over the years there has been a constant effort to increase the distances between
buildings and property lines, and to devise methods by which setbacks might com-
pensate for increasing building heights. The ground space reserved by these provisions
has never been sufficient for its purpose; the setback distances and lot coverage restric-

THE ZONING PLAN 213

tions have been rather token grants of space sacrificed after the land had acquired
great value. The initial method of front, side and rear yard requirements was later
augmented by "envelope" provisions to cope with excessive building heights. The
modest side yard of 5 or 6 feet in residential zones has increased to 10 feet for mul-
tiple family districts in some ordinances, with provisions for setbacks above the first
or second floors. The space between buildings reserved by these provisions is not
adequate for reasonable privacy, but opposition to increasing the space has been ada-
mant. Awareness of the deficiency, however, has induced the subdivision of land into
larger lot sizes and consolidation of small properties. This trend has increased the
efficiency of land use and site planning, but successful large-scale developments dem-
onstrate that the conventional regulations have no actual bearing on good planning.

There is an inflexibility in current methods for preserving open space; the minimum
standards permitted by law become the maximum standards in practice. The primary
issue in the future seems to be the need for regulations directed to a balance between
building bulk and exterior space required for circulation, vehicular storage, and
the evolution of an urbanscape which satisfies more of the basic material needs of
humanity.

The principle of the "Floor Area Ratio" offers some encouragement in this direction.
This is a regulation of the ratio between the area of building floor space and the area
of the lot it occupies. A Floor Area Ratio of 2, for example, would permit 100 per
cent of the lot to be covered by a two-story building, or 50 per cent of the lot to be
covered by a four-story building. Recent applications of the Floor Area Ratio intro-
duce the features of "bonus," or premium, space. Chicago adopted such inducements
in its revised ordinance of 1957, and they have been proposed in Philadelphia. The
first major overhaul of the New York City ordinance since the history-making zoning
law of 1916 occurred with the revisions of 1960. The conventional "setback" require-
ments that produced the familiar shapes variously referred to as "cakemold" or "zig-
gurat" were modified by adoption of the "Sky Exposure Plane" for commercial zones
and the "Open Space Ratio" for multifamily residential districts. The effect of these
provisions, in combination with the inducements of increased permissible floor space
in proportion to the open space reserved at the ground level, is comparable to the
Floor Area Ratio method of regulation.

This approach affords a flexibility in the shape of buildings to serve their particular
functions and removes the arbitrary limitations upon building heights unless such
limitations may be desirable for particular purposes. As with other regulations to
control the bulk of buildings on the land, the Floor Area Ratio will be effective to
the extent that it produces the required balance between enclosed floor space occupied
by people and adequate ground space for vehicles and living things, be they human,
animal, or plants.

Flexible Zoning. Exploration of methods by which flexibility may be incorporated
within the framework of zoning has produced the technique of "density control." The
monotony of subdivision design which has resulted from the single-family land use

*-" *-" !/J

Oi as C -^

w
en

*1
PL,

K
o
PM
X

C/3

CJ
^

S
PS
o

216 THE PLANNING PROCESS

classification combined with lot-size regulations is relieved by this method. The zoning
classification and prescribed lot size that prevails for a given tract establishes the over-
all density and maximum number of lots permissible in the subdivision. The density
control provision permits the developer to reduce the minimum lot size providing the
maximum number of lots is not exceeded and the balance of the land area is developed
for recreation or park space.

The technique identified as "planned development" or "community unit" is another
advance in the achievement of flexibility in zoning. This permits the planned integra-
tion of land uses and, although its application is directed primarily to large develop-
ments of raw land in suburban areas, it may be applied to built-up sections of the city.
It offers the opportunity to plan for the full range of uses required by a well-balanced
community shopping, parks, schools, and a variety of housing types uses not gen-
erally provided for within the framework of conventional zoning. These methods are
further discussed in Chapter 13, Subdivision of Land.

Off-Street Parking. Substantially 85 per cent of all surface travel in urban areas,
except in a few large cities, is by means of the private automobile. The road system
upon which these vehicles circulate is a major element in the General Plan of the city.
A component of this element is the accommodation of these vehicles at their destina-
tion. The moment when a driver is transformed to a pedestrian plagues the planner.
The zoning plan must provide for this.

The horseless carriage inherited the narrow street as a traffic route and the hitching
post as a parking place. When the automobile attained its own identity, the number of
vehicles burgeoned. They filled the streets, the rate of movement declined, slot machines
were put on the hitching posts, and curb parking absorbed two street lanes urgently
needed for moving vehicles. Although the parking meter produces some revenue for
the city, the movement in and out of curb parking seriously interrupts the free flow of
traffic along the free lanes. Off-street parking is the urgent need, and methods for both
voluntary and mandatory parking have been varied. Parking districts and merchants'
associations have been created, but relief from the parking jam in commercial districts
remains inadequate.

With decentralization of commercial facilities, ample parking was a primary pre-
requisite of the shopping center. This obvious competition forced a recognition of the
necessity for off-street parking in built-up commercial districts. Provisions for off-
street parking have been accepted in many zoning ordinances applicable to both resi-
dential and commercial areas during recent years. The requirements vary, but none
have coped with the situation in central business districts.

The necessity of freeing the streets of standing vehicles is hardly more pressing in
the business districts than in the high-density multiple-family apartment districts. Off-
street parking is but one important feature for improvement of the total environment,
and it would aid in achieving a balance between building bulk and the capacity of the
street system to accommodate the traffic flow.

The requirements for off-street parking will vary according to the conditions of each

THE ZONING PLAN 217

community, but the following table indicates standards which may serve as a guide.
The local circumstances general density of commercial and apartment districts, and
driving habits should be weighed in their application.

OFF-STREET PARKING

USE MINIMUM STANDARD

Residential

Single family dwellings 2 spaces per dwelling

Multifamily dwellings

1 bedroom or less per unit 1 space per unit

2 bedrooms per unit 1M spaces per unit

3 bedrooms or more per unit ... 2 spaces per unit
Apartment hotels 1 space per unit

Hotels and clubs 1 space per room up to 40 rooms, and 1 space per

2 rooms over 40 rooms

Tourist motels 1 space per sleeping room or living unit

Trailer parks 1J4 spaces per trailer

Shopping Centers

Neighborhood 6 spaces per 1,000 sq. ft. gross floor -area

Community and regional 8 spaces per 1,000 sq. ft. gross floor area

Food Markets 10 spaces per 1,000 sq. ft. gross floor area

Retail Stores

Less than 5,000 sq. ft. gross floor

area 1 space per 200 sq. ft.

5,000-20,000 sq. ft. gross floor area . 25 spaces plus 1 space per 150 sq. ft. over 5,000

sq. ft.
More than 20,000 sq. ft. gross floor

area 25 spaces plus 1 space per 150 sq. ft. over 5,000

sq. ft. plus 1 space per 100 sq. ft. in excess

of 20,000 sq. ft.
Restaurants and Bars 1 space per 150 sq. ft. gross floor area

Central Business 1 space per 300 sq. ft. gross floor area when mass

transit is available, 2 spaces per 300 sq. ft.
gross floor area if not available

Office Buildings

General business 1 space per 400 sq. ft. gross floor area

Banks, Professional Offices^ and

Service Shops 1 space per 250 sq. ft. gross floor area

Medical-Dental Offices 1 space per doctor and each employee plus 1 space

per examining room or 1 space per each 100
sq. ft. gross floor area

Public Assembly

Theaters, auditoriums, and stadiums 1 space per 5 fixed seats or 35 sq. ft. of seating

area

Churches . . . , 1 space per 3 fixed seats

Schools

Elementary schools 1 space per classroom

High schools and trade schools .... 1 space per 5 seats

Colleges 1 space per 3 students

218 THE PLANNING PROCESS

OFF-STREET PARKING (Continued)

USE MINIMUM STANDARD

Hospitals 1 space per 1,000 sq. ft. gross floor area or 1 space

for 2 beds
Recreation

Bowling alleys 5 spaces per alley

Amusement centers 25 spaces per 1,000 sq. ft. gross floor area

Dance halls 1 space per 5 seats or 35 sq. ft. seating area, plus

1 space per 35 sq. ft. of dance floor area

Beaches 1 space per 250 sq. ft. beach area

Golf courses 10 spaces per hole, 1 space per 35 sq. ft. floor area

of public assembly, and 250 sq. ft. floor area

for other uses

Industries 1 space per 300 sq. ft. gross floor area

Warehouses and wholesale houses . . 1 space per 800 sq. ft. gross floor area plus 1 truck

space per 5,000 sq. ft. gross floor area

Some Conventional Deficiencies. Zoning is the instrument which permits regu-
lation of the use of land to be administered in the public interest by protecting the
interests of each individual who invests in the urban community. These regulations
are predicated upon good principles of land control, but they fail to establish standards
of urban development that produce good cities. Harland Bartholomew has said:

Zoning has come about partly through the desire of certain better residential districts to obtain
a protection which is difficult, if not impossible, to secure by private initiative, and partly through
municipal authorities seeking to curtail the enormous losses brought about by uncontrolled
growth. Zoning as now practiced, however, has scarcely succeeded in attaining either of these
objectives. Owing to inaccurate and, more particularly, insufficient information, our zoning
ordinances have been quite out of scale with actual needs. The same forces of speculation that
have warped city growth in the past continue to do so through distortion of zoning ordinances. 3

Because it is a vital instrument, these deficiencies deserve attention.

The design of commercial zoning persists in retaining "horse and buggy" features.
It is an established community attitude in most areas that all land on highways should
be zoned for business. In the early days of the village the road led to the door of the
shop. The horse was tied to the hitching post in front and "parked at an angle." This
form of curb parking has lingered on while the automobile replaced the horse and
buggy, while the number of motor vehicles leaped from 8,000 at the turn of the
century to more than 70,000,000 in 1960, and while the electric streetcar and motorbus
made the horsecar extinct.

The shopping promenade of yesterday has become the traffic artery of today, but the
design of business zoning remains unchanged. Mile after mile of highways are
"stripped" with excessive zoning for commercial use. Strip zoning with its curb
parking has become a curse. Through-traffic does not mix with the ready ingress and
egress for parking and service needed on shopping streets. Submarginal business enter-

3 Urban Land Uses, Harland Bartholomew, Harvard City Planning Series, Harvard University Press, Cam-
bridge, 1932.

THE ZONING PLAN 219

prises, blighted houses, and acres of weed patches on unimproved lots stretch along
streets zoned for business, creating a state of built-in blight. The result is a plan which
is impractical for traffic and undesirable for shopping.

The property protection expected of zoning has been largely confined to single-
family dwellings. It is a peculiarity of current zoning that each lesser economic classi-
fication is permitted in zones of greater economic intensity. Single-family dwellings
are permitted in multiple-dwelling districts and both uses are permitted in commercial
districts. Some ordinances still permit all uses in industrial zones. As a result, the
only zone restricted to the use for which it is designed is the single-family zone; in this
zone only single-family dwellings are permitted. The "industrial park" is a step for-
ward, because it is restricted to industry, but this feature has thus far been infre-
quently incorporated into zoning ordinances. Mixed land uses are not economically
sound. Land occupied by dwellings in an industrial zone reduces the efficiency of
service facilities for industrial operations, and the safety and convenience of a resi-
dential community are denied to the residents scattered through an industrial district.
Zoning and planning will achieve compatibility only when the zoning ordinance
restricts uses in each zone to those for which the zone is designated.

The areas of land zoned for their respective uses are usually far in excess of the
requirements of the city. The amount of land zoned for commercial use has been
estimated at three to ten times the area that will ever be needed in the locations zoned.
This not only compels the mixture of incompatible uses but induces the spread of
uneconomic commercial enterprise. Submarginal business degenerates into blight and,
in turn, creates an unhealthy environment for its more prosperous neighbors. Were
land uses restricted to the classifications for which they are zoned, the temptation to
retain or seek zoning for uses which cannot be sustained economically would undoubt-
edly fade.

The tremendous burden of building bulk occupying urban land has contributed to
the congestion of people and traffic, the disappearance of space, and ugliness. Zoning
regulates the type of use permitted on the land; it also regulates the amount of per-
missible floor space. The regulations are expressed in terms of setbacks from property
lines front, side, and rear yards volume envelope, sloping planes from street lines,
maximum heights, lot coverage. The building volume resulting from these regulations
is the measure of the floor space and population density set by the zoning ordinance.
The maximum density permitted by prevailing ordinances is so excessive that open
space has disappeared, the streets cannot handle the traffic generated, and there is no
room to store vehicles. A final consequence, more elusive to measure but nonetheless
vital to the economic health of the community, is the imbalance between the demand
for space and the amount of excess space permitted by zoning laws. Neither the total
amount of land nor the total amount of permissible floor space can be absorbed for the
designated land use. As land development reaches a saturation point, new improve-
ments, exploiting the permissible zoning volume, drain away the opportunities of less
fortunate neighbors to sustain economic business operations. Physical deterioration

Single-family Areas

Commercial Areas

Two-family Areas

Industrial and Railroad Areas
MIXED LAND USES

Multifamily Areas

Vacant Areas

The mixture of incompatible land uses prevailing in our cities is shown in these illustrations.* While some
uses, such as industry and commercial, tend to concentrate in certain areas, the same uses also filter through-
out residential areas. Apartments multiple dwellings are heavier near the city center hut they are also
distributed over areas otherwise predominately occupied by single-family dwellings. The varying standards of
density in areas of mixed uses remove from the community a desirable and harmonious pattern of living.
Reduction of excess zoning for each of the "higher economic" uses, a common standard of population density
for residential development, and elimination of "strip" commercial zoning along highways by consolidation of
retail business in shopping centers would materially improve the situation. A major cause for mixed land uses
is the current practice of zoning in American cities. This practice is the permission of "lesser economic" land
uses within areas of "higher economic" uses. Thus residential development, being classified as a "lesser
economic'* use, is permitted in commercial and industrial zones which are classified as "higher economic" uses.
Similarly, commercial uses, interpreted as "lesser economic" uses than industrial, are permitted in areas zoned
for the ktter use. It does not seem unreasonable to assume that a well-planned community would establish
areas of adequate size and appropriate location for the various land uses and limit development in these zones
to the uses for which they are designated. Planning the integration of compatible land uses would thereby be
implemented.

*Land Uses in American Cities, by Harland Bartholomew, Harvard University Press, 1955.

Development of site as permitted
by the zoning ordinance.

PARKCHESTER, New York City

Board of Design: R. H. Shreve, A. /. Eken,
R. W. Dowling, H. C. Meyers, Jr., Gilmore
Clarke, Irwin Clavan, George Gove.

l t ac*t tM fttf

O~~0 MO JOB *O MI

Courtesy Architectural Forum

Development of site as built by
the Metropolitan Life Insurance Company.

The problem of current zoning regulations is demonstrated in this illustration. Zoning not only establishes the
uses to which land may be put, that is, industrial, commercial, residential, but it sets the standards by which
improvements upon the land may be developed. In residential districts the zoning regulations set the standards
of maximum density the maximum number of people for which building space may be provided through the
building volume resulting from restrictions on the front, rear, and side yards, building heights and setbacks.

It has become customary to associate the subdivision of land in small parcels with unstable community
character and suggest that large-scale development is the appropriate solution. This reveals an awareness of
current unstable trends, but it overlooks the real source of the evil the serious deficiency in the legal standards
established by zoning and building regulations. Mistakenly diagnosing an effect for the cause invariably leads to
prescriptions that weaken the patient, and the antidote of large-scale development for our urban ills tends to
stigmatize small-scale enterprise and discourage opportunities for moderate capital investment in urban develop-
ment and rebuilding.

The plans presented here illustrate, in part, the difficulty in maintaining adequate standards of land im-
provement under current zoning practices. The site is that of Parkchester, financed by the Metropolitan Life
Insurance Company. Located in the Bronx, New York City, the site contains 129 acres. In planning the project
(right above), 12,273 dwellings were placed upon the site in buildings ranging in height from seven to thirteen
stories. Some 200 stores and a 2,000-seat theater are a part of the community plan, and garage space for about
4,000 cars and parking space for 1,300 cars are provided.

The resulting density in the project is 95 families per acre about 320 persons per acre and the building
coverage is 27.4 per cent of the land area. This density is high but it is the comparison of this density and
land coverage with that permitted by the zoning law which exposes the real problem of normal urban devel-
opment.

The sketch (left above) indicates the coverage of buildings on the land that would have been possible under
the zoning ordinance and which, under normal circumstances of small-scale building on individual lots, is the
manner in which land in this section of the city is improved. According to the provisions of the zoning ordinance
24,800 families could have been loaded on the site at a density of 183 families, or 640 persons, per acre. Even
though the executed project resorted to seven- and thirteen-story apartment buildings to achieve the open space
within the site, it is built to only one-half the population density the zoning ordinance would have allowed.

New York City

Berenice Abbott tf e w York City

CEILING UNLIMITED!

Fairchfld Aerial Surveys

THE ZONING PLAN 223

follows economic blight, and the adverse effects injure both the overbuilt and the
underbuilt properties. The potential intensity permitted by the ordinance defeats its
purpose as a regulatory measure. Land values are subject to extremes of speculative
irresponsibility, and decent standards of open space and site planning occur, if at all,
despite the law. Zoning must allow- adequate space for dynamic growth, but it must
also avoid the excesses which nourish economic and physical blight.

PART IV

THE CITY
TODAY

This Is not Inflaming or exaggerat-
ing matters, but trying them by
those feelings and affections -which
nature justifies., and without which
we should be incapable of discharg-
ing the social duties of life, or en-
joying the felicities of it.

Thomas Paine, Common Sense

CHAPTER 1 3

SUBDIVISION
OF LAND

The Use of Land. The earth is our primary resource. Millions of years in time
created the few inches of soil that supports humanity. The greed and neglect of man
have often destroyed what took nature an infinite time to develop, and the story of
man's improvidence with the land is suggested by Walter Havighurst 1 :

In 1823 a little Norwegian wanderer, named Cleng Peerson, walked overland from New York
to the western territories. At Chicago he turned north. For six days he printed his steps in the
blank sands of Lake Michigan. At evening he boiled his kettle at the lake's edge. He slept under
the soothing drones of water. At the site of Milwaukee (three log huts, one of them empty) he
found a tall man, naked to the waist, beside a cabin hung with traps and snowshoes.

"What will I find if I continue north from here?" Cleng Peerson asked.

Solomon Juneau was a fur trader. He knew the great twilight of the forests.

"Woods to the world's end," he replied.

It was literally true. Woods for 600 miles. In that day six-sevenths of Wisconsin was forest.
Two-thirds of Minnesota was forest. The upper peninsula of Michigan was all forest. And the
forest began beyond Lake Superior, stretching away toward Hudson Bay. A country as big as
France and every mile of it mysterious with forest twilight and haunted with the sound of running
water. . . . Cedar, hemlock, tamarack and pine. A forest rich and vast enough for the needs of a
nation forever.

Try to find that forest now. . . .

The timber cruisers came, walked through the country. . . . Behind them came the lumber kings
and the great corporations. They logged off the forest in a furious assault. "Come and get it" was
the cry of the lumber camp. . . . "Come and get it" was the slogan of the corporations. . . .

How did the big corporations get hold of all of the timber? There was the Stone and Timber
Act of Congress, designed to safeguard national resources. But the corporations found the loop-
holes, and they got the timber. . . .

Following the mining of timber came the fires that swept not only the fallen timber but the
seeds as well ... so there was no second growth. Conservation of this forest preserve came
50 years too late.

This is so with all of our resources. In our desire to provide a maximum of oppor-
tunity and a minimum of regulation, we are prone to pass on a heritage of poverty

1 The Land and the People, Walter Havighurst, Land Policy Review, June 1941.

227

1933

Courtesy Long Island State Park Commission

:, . - . ~v.$- . ~g
^& A*-*-*-*^"^

1959 Courtesy Long Island State Park Commission

VALLEY STREAM, Long Island, New York

SUBDIVISION OF LAND 229

in natural resources. So often our willingness to protect our resources emerges only
after irreparable damage has been done. The control of land subdivision has been
similar to that of soil conservation. It is accepted only after most of the urban land has
already been butchered into pieces that render our city the unhappy affair we now
experience. Carol Aronovicci said: "Wisdom is knowing what to do. Virtue is the
doing it. . . ." In the subdivision of land as in many other affairs, our virtue precedes
our wisdom and, it might be observed, the "doing" of many subdivisions is without
much virtue.

Private Property in Land. The history of land-ownership commenced when men
grouped into tribes. Living on wild food and game, primitive tribes appropriated the
territory they occupied. Like the American Indian or the pastoral people of the Asiatic
steppes, the primitives guarded their territory from intrusion by other tribes, but
equality of use was open to all the members of their own community. Remnants of
these ancient customs survive; in territorial waters all have the right to fish, and in our
national forests the birds and beasts are stalked during hunting seasons.

The land belonged to the tribe and not to the individual; in this we detect a prec-
edent for the sovereign state as the true owner of all land. As the tribes grew in size
and acquired territory by conquest or peaceful consolidation, they subdivided into
villages. A degree of local autonomy was tolerated, but the land remained as a com-
munity holding.

This ancient tradition that the land is vested primarily in the community, with rights
to its use being granted to individuals, has persisted despite the forms which these
rights have assumed from time to time. This concept of land ownership, derived from
tribal possession of the land, was later reflected in the feudal system when land was
vested in the king as the head of the state.

In the feudal system land was "granted" by the king to his lords for their pledge of
military support. The lords in turn allocated rights to the use of land to their serfs and
villeins, these rights becoming an integral part of the social and political caste system.
As the feudal system dissolved, the privileges of the lords were transformed into a
form of ownership, and the landlord was born. In England the system of leasing land
estates to tenants reached a stage in which the tenants were assured rights to the land
even more firm than those of the landlord-owner; the tenants' intimate association
with the land and its use warranted secure protection against unfair eviction and assur-
ance of full compensation for improvements he might effect in the land.

The character of land tenure is complicated and has varied in different countries
at different periods of history. While the landlord-tenant system prevails in some
countries, the peasant proprietorship is predominant in others. The concept of land-
ownership has gradually moved from that of possession the act of presence on the
land as a place to live and to cultivate or capture food for survival to that of land
as property; in this latter concept the land becomes a commodity and we associate it
with private land-ownership.

Because of this identification it is necessary to recognize the relation between

230 THE CITY TODAY

private ownership and the interest retained by the community in the land. The legal
rule has been expressed that there is no absolute private right to land in our system,
the state alone being vested with that right which it concedes to the individual possessor
only as a strictly defined subordinate right, subject to conditions enacted by the com-
munity from time to time. 2 Quoting from the Encyclopaedia Britannica:

Land tenure, throughout the world, shows that it has pursued one unvarying course; com-
mencing In the community of tribal possession, land has everywhere by degrees been appropri-
ated to the village, to the families and to the individuals. But in every stage the condition of its
enjoyment and use have been absolutely regulated by the community in reference to the general
welfare. . . . Those who refuse to admit the right of the state to impose such conditions on private
property as it deems for the general benefit, may be dismissed with brevity. Not only do they
show entire ignorance of the history of land tenure at all times, but they belie the daily action of
the British legislature. Parliament seldom lets a session pass without making some laws which
assert the right of the state to take possession of property for private or public benefit, to tax it,
and to restrain or regulate the rights of its owners over it. Nor is there any theory of the basis of
property which does not tacitly admit that it is subject to the authority of the community. 3

Land in the United States was originally vested in the Crown of the country which
colonized the area. The British king made grants of land to the trading companies, and
they in turn transferred the grants to individuals or groups of settlers. It was customary
for these settlers to establish compact villages in the New England country with each
family receiving a holding of 20 acres. Outside the area of these individual holdings,
the land remained in custody of the community for use by all members of the group.
In the South, however, large tracts were granted for agricultural development.

The King of Spain held absolute title to the land in the Spanish colonies. His sub-
jects were dispatched to those areas the Crown desired to be populated, and the land
was leased for cultivation. The crops were specified, and, if for any reason the settler
neglected to cultivate the land, he was deported from the colony. Provisional grants
of huge estates were made to favorites of the Crown in the western country which later
became California. The first of these was in 1784, and ranches like those of Jose
Verdugo in the San Fernando Valley and Manuel Nietos between the Santa Ana and
San Gabriel Rivers occupied areas of 68 leagues or 390,000 acres stretching from
the mountains to the sea. These great holdings were roughly measured; the vara,
the measurement of distance, was calculated on horseback, and the later problems of
untangling disputed claims may well have originated with the relative spryness of
some caballero's horse.

Like the Roman praesidium, the German marktplatz, and the New England common,
the plaza occupied the center of the Spanish colonial pueblos. House lots were grouped
about the plaza, with the planting fields and public pasture land lying beyond them.
Although this form was originally adopted for protection from attack by hostile tribes,
the social advantages were later realized, and the Spaniards used this pueblo form in
all the cities they founded in North and South America. 4

2 The Encyclopaedia Britannica, The Werner Company, Chicago, 1893, Vol. 14, p. 259. (American Revision.)

3 Ibid.

4 El Pueblo, Security Trust and Savings Bank, Equitable Branch, Los Angeles, California, 1948.

SUBDIVISION OF LAND 231

Founded in 1781, the town of Los Angeles illustrates the typical village plan. Eleven
families traveled overland to settle this new town, and history records what was prob-
ably the first of the "super-colossal premiers" for which Hollywood later was to become
famous. The Indians and the garrison joined with the settlers in a gay fiesta marking
the establishment of the town.

Each of the settlers was permitted to cultivate 14 acres of land outside the resi-
dential area, and an equal allowance of stock and equipment was given to each family.
He had free range for his stock on the pueblo lands lying outside the land designated
for cultivation.

The first subdivision of the City of Los Angeles was quite simple. It covered an area of 4 square
leagues or about 36 square miles centered about the plaza which measured 275 by 180 feet. In
accordance with de Neve's instructions, the old plaza lay with its corners to the cardinal points
of the compass, the streets extending at right angles so that "no street would be swept by the
wind." Upon three sides of the plaza were the house lots, 55 feet in width. One-half of the
remaining side was reserved for public buildings, the other half was for open space. 5

After the American Revolution, land formerly held by the Crown of England went
to the respective states and, in order to resolve the conflicting interests of the states in
this land, much of it was made a public domain under the federal government. The
United States thereby became proprietor of the great frontier areas. Because the gov-
ernment of the new nation needed revenue for its operation and the expansion of the
vast country, settlement was encouraged by the sale of land at nominal prices, and grants
were offered in return for development. The Homestead Act was one such method,
entitling the citizen to 160 acres of land on the condition that he bring it under culti-
vation within a period of 5 years. Huge grants were made to the railroads as encourage-
ment to extend their rails across the western territories, about 10 per cent of the public
domain in 1867 being turned over to the several railroad companies.

These policies overlooked the possible dissipation of natural resources in forests
and minerals that later took place, and it has been subsequently necessary to devote
much legislation to the restoration and protection of these domains. In urban com-
munities the abuse of land through speculative excesses has paralleled the dissipation
of the natural resources in rural areas.

Land Subdivision and Speculation. As our nation grew in size and the urban
centers became large, metropolitan areas, there was increased competition for land
for all purposes. Great estates were broken up and sold in parcels of varying size.
Land was still considered, for the most part, as a base for some economic or social use.
Not until recent years did it become a speculative commodity, to be bought and sold,
like stocks and bonds, for a profit and, not infrequently, a loss.

Some of the wildest exploits in land sales occurred in Florida and California during
the early 1920's. Realty was beyond dreams in those fabulous days. Florida land was
sold at fantastic prices to people in New York and the New England states, and

*Ibid.

232 THE CITY TODAY

much of the land was under water. When the boom broke, thousands of people found
themselves with worthless property and their life savings lost.

Real estate speculation in California was somewhat reminiscent of the exploits of
the Americanos following the Spanish occupation, when tales of fantasy colored the
accretion of large land holdings. One such tale cites a case in which all land was to be
registered in the land office at a specified time or be declared free for claim by anyone
desiring it. Various tricks were employed to deceive the Spanish rancher as: some
notices were never published, or they were "lost"; some were phrased in language not
understood by the Spanish landowners; or, as a last resort, owners were terrorized to
keep them from the registry office until the deadline had expired.

In later days of speculation, land was subdivided and sold in flood areas and on
precipitous hillsides; in one area the gridiron platting of streets rendered the lots so
useless that 90 per cent of the land has since reverted to the state for failure to pay
taxes. A multitude of 25 by 100 foot lots were laid out and sold for "a dollar down
and a dollar a week." There were no sewers and no paved streets, and heavy rains
washed out roads and water pipes. These subdivisions were not only poor investments
for the purchasers, but they were wanton wastes of the urban land resources.

As lots in these scattered "wildcat" subdivisions were sold off, there followed the
demand for urban services and facilities and for transportation which could not be
supported. When the boom died in California as in Florida, thousands of lots, some
improved and some devoid of pavements or utilities, remained as evidence of pre-
mature and irresponsible subdivision. Assessment districts, which had been formed
to pay for the improvements promised by the subdivider, defaulted on their bonds and
the scene was one of economic desperation.

The depths to which abuse of urban land subdivision sank is best illustrated by the
contrast of fine residential suburbs which were begun during the same period. Such
developments as the Palos Verdes Estates near Los Angeles, St. Francis Woods in San
Francisco, Roland Park in Baltimore, Forest Hills on Long Island, River Oaks in
Houston, and the Country Club District in Kansas City are among a number in which
the best techniques in land division and development were employed.

Escape! The wanton neglect of the congested centers of our cities has been equaled
only by the wastefulness of its sprawling expansion. People are fleeing from the city
in search of relief from the ugly evils of congestion in their living and working
environment. This does not raise the question of decentralization versus rebuilding.
Cities are being continuously rebuilt, after a fashion, and decentralization is not only
coming, it is here. The central problem is to turn the current exodus from a rout into
an orderly expansion by way of planning and effective legislation to implement the
execution of the plans.

Thus far, expansion has amounted to a scattering of homes over the available out-
lying countryside. This has provided a means to escape from the outmoded living
environment within cities rather than a means to accommodate gracefully the growing
urban population. It has not been guided by the foresight of planners, enlightened civic

LONDON

Mid-17M Century Mid-lBth Century

THE EXPLODING METROPOLIS

Cities everywhere are growing with disorder along the same pat-
tern, each becoming a metropolis sprawling unplanned over the
countryside. These diagrams illustrate the urban explosion since
the industrial revolution of the nineteenth century. Rare among
such cities, London has planned a "greenbelt" to restrict its
expansion.

Century

Today

TOKYO

$000

CHICAGO

Before 1850
NEW YORK CITY

1875

1900

1760

1800

Today

BARCELONA

18th Century

19th Century

20th Century

ZURICH

1633

1833

1933

SUBDIVISION OF LAND 235

leadership in business and government, nor wisdom in urban economics and finance.
Credit for meeting the demand for better living must go to that aggressive group of
patent medicine men of real estate we have identified as "lot hawkers." Only they were
prepared for the call and they made a contribution to improved urban living. Of those
who could afford to escape, there are few not living in some subdivision promoted by
the early hawkers of real estate or their more recent offspring. The process was chaotic,
unplanned, and it created more problems for the future than it solved. But the people
were served.

Henry Ford said, "Plainly, so it seems to some of us, that the ultimate solution will
be the abolition of the City, its abandonment as a blunder. ... We shall solve the City
problem by leaving the City." 6 This thesis reflects the underlying discontent with cities,
but can it be a milepost on the way to reaching a decent environment?

People Need Cities. People have congregated in cities for their mutual welfare.
They are now retreating from the congestion. Commercial and industrial expansion is
moving to the outskirts to dodge the incredible land prices in the older areas. Decen-
tralization is on the march, but this is an industrial age and the urban framework
forms the basic pattern of our economic and social system. It is in the cities where
people find their work. The surge of population to the cities has occurred at a remark-
ably accelerated rate, but it is not a phenomenon of recent origin. During the thirties
three-quarters of all industrial jobs were within the major industrial centers, and these
centers were confined to only seven per cent of all the counties in the United States. More
than one-third of all jobs were in large cities and one-fifth in the peripheral areas
and satellite communities contiguous to them. 7

The urban population of the country was only 3 per cent of the total in 1790, and it
is almost 70 per cent of the total today, having increased nearly 30 per cent during the
1950-1960 decade. But the great central cities are losing population. This trend has
also been evident since the thirties when the suburban districts of metropolitan areas
under 1,000,000 population gained twice as fast as the central cities themselves, with
a similar trend in areas over 1,000,000. The suburban and satellite areas of Detroit
and San Francisco-Oakland increased twice as fast as the central urban districts;
the suburban and satellite communities around Chicago, New York, and Pittsburgh
gained three times as fast as the central cities; around Philadelphia they gained six
times as fast; St. Louis more than ten times; and around Cleveland nearly eleven times. 8
The trend has advanced to the point where the population in 10 of the 12 largest cities,
with populations in excess of 700,000 and including the above-named cities, decreased
during the 1950-1960 decade; only Los Angeles and Houston showed gains. The
people are moving to the suburbs and satellite communities about them, but they seek
to retain the advantages of the urban environment. More than three-quarters of the
urban population live in the 212 metropolitan areas, and 40 per cent of this urban

6 The Modern City- A Pestiferous Growth, pp. 156-157; Ford Ideals, being a Selection from "Mr. Ford's
Page" in the Dearborn Independent, The Dearborn Publishing Company, Dearborn, Michigan, 1922.

7 Is Industry Decentralizing, Daniel B. Creamer, University of Pennsylvania Press, 1935.

8 Population and Industrial Trends, Ladislas Segoe, American Society of Planning Officials, 1935.

236 THE CITY TODAY

population occupies the sixteen metropolitan areas of more than 1,000,000 people. 9

Spreading at random about the metropolitan countryside, the subdivisions exact a
heavy toll upon the city. Extension of public services utilities, streets, schools, trans-
portation, police and fire protection over sparsely occupied sections has heaped a
burden upon the city treasury. Financing the urban community has become a lingering
illness. Debt hovers over property and improvements until a day when it is either
paid up in full or foreclosed. It hangs over the City Hall and drains the taxpayer.
Investments are unplanned; lending institutions compete for loans in the expanding
suburbs, mushrooming over the countryside and sapping the strength of the central
districts. "Lenders thus find themselves in the unpleasant situation of financing their
own funeral." 10 The city invites chaos and awaits the day when the federal govern-
ment must be summoned to bolster the crumbling local economy. Encouraged by the
prospects for cheaper development, uninspired builders surge to the outskirts, create
the blight of tomorrow, and retreat to other equally fruitful fields.

Within every city is much land which is either vacant or inefficiently used. The
speculative prospect for a future increase in the selling price is a strong inducement to
withhold this land from development. The penalty of high real property taxation on
improvements is a further deterrent to development. Henry George, in 1879, evolved
his theory of the "single tax" on land as a remedy for the situation, 11 and the graded
real property tax in Pittsburgh assesses land at twice the value of improvements.
Various methods have been proposed to emphasize taxation on land as a means to
remove the speculative advantage of withholding land from development and conserve
the public facilities and services of a community. Applied to all land, this principle
could also discourage speculation in unproductive vacant land in the suburbs.

The role of cities is vital. They provide the range and diversification of employment
essential to free existence. Our task is not to destroy the city, but to build a better one.

Subdivision Regulations. The questionable practices of the 1920's placed the
subdivider of land in an extremely poor light, and the able practitioner was unavoid-
ably identified with the unscrupulous. Reforms were overdue, and the necessity for
regulations over the subdivision of urban land was urgent. These controls are based
upon the principle that the use and development of land constitute a right bestowed by
the community upon the individual, and this right may be withdrawn or withheld when
and if the individual violates the conditions upon which it is vested in him. The power
of eminent domain, the police power, the power to tax real estate, and the power to
regulate the use of land are expressions of this principle, and it provides the structure
upon which the development of urban land is built,

A subdivision may be defined as follows: "Any land, or portion thereof, shown on
the last preceding tax rolls as a unit or as contiguous units which is divided for pur-
poses of sale, either immediate or future, by any subdivider into five or more parcels

9 U.S. Bureau of the Census, 1960.

10 Miles Colean before Mortgage Bankers Association, New York City, 1943.
I* Progress and Poverty, Henry George, 1879.

SUBDIVISION OF LAND 237

within any one year shall be considered to be a subdivision and requires the filing of a
map for the approval of the planning commission and the legislative body." 12 Such a
definition, or one of similar form, is usually contained in state laws which vest in cities
and counties the right of police power for the regulation of land subdivision, or in
planning acts which outline the procedure for preparation of the General Plan.

The definition of a subdivision like the foregoing does not preclude the sale of a
portion of an individual lot; this right is retained by the individual property owner.
A parcel of land may be sold in whole or in part at the discretion of the owner without
the necessity to follow the subdivision procedures. It is only necessary to inform the
county recorder and the tax assessor of the sale so that the official records may be
adjusted and the taxes reassigned. The regulations applying to the development of
individual parcels of land are the zoning laws, the housing laws, health and building
codes, and sanitation laws. The division of property falls within the classification of
subdivision regulations when (according to a definition like the preceding description)
a piece of land is divided into at least five separate parcels each of which is to be
separately sold within a period of one year. Many communities regulate the division
of property into less than five lots through local ordinances.

There are many interests involved in the subdivision of land including those of the
original owner, the developer, the prospective buyer, and the city as a whole. Ladislas
Segoe stated:

To the land developer the subdividing of land is primarily a matter of profit. He is chiefly inter-
ested in realizing as much money as he can from the sale of his land in the shortest possible time.
To the community the subdivision of land is a matter of serious public concern. The activities of
the developers shape the future of the community and condition in a considerable measure the
quality of the living and working conditions of its inhabitants. Where such activities are uncon-
trolled or inadequately controlled, they also may place an undue burden on the public treasury
by reason of excessive cost of public improvements and maintenance, unnecessarily high operat-
ing costs of public services, and through the participation of the community in the financing of
improvements in premature subdivisions. 13

One of the first steps taken in some states for the control of subdivisions was the
licensing of the subdivider. To obtain a license some education was necessary in the
principles and practices of land sales as well as a knowledge of state and local laws
pertaining to the subdivision of land. In both state and local laws it was generally
necessary for the owner of land to employ a licensed engineer to prepare the sub-
division map for recording. This was an effort to ensure the accuracy of the subdivi-
sion maps and avoid alteration in the development after it was recorded. In more
recent years it has been frequently mandatory to record on the subdivision maps any
unusual or hazardous conditions such as the danger of floods in low areas. Such land
has not been necessarily precluded from sale, but the purchaser was warned of what

!2 Subdivisions Map Act, California, Article 3, Section 11535 (1943).

13 Local Planning Administration, Ladislas Segoe, International City Managers' Association, Chicago, 1941,
p. 495.

238 THE CITY TODAY

he was purchasing. If life was endangered, however, the public body could deny the
right to subdivide and sell the land.

Subdivision of land is the method of transforming a city plan into a reality. Many
elements in the overall plan are realized at the time the land is developed. Highways
are dedicated, streets and alleys are paved, sewer and water lines and electric power
are installed, new schools are constructed, transportation lines are extended, and police
and fire protection is expanded. The city plan is either realized or it is lost in the sub-
division of land. The control a community retains over land subdivision is the means
by which the elements of the General Plan are enforced.

Having sovereign rights over the land within their boundaries, state laws govern
the ownership, transfer, and use of private property, and they vest in cities and counties
the right of police power to regulate the subdivision of land. Some states establish the
procedures for subdividing land and have real estate commissions which ensure
compliance with these procedures. The real estate commission operates in a manner
similar to that of a corporation commission that regulates the sale of stocks and bonds.
They check the legitimacy of sales organizations, the quality of the lots offered for
sale, and ascertain that the required improvements are either installed or assured
by a bond posted by the subdivider prior to approval of the subdivision and sale
of the land.

The design of subdivisions is the responsibility of the local government of the com-
munity in which the land is situated. Under the provisions of the General Plan, the local
planning agency is generally charged with the responsibility for administration of the
standards for "community design" of subdivisions, the shape and size of lots, the size
and length of streets, the spaces to be reserved for community facilities, schools, and
recreation.

In effect, the community reserves an equity in the land and vests in the individual
the right to own and use land subject to the requirements for the general welfare of the
community. Thus the city may require the subdivider to dedicate certain streets for
access to property and it may demand that sewer lines be installed. If this facility is not
available, the city may require larger lots to avoid the possibility of water and soil
contamination by effluence from cesspools or septic tanks. The city may require service
roads where land abuts a principal traffic way to control the ingress and egress to
property, and it may require the installation of specific utilities and roads, walks and
curbs, street lighting, electric distribution, or require the subdivider to post a bond to
cover the cost of such improvements before the final map of the subdivision is approved.
The subdivider may be required to conform with a major highway plan for the com-
munity and the grades and proposed alignment of city streets.

The local planning agency aids the subdivider in planning his land, suggests im-
proved methods of site planning, and recommends to the legislative body exceptions to
established regulations which may be warranted by peculiar characteristics of the
various sites. Material assistance has been rendered by the Federal Housing Administra-
tion in the improvement of subdivision design; this Federal agency has performed a

SUBDIVISION OF LAND 239

service in raising the quality of subdivision design in communities where local laws
are ineffectual or no trained planning officials are active.

One of the principal deficiencies in subdivision practice today is the difference in
improvement standards which prevail in adjoining communities. These differences are
apparent in the strange street alignments, blocked roadways, alternately wide and
narrow streets, and differences in type of pavements we frequently observe as we move
from one community to another. Less discernible, perhaps, but more disastrous to the
general community welfare and regional development are the differences in standards
for the design and construction of real estate subdivisions, some communities willfully
lowering their standards below those of their neighboring areas to invite the subdi-
vision and development of land within their boundaries only to suffer the pain of a
degenerated community at some later date. Many cities have made agreements to
cooperate in matters of subdivision where the developments are within a certain dis-
tance of their respective boundaries. Where regional planning agencies are active,
they have coordinated the subdivisions of the various cities within their jurisdiction
and here is a field ripe for significant service and progress.

A method for the exercise of quantitative control over land subdivision is yet unre-
solved, but it is urgently needed as a means to restrain excessive and premature
expansion of subdivisions. Repetition of the economically disastrous practices of the
1920's, many of which are recurring today, need to be forestalled, but the method of
legally accomplishing this purpose has not been developed. There were suggestions for
issuing "certificates of necessity" during the 1930 decade when the effects of "wildcat"
operations became painfully obvious. These certificates were to allow subdivision of
land only when the developer could demonstrate the need for developing his property
and produce some evidence of bona fide purchasers for it.

The most effective means to cope with excessive subdivision thus far has been the
requirement that a subdivider install all utilities and improvements, including streets
and walks, in conf ormance with the standards established by the community. The sub-
divider must thus install, at his expense and prior to sale, all the required improve-
ments. This transforms the subdivider from the usual position of a land speculator
to that of a land developer. When required to meet the full capital costs of a complete
improvement, it is likely that the developer will consider more thoroughly the financial
soundness of his development in terms of its timeliness before he ventures willfully
upon a highly speculative enterprise.

Subdivision Procedure. Our conception of land has changed from that of the
soil we cultivate for food and the earth from which we extract the minerals and mate-
rials to sustain our civilization. The change has come about almost imperceptibly, but
nonetheless surely. Land is still used for the same primary purposes. However, it is
not only used for the goods it produces; it itself is treated as a good to be bartered
for trade. As such a commodity, trading in urban land is frequently conducted inde-
pendently of its productive usefulness in the traditional sense. Ostensibly the value
of land is linked with the manner in which it may be used, but possession is quite

240 THE CITY TODAY

generally acquired for the purpose of exchanging it as a commodity rather than for
its natural productive use.

As a result of this gradual shift in emphasis upon land, we have grown unaware of
the vital impact which the process of transforming raw acreage into improved urban
lots exerts upon the community welfare. It is to assure the protection of the general
welfare that subdivision regulations have been devised, with the knowledge that, in
the final analysis, it is the general welfare that protects sound investment in urban
development.

Although procedures vary in different localities, the following steps may serve as a
description of the general sequence from an unimproved site to the development of
parcels available for sale:

1. The land is surveyed to ascertain the precise description of its boundaries, the
abutting streets, local drainage conditions, contours of the land, and the special features
or structures that may occupy the site.

2. Official records are consulted to define the location of special easements or rights-
of-way that must be retained in developing the land. There may be a proposed high-
way passing across the site or easements for sewers or power lines to serve the site or
adjoining land. All restrictions on the use of the property must be determined: deed
restrictions and zoning, the location of existing sewers or other requirements for sani-
tation, the height of the water table, the type of soiL The data on orientation and wind
directions may affect the layout of streets and building sites. The surrounding land
uses, both existing and permitted, require investigation.

3. Schools, parks, playgrounds, and other cultural and social facilities are located,
and availability of transportation and shopping facilities is evaluated in reference to
the services they may provide to the residents in the proposed development.

4. The subdivision ordinances are consulted for restrictions which may apply to the
size and shape of lots, the width and grade of streets, the set-back lines to be observed,
and the methods for presentation of the maps required by the local government agency:
the planning department, real estate commission, or city engineer.

5. The developer should employ a planner or engineer to prepare the tentative or
preliminary plan for the development of the property. This map should show, with
reasonable accuracy, the manner in which the land is to be subdivided: the approximate
size, shape, and the number of lots, the location of streets, their radii or curvature and
grades, the method for providing drainage in all areas, and the utilities to be installed.
The zoning and proposed land use open space to be reserved or developed for recrea-
tion, shopping, or other community facilities should also be indicated.

6. An estimate is then prepared to show the probable total cost for development of
the site and indicate the minimum selling price for the lots to defray the cost of the
land, the improvements, and the overhead for subdivision commissions and profits.

7. Before filing the tentative map with the local agency, planning department, or
city engineer, it is generally considered good practice to consult with the Federal
Housing Administration land planning officials and lending agencies. This is par-

SUBDIVISION OF LAND 241

ticularly important if approval for mortgage insurance by FHA is expected to be
ultimately sought by purchasers of the lots.

8. The tentative map is then filed with the local agency, planning commission, or
engineer, and this agency submits it to the various city departments for advice on
engineering, health, schools, fire and police protection, and recreation. The suggestions
and requirements of each department are co-ordinated by the planning commission,
and the specific conditions for approval of the proposed subdivision are then issued,
these conditions being based upon the public health, safety, or the general welfare of
the community. On many occasions the planning staff will prepare a revised plan to
suggest improvements in the design of the site or indicate the manner in which the
plan may better conform to local conditions and the General Plan for the city.

9. After approval by the planning department and the legislative body, the developer
proceeds with the preparation of the final or "precise" engineering map for the land.
The street improvements and utilities are shown, the lots are staked on the ground, and
minor changes which may be dictated by peculiarities in the site, such as hilly areas,
are recorded. The final map is then filed with the city authorities who check it for
conformity with the approved tentative map. If compliance is apparent, the final map
is submitted to the local legislative body and the mayor for final approval. It is then
officially recorded.

10. Before sale of the land may be undertaken the final recorded map must usually
be filed with the state real estate commission and approval of sale obtained from that
government agency.

Modern Subdivision Trends. The subdivision of land is responding to the tech-
niques of large-scale planning, and the magic words of mass production and prefabri-
cation are having their effect. Jerry-building persists, to be sure, and the city faces a
struggle to combat the insidious effect of the cheap product of unprincipled, speculative
developers. Pressure to retreat from decent standards of land development is strong,
and resistance is difficult in periods when a housing shortage and high costs create
social as well as economic problems for city dwellers. Subdivision standards for mini-
mum lot area and width, street rights-of-way, design and construction of pavements,
sidewalks and curbs, water and sewer lines, have become accepted controls administered
by city authorities. In the interest of economy or greater profit margin, the pressure to
reduce standards is ever present, but the necessity for and desirability of such standards
is generally recognized. It is in the broader implications of urban expansion that regu-
lations of land subdivision need serious attention.

Conservation of the land is vital, not only to avoid reckless waste of this precious
resource, but for the economic and social stability of the community. The sprawl of
suburbia is a symptom of the revolt against congestion and exploitation in the central
city. The crying need for re-examination of the nature of urbanism in our society is
urgent, but the extension of urban facilities ad infinitum to serve the symptom post-
pones treatment of the malady. A common, perhaps national, fervor comparable to that
which brought the London Plan and New Towns to England after World War II may

242 THE CITY TODAY

be necessary to force the search for a pattern of urbanism appropriate to our time.
Meanwhile, and without relaxing this search, the uneconomic expansion of suburbia
will require some measure of curtailment. The unpleasant reality of deterioration
throughout great areas of the central city demands attention, but prudent conservation
of land is companion to economy in the cost of government.

The requirement that the land developer assume the cost of street and utility im-
provements in new subdivisions is accepted practice. Expansion creates the demand for
a variety of facilities schools, parks, playgrounds, and health, fire and police protec-
tion, highway and utility extensions. It is a public responsibility to assure the pro-
vision of these facilities. When the services are required to accommodate an increase in
population, the added tax revenue to the community may maintain an economic balance
with the cost of the facilities. Imbalance occurs, however, when the municipal facilities
are necessarily duplicated to serve the population escaping from the central city, or
where expansion is into an area that has no economic support.

The power to withhold permission to subdivide land is one control with which
balance may be maintained. Denial of the right to subdivide land, however, is strong
medicine, and other means may serve with greater equity and equal effectiveness.
Independent of the market value of land, the public improvements and services
necessary to the development of raw land enhance the basic land value. Since this
increment of increased value is created by public expenditure, it seems reasonable to
assess a pro-rata share of the cost against the subdivision.

A policy adopted in a growing number of cities is the requirement that the developer
shall provide the new subdivision with a neighborhood park and playground. The
policy is based upon the premise that recreation space to serve a residential sub-
division is in a similar category to public rights-of-way and improvements for streets,
sidewalks, service roads, and parkways. Since the size of subdivisions varies, some
being too small to require a local recreation area, a charge is assessed the subdivider
as a deposit with the city to assure the development of this facility when the demand

arises. 14

Planned Development The Community Unit* The growing acceptance of the
principles of community planning is one of the encouraging signs of an improvement
in standards. Land in the heart of cities is already subdivided. Improvement in city
planning within these huge areas of the city must necessarily emerge with techniques
of urban renewal and redevelopment. The major activity has been consequently taking-
place on the outskirts of the cities and will undoubtedly continue until renewal becomes
an effective instrument for rebuilding the central areas.

Attention to the amenities of good community planning is apparent in the standards
espoused by such organizations as the Urban Land Institute. The members of this
organization include some of the pioneers in the development of subdivisions and the

14 A lower court decision in California, Kebler v. City of Upland, found an ordinance requiring subdividers to
provide funds for schools and parks to be illegal under state law. The judge found the objective to be worthy
but the technique illegal.

SUBDIVISION OF LAND 243

planning and building of residential communities. That good planning may also be
good business is attested to by the appeal of such men and organizations for an improve-
ment in subdivision development. The mediocre product of speculative ventures has
succeeded in the past and will continue to succeed so long as it remains a profitable
enterprise. As the initiative of creative enterprise in community building produces
better standards in the living environment, the ventures in speculative practices will be
reduced to a diminishing level of investment; by this form of competition and the
maintenance of decent standards of land subdivision land planning our cities may
gradually improve as an environment for the people.

In the General Plan, the location of future neighborhood centers shopping centers,
parks, and schools are only approximately defined within the undeveloped areas of
the city. The land use is usually shown as low density or classified as single-family
residential zoning. The principles of community planning applied to large-scale sub-
divisions imply a balanced range of dwelling accommodations as well as a full range of
community facilities. A provision for planned development, or the "Community Unit,"
.has been incorporated in zoning ordinances to encourage and facilitate this integration
of land uses. Under this provision an owner, or group of owners, may propose a
complete development plan which, upon approval by the Planning Commission, may
be adopted by the legislative body as the zoning plan for the entire area in lieu of
prevailing zoning. This feature affords a flexibility in planning subdivisions not here-
tofore available. It implements planning for a diversification of dwelling types, char-
acteristically lacking in conventional zoning, and assures harmonious density within
the plan.

The prospects for an improved environment offered by this enlightened approach to
planning of subdivision expansion warrants encouragement. The cumbersome pro-
cedures involved in the modification of conventional zoning fortify entrenched resist-
ance to the flexibility demanded for community planning. Planned development may
be a means by which the current complications are overcome and accomplish a variety
in urban expansion not previously feasible. It could release the future subdivision of
land from the strait jacket in which the built-up city and current subdivision practices
are bound, and provide the amenities and character of an urban environment we
associate with the central city without its concomitant faults. It may lead to a broader
concept of planned decentralization for the metropolitan regions in which the great
majority of the population is destined to find itself in the future industrial and
scientific age.

Density Control. Conventional residential zoning classifies land uses according to
building types single-family or multiple-family. This method has its roots in the his-
torical beginning of zoning when "fine" residential sections were protected from intru-
sion by undesirable uses. The precedent has lingered on while the form of protection has
become a myth. Vast changes in the social and economic structure have completely
altered the physical character of the city. The multifamily dwelling is no longer
reserved to the "tenement house" class, nor is the single-family dwelling district the

J L.

Fig. 1

DENSITY CONTROL

In this illustration Fig. 1 represents a typical sub-
division of 48 lots controlled by the minimum lot
size. In Fig. 2 relaxation of the minimum lot size
as the basic control results in the same number of
lots but reduces the area of internal streets, elimi-
nates through-traffic, and provides a common open
space for all dwellings. Fig. 3 retains the same num-
ber of dwellings but introduces a diversification of
dwelling types, with compensating reduction in
streets and increase of recreation space.

Fig. 2

Fig. 3

ALDEN PARK, Philadelphia

This well-established group of apartment build-
ings illustrates that a mixture of dwelling
types is not novel. Within a handsome land-
scape setting, these large buildings have for
many years been desirable neighbors of the
single-family estates within the environs. Ex-
cept for their external appearance, they might
have been lifted out of the City of Tomorrow
by Le Corbusier.

"\ (

Fig.l

CONVENTIONAL

SUBDIVISION

DENSITY CONTROL

With the minimum prevailing lot area as
the unit of measurement for the overall
"gross density" in this illustration, the
site would accommodate as many as 200
dwellings. Adjusting the internal street
system to the topography in a typical sub-
division plan, with the usual odd lot sizes
which result, would produce only 137 in-
dividual lots in conformance with the
standard regulations (Fig. 1). With the
principle of density control applied, per-
mitting 200 dwellings, an arrangement of
clusters of row (alias "town," "group,"
"garden," or "patio") houses about cul-
de-sac roads results in the allocation of
about one-fifth of the site for park devel-
opment (Fig. 2).

This is the primary community interest
served by density control. Other advan-
tages may accrue in the planning of indi-
vidual dwellings (Fig. 3), cul-de-sac roads
(Fig. 4) (see next page) , attractive plant-
ing along the main circulation roads, and
economy in site improvement costs. These
costs may be reduced to as much as one-
half those of the conventional subdivision
because of economy in grading, paving,
drainage and utilities. The degree to
which the consumer of housing shares in
these economies will extend the broad
social advantages which may also accrue.

Plans by courtesy of
Richard Leitch, Architect

Fig. 2

DENSITY

CONTROL

with

CLUSTERS

Fig. 3

DWELLING PLANS

TYPICAL CLUSTER" PLAN

Fig. 4

DWELLING

CLUSTER

CUL-DE-SAC

ROAD

SUBDIVISION OF LAND 247

sole domain of the privileged class. The apartment and the detached house are not
now distinguished by the difference in type of dwelling but rather by the quality of
each, the geographic location, and particularly the family composition and preference.
Incompatibility revolves about the differences in the density of each type the rela-
tive adequacy of interior and exterior space for comfort, convenience and safety.

Planned development implements a desirable "mix" of dwelling accommodations
to serve the needs of a balanced range of family sizes and preferences. The quality
of the improvements which are placed upon the land and the level at which they are
maintained contribute to the character of a community, but density is the key factor
in planning. It establishes the texture of the physical form. It reflects the distinction,
for instance, between a community of single family homes and a community of multi-
story apartments. It is a unit of measure for establishing a balance among all com-
munity facilities and circulation.

The term density is commonly employed as a measure of the number of dwellings
which occupy, or may occupy, an area of land. "Net density" is identified with the
number of dwellings in relation to the land area exclusive of public rights-of-way
the streets and sidewalks, parks and playgrounds, schools and commercial areas
whereas "gross density" usually pertains to the number of dwellings in relation to
an area of land including all public rights-of-way and other related land uses. A dis-
tinction between these definitions may serve a useful purpose for certain technical
measurements and comparisons, but the significant measure for the general texture of
the physical form is expressed by gross density.

The pressure of urbanization has intensified the demand for land to accommodate
the expanding urban population. Efforts to maintain the traditional single-family
dwelling on its individual lot has forced the subdivision of land into increments of
inadequate size and the typical "cookie-cutter" subdivision pattern has been inevi-
table. This, in combination with the economic pressure to reduce building and site
development costs, has resulted in vast areas of mediocre residential "tracts" about
our cities. Every city will have its districts of single-family detached homes; this tra-
ditional form of family dwelling has amenities of particular value. These districts in
the very large metropolis may be removed to the distant outskirts, but they should be
planned upon standards of adequate lot size and shape which actually produce the
amenities of the detached house upon its separate piece of land. In seeking to preserve
the single-family detached dwelling, however, the minimum lot size has been reduced
to dimensions which actually nullify the real advantages of this form. The narrow
width of sideyards which separates dwellings denies privacy and renders the space
wasteful, and the conventional street "setbacks" have lost almost all semblance of
usefulness since the automobile converted the street from a promenade to a service
roadway. Insistence upon a distinction in zoning between subdivisions of high-density
single-family lots and Zow-density apartment districts has consequently contributed
in large measure to the extension of urban sprawl.

The genuine unit for measurement of adequate standards of planning is the indi-

248 THE CITY TODAY

vidual human being. Family composition and characteristics vary, as do personal
desires. Families need space in proportion to their sizes: children need space for
active recreation, adults for sports, and the elderly for relaxation. Variations in
these requirements may be more than absorbed in the "psychological elbow room"
people need and now find wanting in their living environment. A diversification of
dwelling types is necessary to the satisfaction of the wide range of desires and family
needs in a city. Insistence upon the distinction between a single-family classification
of land use and the apartment district has inclined to obscure the wide gap which
exists between the amount of land area per family in these two categories of residential
zoning. If the amenity of space on the earth were related to the common denominator
of the human being, the importance of density rather than the type of dwelling struc-
ture or the size of a lot could be employed as the desirable control for residential
planning. It is within the space of this wide gap that conventional subdivision practice
and apartment zoning require overhauling. Were a relatively common standard of
population density to be adopted as the measure of control for residential develop-
ment, varied patterns could be woven within the overall texture of the physical form
of the city. The apartment and the single house, the tall building and the low building,
would then approach equal acceptability as neighbors and as places in which to live.

Regulation of land subdivision through the control of density in its simplest form
is illustrated on page 244, whereby the lot size in a conventional subdivision plan may
be reduced upon the condition that the total number of lots, or dwelling units, is not
increased and the residual land area is reserved for common use.

The application of density control may be extended by the interpretation that the
conventional minimum lot size represents an acceptable unit of measurement for the
gross density in a community. The number of dwellings which may be placed upon
an area of land is thereby controlled by this density rather than the minimum lot size
per dwelling. This method of control offers flexibility in planning the internal street
system and the arrangement of the dwelling units. Efficient planning may also produce
economy in development cost. As compensation for these advantages a predetermined
proportion of the property would be reserved as open space for community recreation.

This approach to density control may open further opportunities in land planning
and tract development. The "row" house has acquired an unpleasant connotation for
various reasons, ranging from the dull aspect of the conventional row buildings in
some older cities to the "barracks" with which public housing was identified in the
early years of the program. When we recognize that the disagreeable impressions have
not been produced by the type of dwelling but rather by the manner in which it has
been planned and designed, a block to improvement in planning and economy will
have been removed, and the inherent advantages of density control in stemming the
course of urban sprawl may be exploited. A step in this direction has been taken
through the curious attraction which the term, "town house," has aroused.

A feature of density control is the consolidation of open space for community use,
and the effective maintenance of this common space is essential. The subdivision of

SUBDIVISION OF LAND 249

large land areas may warrant a consolidated reservation of sufficient size to be accepted
as a public park and playground in the recreation program of the public authorities.
For open space in subdivisions of less magnitude the "neighborhood association" may
serve as an acceptable alternative. "Special Assessment Districts" have been employed
in many communities to provide for street lighting, sanitation, recreation and other
special facilities or services not supported by the general tax. In some states the counties
may contract with cities or with "special districts" to provide specific services. These
districts may be created at the time the land is subdivided and purchasers of homes
informed of the special tax to be levied for the services rendered. This form of assess-
ment for the maintenance of community facilities such as open space is thus collected
with the "ad valorem" tax and renders assurance of an equitable distribution of the
costs.

It is in the public interest to develop planning techniques which may avoid the waste-
ful and uneconomic extension of urban services. Density control suggests a method by
which the current disparity between the single-family classification of land use and
the alternative of apartment zoning may be resolved. It also suggests an approach in
planning which may recover a desirable physical texture which can be identified as
urban.

CHAPTER 14

THE NEIGHBORHOOD

UNIT

A Unit of Urban Design. When prehistoric men found land which would support
them in relative safety and comparative permanence, they formed towns. Mutual aid
in times of danger and cooperation toward a general improvement in their living
conditions encouraged the development of the city; people realized they could create
more things for themselves by working together than they could individually. Being
a social entity man seeks the companionship of his fellowmen. Generally desiring the
association of others as much like themselves as possible, people with common inter-
ests assembled in groups to secure for themselves protection and the maximum amen-
ities of life.

As the city grew in size, some areas within it assumed certain homogeneous qual-
ities which we have identified as neighborhoods. People who came to America fre-
quently grouped together with those who spoke their common language, shared their
particular religious tenets, or stemmed from similar racial backgrounds. When some
of their number became richer than the rest and enjoyed the greater mobility provided
by a fine brace of horses and a carriage, they moved their residences to near-by hills
and formed more exclusive neighborhoods founded on differences in social and
economic status. Different environmental standards were established and people who
desired and could afford them gathered there to secure these amenities.

Some neighborhoods developed, as in ancient times, more from compulsion than
native choice; restrictions of prejudice, limitations of language, or economic pressures
often forced the cultivation of neighborhoods identified by class distinctions.

As open space in the growing city was built up, some neighborhoods were unable
to retain their original identity, the economic level of the people living within them being
inadequate to maintain a standard of physical maintenance or community services.
Decay set in and slums were on the way toward formation. Residents of formerly
exclusive areas moved to new districts beyond the reach of this influence. The metrop-
olis created by the industrial revolution completely dissipated whatever urban unity
remained from the medieval town and, except for exclusive residential districts
which escaped from the sprawling industrial city, the distinctions between neigh-

250

THE NEIGHBORHOOD UNIT 251

borhoods gradually merged into a common mediocrity. It was necessary to restore
some semblance of human identity to the urban scene and, prodded by the social
evils that enveloped the factory town, social workers emerged with the settlement
house. Probably the settlement house movement which began in London about 1885
was the first conscious recognition of the neighborhood as a basic element in the urban
structure; it served as a nucleus for the restoration of human values which had dis-
solved within the indistinguishable mass of the industrial metropolis.

The dissolution of these values has created among urban dwellers a detachment
from each other. Opinions among social scientists differ on the effectiveness of the
neighborhood principle as a means to overcome this detachment. Some contend it is
imperative to re-establish a "face-to-face'* relationship through neighborhood associa-
tion, others expect that people will seek their friends no matter what distances may
separate them, even while they remain only chance acquaintances and even strangers
with their next door neighbors, and some oppose the neighborhood with the claim that
it leads to a grouping of people that inevitably results in compulsory class distinctions.

These conflicting opinions notwithstanding, it has become a practical necessity to
employ the neighborhood unit, or its counterpart, as a means to restore a recogniz-
able form in the physical organization of the city. However large or small the city
may be, there must be a workable unit of human scale with which to weave the urban
pattern into a workable whole. Dissolution of human scale has allowed the industrial
and commercial metropolis to become socially stagnant and physically flabby. As
Benton McKaye said, "Mankind has cleared the jungle and replaced it with a
labyrinth." 1

The Neighborhood Unit Defined. The neighborhood unit is not some sociological
phenomenon; it embraces no particular theories of social science. It is simply a phys-
ical environment in which a mother knows that her child will have no traffic streets to
cross on his way to school, a school which is within easy walking distance from
home. It is an environment in which the housewife may have an easy walk to a
shopping center where she may obtain the daily household goods, and the man of the
house may find convenient transportation to and from his work. It is an environment
in which a well-equipped playground is located near the home where the children may
play in safety with their friends; the parents may not care to maintain intimate friend-
ship with their neighbors, but children are so inclined and they need the facilities of
recreation for the healthy development of their minds and spirit.

The unit of measurement for space in urban society is the individual; the common
denominator for the arrangement of that space is the family. To satisfy their relatively
simple social wants, it is natural for families to seek the advantages which appropri-
ately planned neighborhoods provide. The functions of a neighborhood have been
described by C. J. Bushnell 2 as: maintenance, learning, control, and play. One of the

1 The New Exploration: A Philosophy of Regional Planning, Benton McKaye, Harcourt, Brace & Co., New
York, 1928.

2 Community Center Movement as a Moral Force, International Journal of Ethics, Vol. XXX, April 1920.

252 THE CITY TODAY

earliest authorities to attempt a definition of the neighborhood in fairly specific terms
-was Clarence A. Perry. Although opinions differ to some degree, the definition he
set forth in the Regional Survey of New York and Its Environs, 1929, is still a valid
statement.

Perry described the neighborhood unit as that populated area which would require
and support an elementary school with an enrollment of between 1,000 and 1,200
pupils. This would mean a population of between 5,000 and 6,000 people. Developed
as a low-density dwelling district with a population density of 10 families per acre,
the neighborhood unit would occupy about 160 acres and have a shape which would
render it unnecessary for any child to walk a distance of more than one-half mile to
school. About 10 per cent of the area would be allocated to recreation, and through-
traffic arteries would be confined to the surrounding streets, internal streets being
limited to service access for residents of the neighborhood. The unit would be served
by shopping facilities, churches, a library, and a community center, the latter being
located in conjunction with the school.

The neighborhood unit, or some equivalent of this unit, is repeatedly referred to
in proposals for urban reorganization. The suggested form varies widely, but the
essential characteristics are fairly consistent. The suggested population appropriate
for a unit has ranged between 3,000 and 12,000 people. In the plans for Chicago in
1942 the range was from 4,000 to 12,000; in the Greater London Plan, 1944, by
Abercrombie and Forshaw, the unit size is 6,000 to 10,000. Some authorities have
expressed a desire for units of smaller size than a school district, believing the nature
of the neighborhood requires a relatively small size generally 1,000 and not to
exceed 1,500 families. Despite the variations, the principle of the neighborhood unit
runs through all considerations for social, physical, and political organization of the
city; it represents a unit of the population with basic common needs for educational,
recreational, and other service facilities, and it is the standards for these facilities from
which the size and design of a neighborhood emerge.

N. L. Engelhardt, Jr., has presented a comprehensive pattern of the neighborhood
as a component of the successively larger segments in a city structure. The neighbor-
hood unit includes the elementary school, a small shopping district, and a playground.
These facilities are grouped near the center of the unit so that the walking distance
between them and the home does not exceed one-half mile. An elementary school with
a standard enrollment of between 600 and 800 pupils will represent a population of
about 1,700 families in the neighborhood unit. 4

Two such units (3,400 families) will support a junior high school with a recreation
center in conjunction ; the walking distance does not exceed one mile from the center to
the most remote home. Four units (6,800 families) will require a senior high school
and a commercial center. It will also be an appropriate size for a major park and
recreation area. This grouping of four neighborhood units forms a "community" with

4 The School-Neighborhood Nucleus, N. L. Engelhardt, Jr., Architectural Forum, October 1943.

Clarence Stein's determinations of the
proper areas to be included in the
Neighborhood Unit.

In the upper-right diagram the ele-
mentary school is the center of the
unit and -within a one-half mile radius
of all residents in the neighborhood. A
small shopping center for daily needs is
located near the school. Most residen-
tial streets are suggested as cul-de-sac
or **dead-end" roads to eliminate
through traffic, and park space flows
through the neighborhood in a man-
ner reminiscent of the Radburn plan.
The upper-left diagram shows the grouping of three neighborhood units served by a high school and one or
two major commercial centers, the radius for walking distance to these facilities being one mile.

THE NEIGHBORHOOD
UNIT

The Neighborhood Unit

as seen by

Clarence A. Perry

Perry was one of the first
to give some considera-
tion to the physical form
of the neighborhood unit.
It is substantially the same
as that in the diagram by
Stein but suggests that
the maximum radius for
walking distance from the
home to the community
center should be only one-
quarter mile. Accepting
the practice which was
then, and still is, generally
prevalent, shopping areas
are situated at intersecting
traffic streets on the out-
side corners rather than at
the center of the unit.

AfcEA IN OPEN DEVELOPMENT
PREFERABLY 160 ACRES
rN ANY CASE IT SHOULD
HOUSE ENOUGH PEOPLE TO
RtOyiRt ONE ELEMENTARY
SCHOOL* EXACT SHAPE
NOT ESSENTIAL BUT BEST
WHEN ALL SIDES AREFAIRLY
fQJJIDlSTANT FROM CENTER

A SHOPPING- DISTRJCT
MIGHT BE SUBSTITUTED
FOR. CHURCH SITE

SHOPPING- DISTRICTS IN
PERIPHERY AT TRAFFIC
JUNCTIONS AND
PREFERABLY BUNCfHEP
N FORM

ONLY NEIGHBORHOOD
INSTITUTIONS AT
COMMUNITY CENTER.

INTERIOR. STREETS NOT WIDER.
THAN fcEOyiREDFOR SPECIFIC
USE AND GIVING EA5Y
ACCESS TO SHOPS II /

TRAFFIC
JUNCTION

TO BUSINESS CtNTEfc

Reproduced from New "York Regional Survey

254 THE CITY TODAY

a population of about 24,000 people. The component parts of this community pattern
are integrated, and such communities may be arranged in whatever combinations the
sources of employment and communications to and from them may require.

Open Space. To suggest that American communities are deficient in recreational
facilities is only to repeat what has been often said by many authorities. The reasons
for the deficiency are manifold, but one of the most glaring is ill-planned land uses.
Our present zoning practices provide extravagant areas for commercial and industrial
uses, and the result is an urban pattern riddled with mixed land uses and an absence
of stability in residential improvements. Consequently, we are faced with two predica-
ments: either excessive land values render it too expensive to allot adequate open space
for recreation, or existing parks are swallowed by commercial and industrial areas
from which the people are trying desperately to escape to a better living environment.

A similar situation prevails with our schools. Because of unfortunate site selection,
miscalculated population shifts, or lack of planning at the outset, schools are found
languishing in the midst of business and factory areas, stranded between main traffic
arteries, or situated in lagging subdivisions too remote to serve the people. Recreation,
and education are linked with all other phases of urban development, whether they are
planned or unplanned. Statistically, parks and playgrounds are deficient in amount,
but the maldistribution of available facilities is even more striking. This combination
of circumstances makes it imperative to establish neighborhood units in city planning.

One of the most vital aspects of community living, and the one which has been too
frequently avoided, is adequate space for recreation. Open space would have been,
available if it had been so planned and reserved when land was inexpensive. But
urban growth has been a mad scramble to subdivide and sell every parcel of property
that could receive a building, and many which were not so fit.

As the machine has produced more and more with less and less manpower, and
with the organization of labor, the work week has been reduced from 60 hours to the
8-hour day and the 6-day week; then, during the 1930's it was further reduced to 40
hours and in some trades to 35 hours. Not only has this change made more leisure
time available, but the intensified nature of modern production has rendered the neces-
sity for relaxation and recreation the more important.

Uncontrolled spread of blight hastened the flight to the suburbs, the process we
usually identify as decentralization, and the absorption of open space within the central
areas of our cities was a major factor in creating this blight. The combination of mixed
land uses, physical deterioration, and lack of open space has created a situation which
can hardly be cured by the injection of occasional playgrounds into these areas. They
will improve the amenities within the hard and bare confines of blighted areas, but
such devices will not remedy the condition; replanning and rebuilding will be needed
in the great areas of our blighted and congested urban core. This process of rebuilding
will necessarily be predicated upon the provision of ample open space, but there is
another important and urgent problem of open space which our cities are facing: the
reservation of space within all the subdivisions spreading out across the urban land-

THE NEIGHBORHOOD UNIT 255

scape. Standards adequate standards of open space are urgently necessary to" avoid
a repetition of the identical problem presented by the blighted city centers.

Open space in the city is usually considered as the area for recreation, and appro-
priately so. However, this space falls into a number of categories. There is space
devoted primarily to active playgrounds for children, youths, and adults ; there is also
space arranged for the more passive relaxation of adults. These spaces are those to
which reference is generally made in a consideration of recreational facilities. Another
classification should not be overlooked: the conservation of natural areas within as
well as without the city. This conservation may take the form of greenbelts to serve
as buffers between different land uses between residential and industrial areas or
it may become a reservation of places of particular historic or geographic interest, or
spaces which are topographically unsuited for satisfactory development in other urban
improvements.

The standards of open space cannot adequately specify the required areas in a
city for all these classifications; part of the distinction of cities derives from the way
in which the natural site is shaped and planned. The specified spaces for defined recre-
ational uses are not the full measure of adequacy of a recreational program under
any circumstances; an abstract area of land in proportion to the population is but a
part of the planning for recreation space in the city. It is the distribution of this space
which measures the adequacy, not the amount alone.

Neighborhood Recreation. There are three categories of recreation space for
which the distribution as well as the amount of land is an important factor. They are
identified by different terms in various localities, but the National Recreation Asso-
ciation has classified them as (1) the Play lot, (2) the Neighborhood Playground, and
(3) the Playfield. Each type fulfills a specific function in the design of neighborhoods
and groups of neighborhoods. 5

The first category, the Playlot, is for children of preschool age. It is the equivalent
of the "back-yard" of homes in sparsely settled residential districts, and in single-
family districts the function is generally fulfilled by the usual open space about the
homes. This is usually adequate when the street system is so designed that through
traffic is discouraged or eliminated. In densely built apartment districts, however, the
Playlot assumes an important function and there should be one Playlot available for
each group of families ranging from 30 to 60 in number. The size of each lot should
range from 1,500 to 2,500 square feet in area, and each should be located within a
clear view of all the dwellings it serves. If a Playground is more distant than several
blocks or is separated from the residential district by a busy traffic street, the area of
the Playlots should be increased to 2,000 to 4,000 square feet. The Playlots should
be equipped with such devices as low swings, slide, sand-box, jungle gyms, and space
for running and circle games; a portion of the lot should be paved. All equipment
should be designed and arranged for small children, and authorities have pointed out
the fascination of tots for objects like low walls, logs, and other common forms like

5 Recreation Areas, by George Butler, for National Recreation Association, 1958.

256

THE CITY TODAY

MINIMAL STANDARDS FOR PUBLIC RECREATIONAL AREAS,
CITY PLANNING DEPARTMENT, Los ANGELES, CALIFORNIA*

Nature of
Recreation

Operational
Agency

Ages
Served

Minimum
Acres

Service
Radius

1 Acre
Serves

1 Site
Serves

Desirable Features
Minimum Facilities

1 PLAYLOT

Group Housing

Pre-school

1 block

136 tots

Housing projects only

2 NEIGHBORHOOD
PLAYGROUND
WITH PARK
FACILITIES

Elementary or
junior high school
or recreation dept.

5 to 14
and aged
persons

Active
area 3

h'to
^miles

218
children

600-800
children

Space for juvenile tag
and athletic games,
crafts bldg., table
games, rest area and
boundary planting

Passive
area 2

Same

2000
tot. pop.

3000-10,000
tot. pop.

3 DISTRICT
PLAYGROUND
AND PARK

Senior high school
or recreation dept.
and park dept.

15-20
and
adults

Active
area 10

?4tO

lf>2 miles

290
youth

1,000-4,000
youth

Swimming pool, athletic
field, all-purpose build-
ing, facilities for large
group activities

Passive
area 5

Same

2,000 to
6,000 pop.

10,000 to
50,000 pop.

4 SPORTS
CENTER

Recreation
dept.

Youth and
adults

5-10
miles

Variable

500,000 pop.

Multiple facilities for
field games, field house

5 URBAN
PARK

Park dept.

All

miles

2,000
tot. pop.

50,000 to
100,000 pop.

Shade, lawn and water

6 REGIONAL
PARK

Park dept.

All

No
limit

Variable

Outstanding scenic or
recr'l attractions

7 BEACH

Recreation dept.

All

No
limit

Variable

Multiple recreation
facilities

8 CAMP

Recreation dept.
or school board

Various

limit

Variable

Isolated location in
primitive area

9 SPECIALIZED
PARK

Park dept.

Various

No
limit

Variable

Golf course, or other
special uses

10 CULTURAL

t&LXIS

Semi-public
or public

All

No
limit

Variable

Historical, scientific,
or educational interest

11 MISCELLANEOUS
OPEN SPACES

Any government
agency

All

No
limit

Local

Variable

Planted strips, squares,
public bldg. grounds

12 PRESERVE OR
RESERVATION

Any government
agency

All

limit

Local

Variable

Protection of primitive
or scenic areas

* APRIL 1948-

shallow trenches and small hills. Some form of enclosure a hedge or fence about
the Play lot is advisable, and a pergola and benches for mothers should be included.

The second category is the Neighborhood Playground. Designed for children whose
ages range from 6 to 14, this Playground is the center of recreation activities for a
neighborhood. Most authorities contend that a Playground should be within one-
quarter mile walking distance of the dwelling area it serves; this distance is particu-
larly important in densely built districts, and it should not exceed one-half mile in the
most sparsely settled residential areas. A study of five large cities surveyed a total
of nearly 35,000 children; of this number two-thirds went to a Playground within
three blocks of their home and three-quarters lived within four blocks.

The preferable location for a Playground is adjacent to a community center or ele-
mentary school, where supervised recreation is possible. On page 257 is a schedule of
suggested space allowances. 6

THE NEIGHBORHOOD UNIT

257

Population

2,000.
3,000.
4,000.
5,000.

Number

Size

Children

in Acres

450

3.25

600

4.0

800

5.0

1,000

6.0

As a rule a Playground for fewer than 200 children is impracticable for operation,
and more than 1,200 children require two or more separate playgrounds. A minimum
size of 3 acres for a Playground is recommended.

STANDARDS FOR RECREATIONAL ACTIVITIES*

Type of
Recreational Activity

Space Requirements
for Activity per
Population

Ideal Size of
Space Required
for Activity

Recreational Area
Wherein Activity
May be Located

Active Recreation

Children's play area

0.5 acre per

1 acre

Playgrounds neighborhood

(with equipment)

1,000 pop.

parks - community parks,

school playgrounds

Field play areas for

1.5 acres per

3 acres

Playgrounds neighborhood

young children

1,000 pop.

parks - community parks

Older children adult

1.5 acres per

15 acres

Playfield community park

field sports activities

1,000 pop.

district park

Tennis outdoor

1.0 acres per

2 acres

Playfield community park

basketball - other

5,000 pop.

court sports

Swimming

1 outdoor pool

Competition size

Playfield - community park

per 25,000 pop.

plus wading pool

2 acres

Golfing

1-18 hole course

120 acres

Community park - district

per 50,000 pop.

park

Parking at recreational

1 acre per

varies

Playfields, community, dis-

areas

1,000 pop.

trict and regional parks

* Urban Land, May 1961, by George Nez, Director, Inter-County Regional Planning Commission, Denver,
Colorado.

STANDARDS FOR RECREATION AREAS*

Size of Site (acres)

Radius of

Type of Area

Acres per
1,000 Population

Area Served
(miles)

Ideal

Minimum

Playgrounds

1.5

0.5

Neighborhood parks

2.0

0.5

Playfields

1.5

Community parks

3.5

100

2.0

District parks

2.0

200

100

3.0

Regional parks and reservations

15.0

500-1,000

vanes

10.0

* Urban Land, May 1961, by George Nez, Director, Inter-County Regional Planning Commission, Denver,
Colorado.

258 THE CITY TODAY

The Playground should provide an area for apparatus and an open space for informal
play. There should be courts for various games such as soccer, softball, tennis, hand-
ball, and volleyball. Space is also needed for the quiet activities such as crafts, dra-
matics, and story-telling. A wading pool is desirable in warm climates, and there
should be a Playlot with its facilities included. The lot should be near a shelter and
rest area for adults. Lighting for evening use is desirable. Because economy in the oper-
ation and maintenance of recreation space in a community is highly important, it is
impracticable to substitute a number of small play spaces throughout a residential
development. The recommended sizes and design of spaces are more economical and
avoid the confusion between the various age groups who use the facilities.

The Playfield is intended for young people and adults and provides a variety of
recreational activities. A single Playfield may serve four or five neighborhoods; the
walking distance should not exceed one mile, one-half mile radius being preferred.
One acre per 800 population is a desirable space standard, with a minimum size of
15 acres. Here again the standards vary, some cities holding to a minimum average
area of one-half acre per 1,000 population for this type of recreation space. The
space should be designed for the same facilities as a Neighborhood Playground
with the addition of space for sports like football, baseball, hockey, archery, a swim-
ming pool, outdoor theater, bandshell, and a recreation building. Night lighting should
be provided.

Urban Conservation. The three types of recreation spaces Playlot, Neighborhood
Playground, and Playfield require the greatest attention with regard to their dis-
tribution in the community, the adequacy of space allotted to them, and their relation
to the traffic arteries, community facilities, and accessibility from the homes. The
total space for recreation is not confined to these categories, however. There are, in
addition, the large city parks which supply the main facilities for city-wide recrea-
tion, organized sports, public golf courses, open-air entertainment, and the zoological
and botanical gardens. These parks usually retain or reintroduce natural surroundings
to the city and, where the sites are so adapted, they maintain the native wildlife as far
as possible. They vary greatly in size, but they are usually of considerable area. Fair-
mount Park in Philadelphia and Griffith Park in Los Angeles each contains nearly 4,000
acres; Forest Park in St. Louis with its famous outdoor amphitheater has 1,380 acres,
Balboa Park in San Diego has 1,100 acres, and Golden Gate Park in San Francisco
contains about 1,000 acres. In addition to well-known Central Park which has only
840 acres, New York City has five other parks, ranging from 1,000 acres to nearly
2,000 acres each.

Another type closely akin to the large park is the familiar "city" park which serves
as a breather in the built-up urban areas. Their frequency depends a great deal upon
the degree of population density, 5 miles apart being an average distance in congested
areas and 10 miles being a standard in a highly decentralized city like Los Angeles.
It is preferable that these parks be not smaller than about 30 acres in size, with a
standard of about one acre per 2,000 people as a minimum area. This type of park is

THE NEIGHBORHOOD UNIT 259

somewhat reminiscent of the Boston Commons (44 acres), but it is not intended to
resemble a village green like the diminutive 6-acre public squares located in each
quadrant of the original plan by Penn for Philadelphia* Such "squares" are little more
than open space upon which some buildings may front. The city park should provide
a natural atmosphere which may induce relaxation and some degree of repose.

The broadest reach of open space may be identified as the regional parks or park
reserves. They comprise great areas of space, most of which is maintained in its
natural state. Cook County Forest Preserve near Chicago is one of the greatest of these
spaces devoted to conservation; it contains more than 30,000 acres. Others are the
South Mountain Park of 15,000 acres near Phoenix, Arizona, the 10,000 acre reserve
near Denver, Tilden Regional parks in Oakland, California, and the Westchester Park
System in New York.

It is the great stretches of open spaces represented by these reserves or regional
parks for conservation purposes, and also some of the large city parks, that stir the
vision of greenbelts many of these spaces might have become had they been formed as
an integral part of the city plan. These parks are frequently the transition between
the urban development and the rural countryside, being situated beyond the center
of population. They might have been formed as green buffers to separate the different
land uses within the city and have been even more accessible Lo the people than their
present location offers.

There are many recreational spaces of a special nature: cultural centers including
the museums and art galleries, beaches, amusement parks, sports centers including
athletic fields, swimming pools, and stadiums. There are also the grand sweeps of
broad parkways in which recreation areas are developed; the Outer Drive along the
lake front of Chicago is a magnificent illustration of this latter facility.

The over-all minimum urban space devoted to the total of the foregoing recreational
spaces ranges from about 3 acres per 1,000 population in the city to a desirable
standard of 10 acres per 1,000 population. It is further recommended that the urban
area be planned for a reservation of about 10 per cent of the gross area of the city to*
accommodate the space for an increase in population growth. In the vigorous replan-
ning of London in preparation for the rebuilding program as a result of war devas-
tation, the standard of open space in the outlying areas of the county is 7 acres per
1,000 population, while the density of land use within the city boundaries has forced
a standard of no more than 4 acres per 1,000 persons.

The absence of open space within our cities may serve as the signal for tomorrow's
direction in planning. It will be a sad commentary, indeed, if 20 or 30 years hence
our suburbs present the plight of the central city today. Now is the time to prepare the
open space within the growing subdivisions for we cannot forget that the slums of
today were the subdivisions of yesterday. This preparation is implemented by Title VII
of the Housing Act of 1961. Identified as a provision for "Open Space Land," it makes
financial assistance available for acquisition of open space in urban areas. Undevel-
oped or predominately undeveloped land in a comprehensive plan for parks and

260

THE CITY TODAY

recreation, conservation of natural resources, and for historic or scenic purposes may
be acquired by a city with the benefit of federal grants to meet the partial cost.

Schools. The School Board in each community has its policy for extension and
design of the public school plant, but there are a few simple standards which are
being generally adopted as a key to the allocation of space for the school system.
These standards link closely with recreational space since the elementary school is the
focal point within the neighborhood unit, and the junior and senior high schools within
the group of neighborhoods we have identified as a "community." The open space
for recreation should become therefore an integral part of the school location and
thereby provide the type of adult supervision and youth leadership necessary to guide
the development of young people.

N. L. Engelhardt, Jr., has estimated one-half child of elementary school age
(grades one through six) in the average family. The average for families among the
low-income group is about 0.7 children per family and 0.4 children per family in the
high-income group. 7 Since most communities favor elementary schools with an enroll-
ment between 600 and 800 pupils in the first six grades, a neighborhood designed
about such a school would have a population of between 1,500 and 1,700 families, or
between 5,000 and 6,000 people.

Two such neighborhoods would support a junior high school with enrollments between
1,000 and 1,200, and four neighborhoods would support a senior high school of about

SCHOOL STANDARDS*
Inter-County Regional Planning Commission, Denver, Colorado

Minimum

Ideal

Maximum

Radius

School Type

Size |

Size

Site Size

Area of

C A ~ VTA J

(pupils)

(acres)

oerved
(miles)

Elementary

230

700

900

5 + 1 per 100 pupils

0.5

Junior high

750

1,000

1,500

15 + 1 per 100 pupils

1.0

Senior high

900

1,500

2,500

25 + 1 per 100 pupils

2.0

Elementary - junior high

combination

15 + 1 per 100 pupils

1.0

Junior high - senior high

combination

25 + 1 per 100 pupils

2.0

Elementary park combination

8 + 1 per 100 pupils

0.5

Elementary - junior high - park

combination

20 + 1 per 100 pupils

1.0

Junior high - senior high - park

combination

18 + 1 per 100 pupils

1.0

Junior high - park combination

40 + 1 per 100 pupils

Senior high - park combination

35 + 1 per 100 pupils

* Urban Land, May 1961, by George Nez, Director, Inter-County Regional Planning Commission, Denver,
Colorado.

? The School-Neighborhood Nucleus, N. L. Engelhardt, Jr., Architectural Forum, October 1943.

THE NEIGHBORHOOD UNIT

261

AGE DISTRIBUTION OF POPULATION*

Age Group

Distribution in
New Residential
Subdivisions
(for schools planning)

Distribution in
Established Resi-
dential Community

Distribution in a
Metropolitan Region

No. per
Dwelling
Unit

Per Cent
of Total
Population

No. per
Dwelling
Unit

Per Cent
of Total
Population

No. per
Dwelling
Unit

Per Cent
of Total
Population

Pre-school
Kindergarten
Elementary school
Junior high school
Senior high school
Working age
Retired (over 65)

0.75
0.15
0.85
0.25
0.23
2.07
0.10

17.0
3.4
19.3
5.7
5.2
47.1
2.3

0.47
0.09
0.52
0.20
0.19
2.09
0.24

12.3
2.4
13.7
5.3
5.0
55.0
6.3

0.38
0.07
0.41
0.17
0.16
1.91
0.30

11.2
2.1
12.0
5.0
4.7
56.2
8.8

4.40

3.80

3.40

* Urban Land, May 1961, by George Nez, Director, Inter-County Regional Planning Commission, Denver,
Colorado.

1,500 enrollment. The walking distance for a junior high school (grades seven through
nine) should not exceed one mile, and the senior high school (grades 10 through 12)
should be a distance of not more than 1^ miles.

Although the public school system in most communities does not support nursery
schools, it would be desirable to establish them by private means. The size recom-
mended by Engelhardt is 25 children for each school within a radius not to exceed
one-quarter mile from the most distant home served. The average is 0.1 child of nursery
school age per family, and a nursery school would serve about 400 families.

It has been considered necessary too frequently in the past to select a school site after
the population has arrived and the land has been absorbed for other uses than educa-
tion or recreation. Consequently, standards of adequate area for these facilities have
been overshadowed by expedient decisions based upon the cheapest price for such land
that might still be available. It is generally agreed, however, that a minimum standard
for the three types of schools is elementary, 5 acres; junior high, 10 acres; and senior
high, 20 acres.

The Neighborhood Is People. The neighborhood is necessary as a unit with
which the city may be reconstructed, but it is not a physical element alone. It is the
people who really make the neighborhood, and whether or not they participate in
community affairs as personal friends need not be the thread upon which their wel-
fare hangs. People are obliged to act in unison with their fellowmen for the continued
maintenance of standards for schools, recreation, utility improvements, zoning, and
such other civic enterprise as the community may embrace. This responsibility is
shared by all regardless of where they live and under whatever conditions. It is the

THE NEIGHBORHOOD UNIT

'The organization of neighborhood ele-
ments suggested fay N. L. Engelhardt,
Jr. A more complete diagram of neigh-
borhood units grouped in relation to
the various levels of school facilities.
It will be noted that a radius of one-
half mile is adopted as the maximum
walking distance to the elementary
school but playgrounds and nursery
schools for small children are proposed
with a radius of one-quarter mile walk-
ing distance for the families in the
neighborhood.

Neighborhood sizes ore based on
overage number of children of
various oges per family

PLAY

ENTARY SCHOOL
60D PUPILS.
KINDERGARTEN.

DESIRABLE NEIGHBORHOOD UNITS R PLA v
AM1UES/ACRE-I.70D FAMILIES tj

MIDDLE SCHOOL-^
GRADES *HO **

ELEMENTARY
SCHOOL 600 PUPILS
KINDER6ARTEN,

GRADES 1-6

MINIMUM NEIGHBORHOOD UNIT
5 ACRES <89 FAMlj.lES/ACRE'1180

PLAY - ' ELEMENTARY5CH
GRADES 1-8

.475PUWLV // UPPER SCHOOL.
JUNIOR COLLEGE
GRADES 11-14

MIDDLE SCHOOL*
GRADES 7-10

NURSERY 3

MAXIMUM NEIGHBORHOOD UNIT
500 ACRES Q 6 FAMILIES/ ACRE-3,000 FAMILIES

Courtesy Architectural Forum

A TYPICAL FAMILY'S DAILY ACTIVITIES

The distribution of a family's daily activities in
Chicago is interestingly portrayed in this map and
illustrates two salient facts:

1. The advantages which might well accrue to
the family by the assembly of neighborhood facili-
ties within convenient distance from the home:
shopping, school, recreation, community center,
movies, library, church, clinic, etc. Such a physi-
cal organization of neighborhood facilities would
not fulfil the social requirements of all the fami-
lies living in the neighborhood, but their con-
venient presence would avoid the necessity to
travel inordinate distances for many who are not
so inclined.

2. The necessity for adequate transportation
circulation about the urban framework, to re-
lieve the time and strain now imposed upon the
urban dweller in his daily travel to and from
his work, his friends, and the less frequent,
though not less necessary, cultural facilities a city
makes available.

The physical organization of neighborhood
units and community groups, integrated with the
transportation system of the city, is intended to
accomplish these objectives and thereby remove
the necessity for the range of travel currently im-
posed and illustrated in this map.

SyesoiAftY SHOPPING CENTRE

rJLQCAL SMOPRNG CENTRE
SCHOOt

IN SHOPPING CENTRE
OLD VILLAGE CENTRE

KEY

HOOl

SECONDARY SCHOOL

SENIOR.

JUNIOR

INFANT ^ ^^

SHOPPING CENTRE (TOUT]

TRAFFIC ROADS =

RAILWAY mum

RAILWAY STATIONS ^*

OPEN SPACES HTl)

Population Per Unit

1 4500

2 4500

3 6500

4 4000

9 5500

5 3000

6 2500

7 3000

8 1600

Courtesy Carter and Goldfinger, London

THE COUNTY OF LONDON PLAN

The neighborhood unit -was the primary planning unit in the development of this city plan. The sketch on the
right is the diagrammatic organization of neighborhood units; the sketch on the left shows the application
of this general scheme to a specific district of the city.

A NEIGHBORHOOD UNIT by Jose Sert

This diagram illustrates an organization of neighborhood units suggested by Jose Sert,
While some authorities have stated that the maximum walking distance from home
to the elementary school should be one-half mile, this diagram indicates a maximum
distance of about one-quarter mile, which is the standard accepted by a number of
communities. In contrast to a population density of 2025 persons assumed as a desirable
average in many communities, Sert assumes a density of two or three times this number,
which may account for the shorter walking distances he proposes from homes to
the several schools in his scheme.

The elementary school occupies a central position in the neighborhood unit, and a
group of these units six to eight in number constitute a "township" with a popula-
tion of between 56,000 and 80,000 people. A junior high school serves four neighbor-
hoods; a senior high school serves the eight units; these facilities are situated within
a "township center" surrounded by a "greenbelt." The neighborhood unit includes
the elementary school, pre-school play-lots, playground, church, shopping center,
library, and emergency clinic. The "township center" includes the junior and senior
high schools, community auditorium and meeting rooms, concert hall, theaters, main
shopping center, recreation and administrative center.

Traffic ways by-pass the neighborhood units and connect them with the "civic
center," which includes the regional facilities for administration, education, hotels,
trade and recreation, and transportation stations on one side, and on the other side are the locations for
light industrial plants. All these elements are separated from each other by "greenbelts," and the open
countryside is accessible to all the people.

CIVIC CENTER
MILE

Neighbrohood

Unit
Junior High

School
Senior High

School

Township Center
Light Industry

264 THE CITY TODAY

act of citizenship, and the neighborhood is the smallest denominator within the city
for effective expression of civic consciousness. In the process of discharging these
obligations the people grow to know each other and they form group activities which
generate civic interest; clubs for social, political, or intellectual discussion, as well as
recreation, are formed, and through these media local problems are aired and common
resistance to undesirable trends is generated or greater amenities encouraged.

The people thus will find means to retain the neighborhood identity and character.
They will insist upon adequate zoning and ascertain that the will of the majority be
not violated by a selfish few. They will find ways to change with an ever-changing world
and yet maintain the community integrity and character. The airplane and the auto-
mobile will produce profound changes in the city, but the neighborhood must retain the
basic, the elementary, physical characteristics which mark it as a unit for service to
the people who live within it.

The neighborhood must stem the insidious growth of obsolescence within its con-
fines and aid adjacent communities to do the same. While an improvement can
increase value, deterioration can cause a slum. Blocking the road to decay is a pri-
mary task before a neighborhood and wise planning is the first step; planning and
constant community vigilance are the tools with which the urban community may
become a desirable place in which people may live and work rather than merely a
commodity to be sold or traded for a profit. The common objective of a neighborhood is
the maintenance of a living environment suited to the nature and desires of the people
who are a part of it.

The neighborhood unit we have been describing is not a strange or a new element
in the city. Each of us has referred at one time or another to "our neighborhood." It
means to us something not quite specific but nonetheless real. It means the area in which
we live, our house and those of our neighbors, the stores where we shop for our daily
necessities, our school and its playground, and our local park. It is not only meaning-
ful as the place we live and the street we traverse to and from our work, it is also the
key to a sound investment in a home. Property values are sustained in proportion to
the standards of maintenance a community insists upon the quality it itself expects
to maintain. This quality is achieved only through vigorous attention to neighborhood
standards and these standards are established through the planning process.

CHAPTER 15

COMMERCIAL CENTERS

The New Market Places. The market place has always been the focal point of the
city, a center for the exchange of goods. In ancient times it was the open space to
which farmers and craftsmen brought their products for barter. The development of
transportation and money systems implemented the transfer of goods, and the barter
system shifted to a form of retail enterprise. Expansion of commerce created a merchant
class dealing in the exchange of goods produced by others than themselves. The
importance of cities increased as centers of wholesale and retail trade.

As with so many other activities of man, the industrial system brought more changes
in the nature of the market place. Not only did the transportation of goods quicken,
but the systems of communications accelerated the exchange of goods. The great cities
became the trading centers in which world commerce was concentrated. With the
growth of urban population the city continued to expand its wholesale and retail
functions, but emphasis in the great business centers of the city has shifted from the
commodities being exchanged to the methods and processes for trading in them. The
goods are replaced by pieces of paper documents which purport to represent them,
and transactions for the transfer of commodities are consummated by an exchange of
these documents. Negotiations for the sale and payment of goods transferred from a
merchant in Montevideo to a merchant in Buenos Aires are transacted in a London
banking house, or the exchange of grain and meat between the producer on the farm
and the consumer in the city next door is arranged through the trading centers of New
York or Chicago. The industrial system has introduced a variety of commercial
functions to the city never present in the simple market place of the ancient town, and
four recognizable types of commercial districts have emerged in the modern city.

"Downtown" of the large metropolitan city is familiar to every urban dweller. It is
the financial and administrative center of its region and, in some cities, it has become
the center of business for the nation. New York has its Wall Street, Chicago its LaSalle
Street, Paris its Bourse and London its Exchange district, but every city has its financial
center, even though it may serve as a satellite of a greater center. "Downtown" includes

265

266 THE CITY TODAY

the wholesale and retail centers for service to the satellite districts within the city
proper or its region. These centers have not been planned; they have simply crept
outward and upward within the network of obsolete and confining streets as the
fortune of cities and nations fluctuated. The central business district serves a vital and
useful purpose as the heart of the city, and its deterioration presents a challenge to
business and civic enterprise. Aifected by intolerable congestion, noise, fumes, exorbi-
tant land values, and overcrowding, business enterprise shifts restlessly away from the
blight eating into the urban core.

A second type of commercial area is the small, central business district of the
satellite community. Dependent upon the metropolitan center for major administrative
and wholesale functions, the small commercial center contains the chain retail stores,
professional offices, service supply enterprises, motion picture theaters, branch banks,
and stock exchanges. In the small, self-contained city, this district will also provide
wholesale facilities and include the necessary administrative and transportation centers.

The third type is represented by the outlying shopping areas of the city. They may
overlap with, or be the counterpart of, the commercial center of the satellite com-
munity, but they contain the large-scale service facilities which do not lend themselves
to further subdivision and distribution. Among these facilities are large food markets,
chain stores of various types, branch banks, and telegraph, telephone, and postal
district offices, motion picture theaters, branch library, and medical and dental offices.

The smallest commercial unit is the neighborhood center. The modern counterpart
of the "corner grocery store," the neighborhood shopping center provides the day-by-
day commodities for the direct convenience of a limited population. Here, the house-
wife may perform her regular shopping for the staple goods. It may have an inde-
pendent grocery store and meat market, radio and electric shop, shoe repair shop,
hardware store, a bakery, drug and stationery store, and barber and beauty shop.

Overzoning. When communities were small and served a vast outlying area, com-
mercial uses were permitted along both sides of principal traffic routes. A highway
passing through the center of a town became the axis for the central business district,
and "strip" business developed at random along its route. As the population of
the community expanded, additional traffic routes were provided and more business
stretched along them. It was then presumed that business on the highway was the
appropriate location for commercial enterprise and, with little further examination of
the amount of business a community could support, all existing and proposed street
frontage was zoned for commercial use. It is now impossible to classify almost any
of these business areas as shopping "centers."

About one-quarter of the streets in our cities are used as main thoroughfares with the
property fronting upon them zoned for business use. Harland Bartholomew has esti-
mated that some 25 per cent of the total area of the average city is occupied by com-
mercial zoning, whereas the area actually used by retail business is only about 3 per
cent of the total developed area of a city. This contrast gives some measure of the degree

COMMERCIAL CENTERS 267

to which cities have been overzoned for business development along the traffic arteries.

The gross excess of commercial zoning weighs heavily upon the city. Despite the
relatively small proportion of commercial zoning which is actually developed for
business, much of this enterprise operates on a marginal basis. The mortality rate of
retail business is extremely high, between 15 and 25 per cent of the retail stores going
out of business each year. About one-third of all retail stores have a life-span of a
year or less, one-half remain in business no longer than two years, and less than one-
quarter remain as long as 10 years. Mr. Robert Dowling, a prominent real estate
counsellor in New York City, estimated that four or five times as many stores are in
business as the need demands.

Inducement to engage in uneconomic ventures is apparently strong, and the impact
spreads far beyond the failure of an individual entrepreneur. Unstable business
enterprise breeds physical blight; the "shoestring" investments in retail business are
analogous to the "shoestring" character of zoning. In some cities fully half the property
zoned for business is used for residences, and these unplanned mixtures of land uses
not only create an undesirable residential environment but remove the prospect for
consolidation of shopping facilities for convenient access.

Each community has some peculiar local conditions and practices which will bear
upon estimates of the amount of land required for commercial purposes, but investiga-
tions in a number of cities shed some light upon the relation between population and
the land area for business as a point of departure in developing appropriate standards
for the allocation of space for commercial districts. The familiar "rule of thumb" for
allocating space for commercial development is 50 feet of street frontage for each
100 persons in the area to be served. That the "overall" amount of space devoted to
business is an inadequate measure is evident from observation of cities as well as
statistics of land use. The distribution of the space is equally important, if not more
vital, to the welfare and service of a city than the total area allocated for commercial
development. The Bartholomew survey showed that 44 per cent of the total commercial
area was in the central business district, and 56 per cent was distributed in the
residential neighborhoods.

A survey by the Los Angeles Regional Planning Commission showed a further
breakdown in the types of commercial districts. 1 The combined commercial uses
amounted to 2.72 acres of land per 1,000 persons throughout the County of Los
Angeles. Of this area 1.19 acres was in neighborhood shopping districts, while local
or community business districts occupied 0.92 acre, and the balance, 0.46 acre per
1,000 persons, was in the satellite commercial centers. An additional 0.15 acre per
1,000 persons was contained in the main "downtown" business center of the city of
Los Angeles. These classifications of districts correspond to the four types described
at the beginning of this chapter. The Los Angeles County survey included a great variety

* Master Plan of Land Use (Inventory and Classification), Regional Planning Commission, County of Los
Angeles, California, p. 38.

268 THE CITY TODAY

of communities, ranging from the great metropolitan area of the city of Los Angeles
through the small towns surrounding this city to semirural areas served by village
centers. The land area devoted to all commercial uses in four large urban centers in
proportion to the population is shown below:

Acres per
1,000 Population

Detroit 3.50

San Francisco 1.75

St. Louis 2.15

Los Angeles (City) 3.30

The amount of land area devoted to commercial uses is but a tentative guide for
planning. It may, in fact, be deceptive. It omits the primary measure of floor space.
Since the inventive genius of man produced the capability to build structures of
unlimited heights, the area of land they occupy has been reduced to a relatively
insignificant factor in calculating the capacity to accommodate people and their mani-
fold activities. A defect in zoning practice has been the absence of this measurement in
allocating space for the various uses in the urban plan. This was illustrated in the
Regional Survey of New York and its Environs of 1931. That study showed that
within the 8^-square-mile area between 59th Street and the Battery, on the island of
Manhattan, the average building height was only six stories covering 60 per cent of the
land, and the average in the Wall Street district was less than eleven stories covering
less than 50 per cent of the ground area. Yet the Wall Street district bristles with the
most dramatic display of skyscrapers the world has ever seen and the tallest buildings
ever built by man are held in the palm of uptown Manhattan. Within the relatively
limited land area of the great city of New York, the zoning regulations permitted
enough floor space to accommodate a business population of 344,000,000 people.
Fifteen thousand people could work in the Empire State Building alone. An even
greater number will be employed in the new Pan- Am Building. The significance of
floor space to ground area is further illustrated in the floor area ratio provisions of
the 1957 Chicago zoning ordinance which permit floor space ranging from seven to
sixteen times the lot area.

Each community has characteristics which form the basis for determining the appro-
priate relation between population and the space required for the commercial facil-
ities to serve it. It is the restoration of a balance between the open space for the
movement of people and the enclosed space they occupy upon which, in large part, the
health of city development depends. Although the differences among cities are recog-
nized, Larry Smith and Company has estimated the relative range of floor space for
the principal uses in the urban community: 2

2 Space for the CBD's Functions, by Larry Smith, Journal of the American Institute of Planners, February
1961.

COMMERCIAL CENTERS 269

METROPOLITAN PER CAPITA FLOOR AREA REQUIREMENTS
FOR SELECTED ' ACTIVITIES

Floor Area per Capita
Activities (square feet)

Retail 20 to 55

Office 2 to 15

Parking (on the ground or in structures) ... 4 to 16

Public Ito 3.5

Quasi-public 1 to 3.5

Wholesale 5 to 15

Industrial 2 to 15

Residential 200 to 400

Parking. Directly related to the amount of floor space occupied by commercial
enterprise is the requirement for vehicular parking to serve it. 3 The future stability of
commercial districts will depend in large measure on the adequacy and convenience
of space for automobile parking available to customers,, employees, and service. The
effects of deficient and extravagant parking and service may be measured by the shifts
in commercial space to outlying areas of the city.

The automobile is a special breed of locomotion. By far the most uneconomical
mode of transportation, it continues to gain in popularity year after year. Although
excessive in physical bulk, this remarkable machine carries few passengers. The
phenomenon may be explained in large part by the extended freedom of movement the
automobile offers to the driver. Its excessive bulk clogs the city streets, and the space
it requires for parking is extravagant.

Lawson Purdy 4 estimated sidewalk space should provide five square feet per person.
Assuming that there is an average of 100 square feet of building space per occupant
and that one-third to one-half of the occupants use the sidewalks at one time, he
estimated that, if commercial space in New York City were built to that permitted by
the zoning ordinance, pedestrians would have less than three and one-half square feet
per person in the combined areas of sidewalks and streets. A standing automobile
requires 175 square feet.

The enigma compounds. The pedestrian has become a human jumping-jack in the
struggle for a place on the sidewa.lk, and, when streets are widened, the sidewalks are
narrowed. Curb parking impedes the traffic lanes and renders the street obsolete as a
channel for movement. Land prices exceed any economic value for surface parking,
and multi-deck garages are built. Commercial enterprise is gradually forced to seek
other locations in order to conduct business. Mass transportation shows little evidence
of correcting the situation. The availability of economical off-street parking is a
critical necessity.

3 See Chapter 12, "The Zoning Plan."

4 Regional Survey of New York and Its Environs, 1931.

270 THE CITY TODAY

Shopping Centers. In the decade between 1940 and 1950 the suburbs surround-
ing cities 5 increased 35 per cent, and the rate of growth between 1950 and 1960
jumped to 50 per cent. This remarkable expansion was generated, in large part,
by the natural increase in total population but, also, people from the large central
cities moved to the urban fringes. Retail enterprise to serve the sprawling residential
suburbs gathered in scattered clusters. The corner grocery store was transformed into
the neighborhood shopping center. This "new look" suggested a strong contrast with
the shabby and congested commercial streets of conventional business districts. Con-
venient parking, without charge, was a novel and refreshing experience for the house-
wife. Nourished by the volume of new population, the shopping center became popular.
The distinguishing feature of the new center is the positive separation between the
automobile and pedestrian, Smarting under this new form of competition, the down-
town business districts of the large cities and small towns made belated efforts to
improve shopping conditions.

Shopping centers can be divided into three general categories: 6

1. The Neighborhood Center is the local source for staple goods and daily services
for a population of between 7,500 and 20,000 people. An average size is about 40,000
square feet, but it may range between 30,000 and 75,000 square feet of gross floor
area. The site should be 4 to 10 acres in area. It is usually designed about a super-
market as the principal retail service.

2. The Community Center may serve a population of between 20,000 and 100,000,
arid extends the services of the Neighborhood Center by providing a variety store or
small department store as the major tenant. The average size is 150,000 square feet
of gross floor area, with a range of between 100,000 and 300,000 square feet, requir-
ing a site between 10 and 30 acres in size.

3. The Regional Center is usually built about a major department store and includes
a full complement and range of retail facilities usually found in a balanced small city.
It could serve a population ranging from 100,000 to 250,000 people. An average size
is about 400,000 square feet of gross floor area, although it may range as high as
1,000,000 square feet. A minimum site of 40 acres is required and centers of the largest
size require as many as 100 acres.

Examination of the economic base for retail trade is the initial stage in planning the
shopping center, and the techniques of market analysis have come into full play by
authorities in their development. The steps in such an analysis follow a logical sequence:

1. The trading area involves an investigation of the population income levels, places
of residence, work and transportation routes, the trends in natural population increases
and direction of its growth, the existing and potential location and volume of trade in
competitive establishments. This information will indicate the volume of trade in
relation to the site of the new center.

5 The 212 Standard Metropolitan Statistical Areas of the U.S. Bureau of the Census, 1960, having 50,000 or
more urban population.

6 Community Builders Handbook, Executive Edition, 1960, Urban Land Institute, Washington, D.C.

FASHION SQUARE,

Santa Ana, California

A 45-acre site with space for
3,300 cars.

William L. Pereira and
Associates, Architects

FASHION SQUARE, Santa Ana, California

EASTLAND CENTER,
West Covina, California

Fifty stores occupy this 55-acre site.
Albert C. Martin and Associates, Architects

Courtesy California Division of Highways

Courtesy Photograph House, Detroit

NORTHLAND CENTER,
Detroit, Michigan

Victor Gruen and Associates, Architects

A major regional center of 1,100,000
square feet in retail space, with a
theater, auditorium, and community
center. Parking space is available for
10,000 cars, and the center is patronized
by as many as 70,000 people per day.

COMMERCIAL CENTERS 273

2. The gross potential sales for the center is derived from estimated expenditures in
the trading area. Family income data will disclose the portion devoted to living expenses
for various goods and services food, furniture, clothing, appliances, drugs, automo-
tive equipment, restaurants, entertainment, miscellaneous merchandise.

3. The potential net sales volume for a new center is related to the sales volume
in existing and potential competitive enterprise in the trading area. This requires
informed judgment of the proportion of existing trade which may be attracted to the
new location. The sales volume per square foot of retail floor space for the various
goods will aid in estimating the gross sales in existing establishments offering com-
parable goods.

4. The physical space that can be supported by the net sales from the trading area
may be estimated from the average annual sales per square foot of floor space in the
several retail facilities.

5. Anticipated income from the center may be determined by application of the
probable rental rates per square foot of retail space, less operating and management

* costs, taxes, insurance, interest and amortization on the loan for the capital cost for the
complete development. The balance represents the net return which may be expected
by the developer on his equity investment.

In formulating the program for a shopping center, the balance, or "mix," of retail
facilities is important. The key facility in a Neighborhood Center is usually a super-
market. About it may be grouped a drug store, barber and beauty shop, drug store,
bakery, shoe repair shop, laundry and cleaning shop, and service station. The Com-
munity Center will introduce a large variety store or small department store, and
augment the facilities of a Neighborhood Center with such establishments as an
apparel shop, hardware store, radio and repair shop, stationery store, restaurant and
bar, bank, and branch post office. The distinction of the Regional Center is the full
complement of specialty shops and the wide selection of goods and services offered to
the patrons, sometimes referred to as "Noah's Ark." The key element is a major depart-
ment store, and there may be a motion picture theater and a community meeting hall.
Recreation facilities, such as bowling, and professional offices may be included in a
center of any size, depending upon local conditions.

Space for automobile parking is a feature of the shopping center. The requirements
for retail facilities vary: some specialty shops are reasonably well served with less
than 5 car spaces for each 1,000 square feet of gross floor area, whereas supermarkets
may require at least 10 spaces for each 1,000 square feet of floor area. An average
may be struck at 6 spaces per 1,000 square feet of gross area in Neighborhood Centers
and 8 spaces for each 1,000 square feet of gross area in Community and Regional
Centers.

Downtown. There is a romance associated with the downtown of almost any city.
It represents the tradition which springs from, and clings to, a place of the beginning.
It has been the place where generation after generation has witnessed the vicissitudes
of time. It has been the core from which the vitality of the city has found nourishment

274 THE CITY TODAY

and energy. It has been the Civic Center; the place of the City Hall, the "big" stores,
the theaters. It has been the place people went to when they went to work, and the place
they went to when they "went out." It has been the terminus, the hub for railroads,
commuting trains, and buses. It has been the headquarters for firms and institutions.
It has been the symbol of the life of the city.

But the structure of the city is undergoing major changes while downtown is not.
Its future is uncertain, not because it is expected to disappear beneath the waves of
change, but because of the resistance it poses to change itself the reluctance of its
response to the demands these changes are imposing upon it. Whole districts have
deteriorated. Throngs of people mingle in the snarl and ugly tangle of traffic and
buildings. It is suffocating under an economic oxygen tent and breath is coming in
shorter and shorter gasps. Choked by obsolescent circulation, people and vehicles have
too little room to move. Worn, haggard, and with shattered nerves, the urbanite bears
testimony to the tensions.

The forces gnawing at downtown are manifold and the lag in positive response to
the competition is hurting. Decentralization of retail shopping centers has been a
natural evolution of urban expansion, and the relative position of the central business
district is headed for modification. Until the depression of the thirties, over 90 per
cent of general merchandise trade was concentrated in the central business districts*
In 1954 the amount of this trade outside the central business district had surpassed
downtown in all cities with more than a million people, and by 1958 it was nearly 20
per cent higher than the central business districts in 94 of the great metropolitan areas.
While the rate of this increase spirals upward, the dollar volume of trade in the central
business district has been cut in half. 7 This trend will not subside automatically nor
from natural causes. Aggressive and imaginative attention to the central district
is necessary.

The central city was once the transportation hub. Except in a few large cities the
private automobile is the primary carrier today. The central district is jammed with
traffic, but one-half or more of the vehicles that crowd the streets are passing through
downtown for destinations beyond. Yet the district, bulging with vehicles, resembles
an endless parking lot. A striking image of the central city is Los Angeles, where two-
thirds of the downtown area is devoted to streets, alleys, and parking lots. It is not that
this allocation of space is disproportionate when compared with modern shopping
centers, but the inferior quality of the space, created by the disorderly scatteration of
buildings among automobile repositories and traffic-ridden streets, is spoiling the
district.

Dispersion of the residential population from the environs of the central business
district has altered the economic base. Those who could afford it have escaped to the
outskirts, and a ring of slums chokes the central city. The flight to the suburbs has
drawn with it a decentralization of consumer retail business. Perhaps more insidious
in its effect, however, is the shifting of other traditional downtown activities caught in

7 Urban Land, September 1961, by Homer Hoyt.

Courtesy Pan American
STREET SCENE CENTRAL BUSINESS DISTRICT, Times Square, New York City

' Courtesy Gordon Sommers

FORT WORTH, Texas Victor Gruen, Architect

Courtesy Gordon Sommers

FORT WORTH, Texas

Architect: Victor Gruen and Associates

This well-known plan for reshaping the
central business district of Fort "Worth
combines the features of the regional
shopping center, which are lacking in
the downtown of most cities. A circum-
ferential highway system about the dis-
trict feeds six four-story parking ga-
rages. Each garage projects into the
central core, and convenient walking
distance from the garages to the center
encourages the closing of internal streets
to serve as pedestrian shopping malls.
Service to business establishments was
through underground tunnels.

- STATIONS

C3 UNDERGROUND CONCOURSES

PEDESTRIAN MALL & TROLLEY

<= ELEVATED WALKWAY

.ear EXPRESSWAYS

ACCESS RAMPS

RAIL TRANSIT
e= STATIONS
mm PARKING

PHILADELPHIA, Pennsylvania

A comprehensive plan for the
central business district relates a
circumferential expressway loop
to parking garages and pedes-
trian concourses. Subway com-
muter trains and bus lines con-
nect with the shoppers' mall in
the multilevel central core where
Penn Center is located.

From "Transportation in the
Center City Development Plan
for Philadelphia" by Arthur T.
Row, in HRB Bulletin 293, 1961.

PENN CENTER

Replacing the old "Chinese Wall," this
office building complex next to the City
Hall is the initial development of the
plan for the city core.

A City Hall

B Penn Center

C Transportation Center

D Reyburn Plaza

E Municipal Series Building

Cowrtesy Wayne Wright

^naiMvlI

_ nc
iBBC
DL
DE!

DOI
O

DKDDDD

DDDDD

ODD C
nnnnn

H JL

Courtesy Architectural Forum
KANSAS CITY, Missouri

With nearly half of the traffic volume circulating through the downtown streets en route to destinations
outside the district, an ambitious system of "ring" roads and multilevel garages is intended to free <he streets
from excessive congestion.

280 THE CITY TODAY

this centrifugal movement. Restaurants, department stores, theaters, civic and cultural
facilities museums, art galleries, libraries, auditoriums and sports centers, govern-
ment offices and a variety of business firms, are moving to new locations along the
fingers of commerce stretching outward from the core. These shifts are sporadic, but
they seem to be persistent. Consumer shopping naturally seeks proximity to its direct
market, but most of the movement is not necessarily induced by improved geographic
location nor compatible relationships; it is flight from the congestion of downtown.

A virtue of the central district is its compact form. The hard core of the center is of
relatively limited size, rarely exceeding 160 acres. It thus becomes a natural area for
ready access by pedestrian communication. The spearheads of commercial expansion
spreading outward overextend these lines of communication and drain the internal
energy rather than buttress the economy of the core. Property owners seek to sustain
their values but the incentive to risk capital for improvement by absentee owners lags
so long as property yields an acceptable return on the investment. Concerted action is
thus slow in forming. Oblique maneuvers, slogans, clean-up campaigns, sidewalk twig
planting, reflect a basic pessimism. Enthusiasm will be expressed by a frontal attack,
a bold and imaginative plan by business leaders to revitalize the district.

It is possible that major retail commerce may not be equated with the central busi-
ness district as the functions of downtown evolve. The central area of a great city
usually forms into specialized districts the financial district, theater and hotel
district, business and professional offices, the large department stores and shops, offices
of government. These several functions may mingle in a single district of a small city,
but they form a fairly compact unit, having their own identification and supporting
services.

The future of downtown demands more than piecemeal rehabilitation. The occa-
sional bright new building, replacing some old and worn-out structure, is attractive.
But the impact of increasing intensity of land use, without change in the street system
and parking accommodations, only aggravates an already overburdened circulation
system. Business enterprise thus exercises its option to use land more productively, but
the public responsibility has not been exercised to up-date the circulation system and
terminal facilities. The "golden noose" draws tighter.

Vehicular and pedestrian circulation are not rehabilitation measures, nor is parking.
Rebuilding the broad fringe of slums and blight encircling the city center could attract
a multitude of those who have fled to the outskirts. Integrated replanning from within
the central district outward and across the wide twilight zone surrounding it, may
restore an enriched quality to this critical area of the city.

The Mall. An animated, colorful scene is the attraction of city streets. The gaudy
array of signs by day and night conveys a carnival spirit. The kaleidoscopic spectacle
is a tasteless, even vulgar, display, but it is the asset of the street. People warm to
crowds and the excitement of variety. Shouting loud to the passerby is a commercial
necessity. City streets have become traffic arteries. Capturing and holding the attention
of a passing motorist intensifies the pressure on advertising. Business notices must

PIAZZA SAN MARCO, Venice, Italy

CONCERT HALL SQUARE,
Stockholm, Sweden

THE GALLERIA, Milan, Italy

Courtesy Julius Schidman Courtesy Photograph House

FASHION SQUARE, Santa Ana, California NORTHLAND CENTER* Detroit, Michigan

Perina and Associates, Architects Victor Gruen and Associates, Architects

Courtesy Gordon Sommers

/ 1 r

'Victor Gruen and Associates, Architects

MIDTOWN PLAZA, Rochester, New York

Collaboration between store owners to assemble adjoining property, combined with cooperation from the
<aty, transformed an alley into a covered arcade entrance to a new two-level air-conditioned shopping mall
within the center of a city block served by an underground garage. A new office building and hotel is planned
as part of the completed development.

COMMERCIAL CENTERS 283

project themselves into the street with a galaxy of illuminated devices. Signs grow in
size and novelty in direct ratio with the congestion of traffic. It is a grim, bizarre reality
and design reform could sterilize the city street scene. Neither the shopper-driver nor
the shopkeeper can forsake the nervous disorder. The anachronism is obvious. The
automobile is not a natural means of locomotion for shopping; the patron of business
is essentially a pedestrian, not a motorist.

It is quite possible that much of the distasteful quality of the commercial street
would disappear under its own weight if the patron were readily converted from a
driver to a pedestrian. The necessity for loud shouting, the raucous display, could be
replaced by attention to the goods for sale. Again the shopping center makes the case;
the automobile is removed from the street., the shopper returns to his natural status of
a pedestrian, and the animation of the scene is enhanced. As though it were "proof
positive, 79 more dollar volume of business results.

The Mall has acquired a magic ring. Contrary to some impressions, it is not
accomplished by the simple gesture of closing a street to vehicular traffic. It becomes
a complex arrangement of traffic rerouting, parking, service for merchandise delivery
and refuse collection, adjustments in utilities, illumination, fire and police protection,
and maintenance. Nor is the mall a panacea for the ills that beset downtown. It may
become an important element in replanning the central business district, but it is
effective only to the extent that the traffic, parking, and general spatial rearrangement
are integrated. Not the least element in the program for a revitalized downtown is the
spirit with which the property owners and tenants participate. Full cooperation may
produce a metamorphosis in downtown and restore it as the heart of the city.

CHAPTER 16

THE CIRCULATION

SYSTEM

Channels of Movement. Since man first charted the fleeting trace of a path across
the landscape, his routes of travel have been the vital threads in his pattern of com-
merce, cultural exchange, and military conquest. Progressing from the path to the
road, the river to the ocean, the rail to the sky, the space for movement of man and his
vehicles now occupies more than a quarter of the land in the urban community. For
3,000 years his mode of transportation was by foot or horseback. Then came the
industrial revolution and mechanization, steam for rail and water travel, the internal
combustion engine for the automobile and airplane, and we are now on the threshold
of interplanetary travel with solid fuels and electronic controls.

Of all the amazing products of a remarkable age, none has made more striking
progress than the vehicles of transportation. With the variety in modes of travel came
increased speed, extended lines of communication, and most important, unprecedented
mobility of countless millions of people. The impact on the structure of our civiliza-
tion is appalling. The industrial economy is rooted in large part on the production and
circulation of vehicles of transportation. Commercial enterprise in metals, plastics,
fuels, rubber, even in insurance, hospitals, and funeral parlors, depends to a large
extent upon our capacity to move people and goods. Within our cities we are con-
fronted with a paradox. On the one hand is the struggle to design a circulation system
to accommodate vast changes in the speed of transportation; on the other we search
desperately for a place for these vehicles to come to a halt. The freedom of movement
afforded by the revolution in transportation has reached such an advanced stage of
development it is now a major problem to slow down and stop. The automobile is
trapped in the network of an archaic street system, but when the circulation routes are
improved there must be a place to park at the points of destination. This paradox of
conversion from vehicular speed to pedestrian tempo is dramatized in airplane travel.
The time consumed to and from the airport may be greater than the flight of a
thousand miles.

In 1847 the Messageries Nationales coach line in France travelled at 6 miles an
hour and 56 miles a day. With the introduction of asphalt about 1860 the improved
roadways brought an increase in the speed of travel. The Malles-Poste coaches

284

THE CIRCULATION SYSTEM 285

travelled 9 to 12 miles an hour and 75 miles a day. The automobile has the capacity
for speeds sevez*al times that of the nineteenth century horse-drawn coach, but the time
consumed by the fits and starts along traffic streets, the search for a place to park, and
then the walk to the office reduce the average speed of the commuter to an even
lesser rate.

An even greater issue than the speed of modern transportation is its safety. If urban
travel were confined solely to the irritation of a traffic jam, we might withdraw to a
point of vantage and view the scene as a farce. But the automobile has indeed become
a weapon of murder; some 36,000 people are killed by it in this country each year.
Many of these tragedies are due to carelessness, but the tensions generating from the
tempo and confusion of the modern city might be relieved through well-ordered street
and highway design.

The function of a city's circulation system is to provide for the movement of people
and goods. It ranges from the movement of an individual on foot to the daily hordes
of commuters entering and leaving the city from distant points. It comprehends auto-
mobiles, buses, trucks, and railroads on the surface, underground and overhead
ships and airplanes. It is the series of routes traversed for a variety of purposes work,
entertainment, shopping, transport of raw materials and manufactured products, edu-
cation, relaxation, affairs of state, and law enforcement. The mixture of these demands
for transport, and the vehicles to serve them, compounds the equation for the system.
It embraces walkways, service lanes, major streets, highways, freeways, the rights-of-
way for rail lines, and airway routes. Each of the elements in the circulation system
we know today has been inherited from the pre-machine era. Adjustment to the
mechanical vehicle has been an arduous process of wresting some semblance of order
and utility from the archaic layout.

The pioneer surveyors usually laid out towns in gridiron sections one mile square.
The major highways followed these section lines in ribbons 100 feet wide. Secondary
highways 80 feet in width were aligned along the quarter section lines, and within
these squares the interior roads were laid in 60-foot rights-of-way. The system was
adaptable to a regular division of land into lots, and people settled at strategic loca-
tions. The pattern continued as the population increased, and later through this net-
work of streets, vehicles of modern transportation poured into the growing cities.

With city planners spurred by the conviction that relief from traffic congestion
would come by way of broader streets, there followed a rash of street-widening
projects along the established rights-of way, and major and secondary highways were
designated* Congestion was not relieved, however. More traffic was invited onto these
broader streets, slow-moving and short-haul traffic mixed with vehicles destined for
more distant points, left turns occurred at all intersections, truck and passenger
vehicles vied for parking and loading space along the curbs, vehicular and pedestrian
traffic conflicted, unlimited ingress and egress flowed from abutting property into the
traffic lanes, frequent intersections impeded movement, and the multitude of com-
mercial distractions along the streets brought chaos to the city.

286 THE CITY TODAY

Traffic Engineering A Palliative. Because the street plan of cities is impotent
to cope with the traffic upon them, there have been various methods devised to control
the operation of vehicles. It might be more accurate to describe these as measures of
control by default, but they are essential to maintain any movement of vehicles
through the city streets. The calculation and administration of these controls are known
as "traffic engineering."

The traffic engineer finds himself in the rather awkward position of responsibility
for forcing the movement of the irresistible force of traffic through the impenetrable
obstacle of congestion. Perched upon the horns of this dilemma, the traffic engineer is
a repair man rather than a builder, a deviser rather than a planner, a first-aid traffic
"corpsman" rather than a surgeon. Traffic engineering is necessary because the planning
of the city circulation system has been neglected.

Traffic engineering embraces the host of devices with which the city-dweller is
familiar: stop-and-go signs at street intersections, slow-down warnings and speed
limits, parking limits and prohibitions, the policeman's whistle, the "safety islands'*
at points of boarding street cars and buses, the white and yellow lines painted upon
the pavements to "channel" moving vehicles and the mechanical divisions sometimes
employed for this purpose, and the one-way street. The list of these "solutions" is
long, but none has singly, nor in combination, brought any genuine relief of the traffic
problem. The devices are more appropriately described as stunts rather than solutions ;
they are expedient measures to cope with immediate traffic problems in the form of
"first-aid" treatment and offer no real improvement in the capacity of the transporta-
tion system to move people.

The automobile travels at a reasonably rapid speed with relative ease, comfort, and
convenience. Interpretation of the flow of travel conflicts with the effectiveness of the
machine as a means for the mass transportation of people, and this interruption also
creates hazards to safety. The synchronization of "stop-lights" has improved the conti-
nuity of movement, but the effect of these interruptions remains. The average cycle for
change of the traffic signal is one minute; cars travelling in one direction are stopped
for 30 seconds and move for 30 seconds. The effect of this interruption is a reduction
to 40 per cent of the number of cars which could pass a given point if the flow were
uninterrupted. In other words, a street intersection controlled by traffic-lights can
accommodate only two-fifths the number of cars a free flow of traffic will carry.

The conversion of streets from two-way to one-way travel is a familar system that
traffic engineers are frequently forced to employ. It is a method for channeling traffic
that avoids the conflict of left-hand turns across lanes moving from the opposite
direction, but the traffic signal is still necessary to permit the passage of pedestrians,
and traffic flow continues to suffer periodic interruptions.

There is a reluctance to design streets for peak traffic loads because of the alleged
wasteful space during the periods of less intensive use. The alternative is conversion of
six-lane trunk streets to four lanes in the direction of heavy flow and two lanes for the
opposite direction during the morning rush and reversal of this process for the evening

THE CIRCULATION SYSTEM 287

peak. While the painted channel lines are usually the only means for marking these
lanes, some cities have mechanical barriers which may be raised and lowered from
continuous slots along the channel separations.

The traffic engineer maintains data on the movement of people and vehicles, he
measures the service of commercial centers by traffic counts of registered automobiles
that park there, he measures the capacity of sidewalks by counts of pedestrians who
traverse them, and the probable effectiveness of street widening or new streets and
freeways is estimated by counts of local and through traffic. The need for and effec-
tiveness of traffic signals, prohibitions on left turns and curb parking, and special
lanes for traffic flow are calculated by the traffic engineer from the variety of traffic
counts and data he compiles, and he aids the public transit companies in the routing
of mass transportation vehicles.

The traffic engineer is maintaining a gallant struggle to cope with the imponderable
traffic tangles he confronts and, until the urban street system is designed for the vehicles
which traverse it, his devices will remain essential ingredients of our city circulation.
It is a choice between two traffic evils: no control and complete chaos or negative
control to avoid paralysis.

A Place to Walk. The amazing attachment which man has for the wheel of his car
results in the automobile being used for a trip to the corner grocery only two blocks
from home. This has impelled the subdivider of lots for sale to assume that streets must
go in all directions, for he was never quite sure on which corner the stores might be
built. With some reasonable planning preceding the subdivision of land today, the
street system may be simplified and restoration of the walking habit has some prospects
for fulfillment. Internal walks through the sites of large-scale housing developments
provide safe and pleasant circulation to the various community facilities.

The most economical, convenient, and maneuverable means of movement is loco-
motion on foot. Its use is decreasing because the automobile is handy; it is also
decreasing because the environment is not planned for it and is unattractive as a
place in which to walk. Yet the pedestrian way is still an essential element in the
circulation system of our cities. Harking from the days of the horse and buggy is the
habit of interpreting the vehicular street as the promenade for pedestrians. It no longer
serves that function, but the sidewalks are still designed as an adjunct of the streets.
The Garden City plan, the Greenbelt towns, as well as the community of Radburn,
planned internal circulation for pedestrians, and the "arcades'* in business blocks and
shopping centers suggest a similar treatment in the commercial centers. With an im-
provement in planning for terminal parking facilities for cars and simplification of
vehicular circulation in both business and residential areas, the pedestrian way may
be returned as an effective and attractive element of circulation.

The usual width of a residential walk is 4 or 6 feet. Designed as an integral part of
the street curb, it allows adequate space for street planting not available in the "park"
strip separating the walk and curb. The integral design, however, needs sloped, or
rolled, curbs to permit access into driveways without a repetition of steps along the

288 THE CITY TODAY

walk. In commercial districts the sidewalk width ranges from 10 to 20 feet, with an
average of 15 feet being a generally accepted standard for a walk traversed by
"window-shoppers'* in the main business center. The estimate by Lawson Purdy of 5
square feet of sidewalk area per person suggests the necessity to calculate the area of
pedestrian ways according to the population density of the area served; Mr. Purdy
estimated that the sidewalks would be used by one-half to one-third of the build-
ing occupants at any one time. 1 Were the maze of "downtown" traffic streets to be
simplified by substitution of pedestrian malls through p'ortions of the shopping
centers, the circulation of pedestrians could become convenient, attractive, and far less
dangerous.

The Right-of-Way. Since one-third of the land in the urban community is devoted
to the road system, it is pertinent to observe how this land came into public owner-
ship. In early times travel over the safest and most easily traversed routes created
"public" roadways through usage. Since the basic ownership of all land was the
sovereign right of the state, it was normal for the ruler to designate "post" roads and
highways to assure protection for channels of communication between communities.
When ownership was granted to individuals, the head of the state provided for a means
of access to property, although some passageways remained toll roads until a very
late date. In cities the subdivision of land into individual parcels was regulated by
decree to maintain certain open spaces for travel and safety against fire. This practice
is reflected in modern subdivision design whereby the state, in granting the right to
individuals to subdivide land, requires that the roadways which give access to property
be dedicated to public use. Streets thus dedicated to public use and accepted by the
city for maintenance may either remain as public easements for such time as they are
required as streets or they may be deeded to the city in "fee simple." When streets are
vacated by the city, the land occupied by them is usually divided, based on the original
dedication or deed, and title to it returned to the abutting property owners.

Street Design. The gridiron street plan formed a pattern of rectangular blocks
divided into rectangular lots which were usually very narrow to conserve on utility
lines and very deep to conserve on streets. The curvilinear design was then devised to
give some semblance of "character" to the subdivision, or subdue the deadly monotony
of parallel streets stretching to infinity. The alternative soon developed into a curved
grid, a series of parallel curved streets, with no more living amenities than the
rectangular grid provided. The more exaggerated of the "designs" assumed the form
of a violently swirling street system in which orientation was completely obscured.

It is customary to maintain the narrowest practicable width for local residential
streets which serve only the abutting properly. When parking is desired on each side of
the street, the right-of-way is between 54 and 64 feet wide, with a pavement width of
36 feet. The paved surface may be as narrow as 30 feet, but this suggests parking on one
side only since the traffic lanes should not be less than 9 feet wide. Although local
streets of narrow width are more economical in their initial cost, the weaving of auto-

1 Regional Survey of New York and Its Environs, 1931.

The Gridiron Plan
from Section to Lot

The "Cul-de-
Sac" Street

'Loop" Street

Curvilinear Street
Design

Highway Frontage
Treatment (Prop-
erty Backs to High-
way; Access by way
of Local Street)

Highway Frontage
Treatment (Access
by way of Service
Roads)

TYPES OF STREETS

290 THE CITY TODAY

mobiles about parked cars is a hazard to the safety of children in the neighborhood.

Economy of street design has been more rationally approached through the effort
to reduce the total length of streets rather than their width. Care in site planning
brought about an abandoning of the artificial picturesqiieness of the arbitrary street
system and led to the use of the cul-de-sac and the loop street.

The cul-de-sac, or dead-end street, came into use to eliminate through traffic in a
positive manner. They terminate in a circular or hammer-head "turn-around," and, to
retain their inherent advantages, they should be short a maximum length of 250 feet
is recommended. The advantages are dissipated in long cul-de-sacs, since they induce
accelerated traffic speeds and render access for service and fire-protection facilities
more complicated. Probably the most renowned example of the cul-de-sac street system
is the community of Radburn, New Jersey. In this development the system is fully
exploited by the consolidation of open space and reduction of street crossings, the
separation between vehicular and pedestrian circulation being enhanced by the use
of pedestrian underpasses beneath the major streets. Although this separation of traffic
is desirable, the narrow tunnel-shape of the usual pedestrian underpass tends to accumu-
late refuse and dirt, and presents dangers which may be avoided by convenient
pedestrian overpasses above slightly depressed streets.

The loop street is a variation of the cul-de-sac and is employed in substantially the
same manner. However, it eliminates the necessity for the "turn-around" and provides
continuous circulation required by some communities to assure no interference with
accessibility for fire protection and other services. While it does not offer complete
separation between vehicular and pedestrian traffic, it is as effective as the cul-de-sac
in eliminating through traffic. The length of the loop street is not as important as that
of the cul-de-sac, since the movement of traffic is continuous, but, like the cul-de-sac,
traffic is normally confined to vehicles of the residents or for service and delivery
within the block.

There are some disadvantages in the cul-de-sac and the loop street, but careful
planning can reduce these to a minimum. It is sometimes alleged that circulation about
a community becomes confusing, although a simple plan can overcome much of this
objection. House-numbering and street-naming require attention since they vary from
the customary pattern for which the usual systems have been devised.

The collector street is, as the name suggests, the street into which the local residential
streets feed. It may be designed to flow into the secondary or major traffic arteries,
in which case the right-of-way is usually 60 feet wide with a pavement 36 feet in
width. Frequently, however, the collector streets are comparable in traffic load to a
secondary highway and must be so designed.

The traffic load from the local residential streets and their collector roadways is
carried by the secondary and major highways and, although a difference in function
is suggested by this terminology, there is often little real distinction between the traffic
they carry. The secondary highway is intended to serve areas intermediate between the
major traffic streets and thence connect to the major highway. However, major highways

THE CIRCULATION SYSTEM

291

Other Fea

4111 Jd! i1II| l2.s*f

M|-?l gpl i

g S^

Req
ce
bui

Generally at grade.
landscaping and ser
or adequate rear lo
set-back lines (75 f
service roads are no I

CO C *"P

33 g

l|l8

- -

Ssjh

OH
O

C/D

* 1

CO OB .3

O
CO

o a

Comm

C 1
O

g-d

111

o
3

P=!
*.2

1
1

nction and
ign Feature

S.-H

."Hli * WB

E3.-S eo s

Isll

S t^l3 " .
g.*j rt"d to

S S s s a
^3 s s *.g

g^-S^g

* * .s s

Ifllll

|I2"SK

p_t o <sj bC H CL<

cess
ade
ajor
ohibi

Provide
contiguo
Usually
neighbor
control;
sections;
prohibite

gjB

a'S-S

f'H

292 THE CITY TODAY

have grown so congested that much traffic escapes along the secondary and collector
streets, thus rendering each the equivalent of a major traffic artery.

Secondary highways are usually 80 or 84 feet in width of right-of-way, with a pave-
ment width of 64 feet having four lanes for traffic and two for parking. The major
highways are customarily 100 feet in width with a pavement width of about 76 feet
having six lanes for moving traffic and two for parking.

It is gradually becoming apparent that access from abutting property to major and
secondary highways must be denied. The movement of traffic cannot be maintained
when it is repeatedly interrupted by the ingress or egress of vehicles from side streets.
Frontage along these main traffic routes must obtain their service access from either
alleys or minor service roads parallel to the highway. A service road is generally
28 feet in width, allowing parking on one side only, and the usual width of alleys is
20 feet with parking prohibited. Service roads may be screened from the highways
with a planting strip; the highway is thus enhanced while the abutting property is
shielded from it, an asset to the development of residential neighborhoods contiguous
to highways.

The Regional System. Following old Indian trails, the winding, twisting, meander-
ing routes between communities became the post roads, the plank roads, and the high
roads. These were the trade routes between centers of population and between the
rural areas where products were grown and the towns where they were marketed.
Like the roads in the center of the early city, they followed thfe'easy^w^y irrespective
of property boundaries. As property ownership was formalized the roads served as
dividing lines. They represented access to property and a way to and from markets.
Most of the important regional links follow, to some extent, these original lines. With
the expansion of communities, many of these primitive roadways have been lost in the
maze of internal growth* They left their mark, however, as the basis for orientation of
other streets and highways, parallel and perpendicular to these original spinal lines.

With the expansion and congestion of cities, the intercommunity roads collapsed
under the impact of traffic loads. They carried less and less traffic. Accidents were a
by-product of too many intersections, ill-designed roadbeds and curves, lack of sufficient
sight distances, and vertical curves. Widening the roads only intensified the situation
by drawing more of the ever-increasing number of vehicles to them. Then the "free-
way" introduced the first change in highway design.

The freeway provided a new approach; it released the roadway from old align-
ments, from abutting property, from intersections at grades, from outmoded design
standards, from old right-of-way limitations. The traffic problem remains unsolved,
and it is true that the freeway can, at peak hours, become the longest parking lot in
the world. The freeway nonetheless has embraced the salient characteristics of the
travel way for free and fast-moving vehicles. It has yet to find its appropriate relation
to the future shape of the evolving modern city.

The Freeway. The freeway is essentially a pair of parallel roadways, each of
which carries one-way traffic in opposite directions, with complete separation from

DISTRICT VII
FREEWAYS

THE FREEWAY SYSTEM

A portion of the California Freeway and Expressway system of 12,500 miles to be completed in the

state by 1980. The plan illustrates the 1,525-mile network in the Los Angeles region (District VII).

Courtesy Department of Public Works, Division of Highways, State of California

FOUR-LEVEL INTERSECTION, LOS ANGELES

Simple Grade Separation between
Two Highways

Braided or "T* Interchange

Simple Interchange of Freeway with Highway

Universal Interchange

Four-level Interchange

Cloverleaf Interchange

Bel Geddes Interchange

THE CIRCULATION SYSTEM 295

each other and free from all cross-traffic. Ingress and egress in either direction flows
into or from the channel of travel via accelerating and decelerating lanes. Traffic
moves unimpeded by any interruptions from light signals or stop signs. All cross-
traffic is carried over or under the freeway, and access from abutting property is
closed from the freeway right-of-way.

The freeway appeared on the American scene during the early 1930 ? s, with the
construction of the Downtown Expressway parallel to the Hudson River in New York
City, the Pulaski Skyway from Newark, New Jersey, to New York, and the commence-
ment of the great Chicago Outer Drive. Later developments soon followed in New
Jersey, Pennsylvania, New York, Connecticut, Delaware, California, and in the vicinity
of Washington, D.C.

Many of these early routes were limited in scope, but they were designed for the
unimpeded movement of vehicles by the shortest feasible route between two or more
points. The freeway may parallel existing streets or cut across their present pattern.
It marks the beginning of a new form of artery which may aid in solution of the traffic
problem and create the huge cells that will ultimately frame the groups of neighborhood
units as the city grows and is rebuilt. With the freeway a new urban form is emerging.

The right-of-way for a freeway is necessarily broad; it must provide adequate space
to be depressed or raised without adversely affecting abutting property. Limitations
on the width vary with circumstances. Land cost may be one obvious prospect for
forcing economy in land area, but another may appear in state laws which restrict the
acquisition of property for public improvements to that required for the principal
function of the facility. Such restrictions would limit the right-of-way to the area
required only for the traffic lanes and adjacent walkways, the acquisition for con-
tiguous buffer spaces being considered excessive. To cope with such a situation in New
York City, the routes were acquired by the Park Department as park strips and the
traffic ways were built within them; the term "parkway" is consequently applied to
them. Some states have enacted statutes to permit the acquisition of ample space for
the freeway right-of-way; in California a space 150 feet on each side of the centerline
of the roadway may be acquired, thus providing for purchase of marginal property
to avoid the creation of small remnants of land otherwise unusable for development.

The freeway is usually designed for three lanes of traffic in each direction, and
rarely more than four lanes. These are intended for the free movement of vehicles,
and the greater the number of lanes, the greater is the interference from vehicles
weaving between them seeking a satisfactory channel of speed or access to the decel-
erating lane from which to leave the freeway. The lanes for acceleration at the entrance
and deceleration at the exit of the freeway, and for emergency parking for disabled
cars, should be in addition to the number of channels of clear traffic movement.

Ingress and egress are at infrequent intervals, not less than one-half mile apart and
preferably at one-mile distances; this frequency will permit adequate stops for bus
connections if they are permitted on the freeway system. Lanes for truck or bus travel
should be 15 feet in width rather than the usual standard of 12 feet, and loading and

296 THE CITY TODAY

unloading zones must be separated from the clear channels of movement with transi-
tion lanes leading to the stopping places.

The dividing strip between the roads traversing in opposite directions will vary in
width according to the nature of the right-of-way. Some separations are broad enough
to permit service stations, emergency parking bays, and fully landscaped spaces, but
the usual width is between 10 and 20 feet. Because the freeway, presently intended
for automotive vehicles, may later provide a logical and appropriate channel for
mass transportation vehicles, an ample dividing strip may one day demonstrate the
economy of its original purchase; a minimum of 30 feet and a desirable width of 50
feet should be planned. Oversight, indifference, or lack of vision in planning freeways
will cost the people much in money as well as time, confusion, and discouragement;
it is demonstrated today in some cities where the freeway and mass transportation
plans failed to be integrated.

Safety and efficient flow of traffic have been enhanced by improvements in lighting
and directional signs. Lighting for night travel has made great progress, some high-
ways having become ribbons of lighted pavement requiring no headlights on vehicles
for adequate vision and safety. Although not yet fully developed and employed, color
may be advantageously used to identify certain lanes for speeds and points of depar-
ture from the roadway. The scale of letters and placement of signs which indicate
directions, places, and distances are important factors in the design of traffic-ways for
smooth and safe circulation.

The Traffic Lane. Traffic hazards arise from excessive speed, but they may be
due also to deficiencies in the design of roadways. Separations between traffic traveling
in opposite directions and the elimination of intersections are essential. The provision
of off-street parking so curb parking may be prohibited is necessary; only one disabled
car can reduce a three-lane roadway to a two-lane street and add the hazard of
rapid accumulation of vehicles at this bottleneck. Given the free flow of traffic which
these improvements offer, the effectiveness of the motor car depends upon the shape of
the roadway over which it travels.

Traffic lanes vary from 8 to 15 feet and this variation is not a fault until it occurs
within the same line of travel. The local street may have a width of 10 feet and the
through-traffic artery may be 12 feet, but the width should be constant for each. Local
streets serving residential areas are customarily designed for a lane of 10 feet, being
4 feet wider than the standard automobile and none too great a separation between two
moving vehicles passing at a rate of 25 miles per hour. On highways and freeways the
width is generally 12 feet, increased to 13 or 14 feet on the curves. 2 When the free-
way or highway is designed for the operation of trucks and buses, a lane of 15 feet
in width should be provided.

The width of the lane intended for parking vehicles is usually 8 feet; this assumes
the wheels will be one foot from the curb and allow 3 feet between it and a vehicle

2 Location and Function of Urban Freeways, Post-War Patterns of City Growth, Frank H. Malley, American
Transit Association, New York.

THE CIRCULATION SYSTEM 297

passing along the centerline of the adjacent moving lane. If the parked vehicle is a
truck, it will project into the adjacent lane, creating a hazard of side-swiping. It seems
more sensible to make no distinction between the width of a lane for parking and one
for moving vehicles ; in peak hours when curb parking is prohibited, this lane adds a
traffic way to the otherwise overcrowded street.

One-third of all trips by motor vehicles of all types are within the city limits, and
90 per cent of the rest are within a radius of 30 miles. The automobile is adapted to
use for local travel and is readily maneuverable and quick-starting. However, it can
achieve high, comfortable and relatively safe speed, depending upon the roadbed and
the driver at the wheel.

The appropriate roadway is an uninterrupted straight run or sweeping curve. A
car traveling at 10 miles per hour requires a turning radius of about 40 feet with a
level roadbed and 30 feet if the road has a 10 per cent slope. When the speed reaches
30 miles per hour, the curve should be 400 feet on a level road and 230 feet with a
10 per cent slope. At 60 miles per hour the radius of the curve should be 1,400 feet
if level, and 900 feet with a 10 per cent bank. 3 Since the average critical speed of
automobiles has been between 30 and 35 miles per hour, it would appear that road
curves of some 250 feet, well banked, would be adequate, but it is necessary to provide
for the far more rapid travel which will continue to occur upon our freeways, a free
flow needing a radius of at least 1,000 feet.

The combined factors of human response and the mechanical action in bringing a
car to a halt make clear visibility at street intersections mandatory. The driver of an
automobile traveling at a speed of 10 miles per hour quickly perceives a necessity to
stop the car, but by the time he has translated this perception into the action of applying
the brakes the car has traveled a distance of 8 feet. Another 8 feet will be traveled
before the brakes bring the vehicle to a stop. Traveling at 30 miles per hour a car will
go 20 feet between the time the driver detects the need to stop and has translated this
perception into action against the brakes. The car will travel another 60 feet before it
is stopped. At 60 miles per hour the car will have moved 45 feet between perception
and action on the brakes, the braking distance being another 230 feet. 4

Previous reference has been made to the effect of weaving on the flow of traffic.
This injects both a hazard and a deterrent to speed. The absence of left-hand turns
reduces the problem to some degree, since cars entering a roadway have no necessity
to move out of the traffic stream to the left. The weaving action is nevertheless present
in a street of more than one lane in width since cars in the left lane will have to leave
the traffic stream on the right. A car traveling in a traffic stream moving at a speed of
10 miles per hour will need only 170 feet to weave from left to right in a two-lane
highway and 320 feet in a three-lane road. When the traffic stream is moving at 30
miles per hour, however, the weaving distance in a two-lane road increases to 750 feet

3 Based upon standards of the American Association of State Highway Officials.

4 Comprehensive Planning for the City : Market and Dwelling Place, Part I : Traffic Design, Hermann Herrey,
Pencil Points, April 1944.

298 THE CITY TODAY

and 1,230 feet in a three-lane road. At 50 miles per hour the weaving distance is 1,890
feet in two lanes and 2,900 feet in three lanes. 5

Elimination of grade intersections removes stop-and-go signals and increases both
the speed and the safety of vehicles. A comparative survey in Milwaukee revealed the
average speed of traffic on the usual street is 13.4 miles per hour while the average
speed on a section of freeway, free from intersections, is 31.8 miles per hour. The
average speed on all the streets in the city is 16.8 miles per hour during the rush-hour
traffic and 18.2 miles per hour for normal traffic. The comparison is further accentuated
by the improvement in rates of accidents, the ratio being one to twenty between the
freeway and ordinary street intersection with an injury ratio of one to twenty-seven. 6

Not only is safety improved by the elimination of street intersections, but economy
in time and money is effected. Estimates by the Automobile Club of Southern California
indicate the freeway is seven times as safe as the normal street system, saves 50 per cent
in driving time, and is 30 per cent cheaper in operating costs of the automobile.

The County of Los Angeles undertook a study of the relationship between street
intersection design and accidents. 7 It embraced 86 residential tracts involving a total
of 4,320 acres, 108 miles of residential streets, and 660 intersections. The study dis-
closed that the accident rate in "gridiron" street design was almost eight times as
great as in an internal system with limited access to major traffic arteries. An internal
cellular plan offers the opportunity for safer living as well as economy, privacy, and
attraction.

These statistics indicate the nature of the horizontal space dimensions the auto has
introduced to the urban traffic pattern and emphasize the basic fact that streets intended
for smooth and safe traffic flow cannot have frequent intersections without destroying
the effectiveness of the vehicle.

Adjustment to the new character of modern vehicular travel has been slow and the
change in approach to the design of roadways has probably been most apparent at the
points of intersection. Traffic circles were the first attempts to merge traffic flow and
avoid the conflicts of left turns. While traffic was light, the circle was adequate, but the
increase in number of vehicles re-created congestion at these points.

The "cloverleaf " was the next step toward a solution of traffic interchange, but it has
a weakness. The driver of a vehicle intending to turn left must cross beyond the inter-
secting street for which he is destined, and then make a right turn into a curve which
leads back to the cross street he seeks. It is confusing for a driver, traveling at a
fair rate of speed, to find himself beyond the intersection he seeks and then turning
right for a left-hand direction. Familiarity with a roadway offsets this sort of confu-
sion, but it is not assurance of the safest form of traffic artery.

Other types of interchange structures have been designed for the purpose of over-
coming the weaknesses of the circle and cloverleaf, and most have incorporated the

5 Ibid.

6 Milwaukee Origin-Destination Survey, Concrete Highways and Public Improvements, Portland Cement
Association, Spring 1947.

7 Harold Marks, Traffic Engineer, County of Los Angeles.

THE CIRCULATION SYSTEM 299

best features of each. However, all designs assume that slow vehicles remain on the
right-hand side of the roadway and, because left-hand turns on level roads are a handi-
cap to speed and safety, movement from the freeway is channeled to the right regard-
less of the destination of the vehicle. In the General Motors Exhibit at the New York
World's Fair in 1939, Norman Bel Geddes presented a highway design in which a
driver would turn left from the left-hand lane, and this turn would have the same
radius of curvature as the right-hand turn. He observed that the term "slow lane" is a
contradiction of the freeway system and that the speed of vehicles would probably be
similar in all lanes. Bel Geddes proposed that the number of through-lanes continue
undiminished regardless of the left and right turns, and he provided a lane for transi-
tion into the left-hand turn as was customary for the right-hand turn. Similarly the
transition lanes for entrance to the freeway would be from both left and right sides of
the roadway.

The adoption of this logic is rather slow since it suggests some changes in the normal
habits of drivers accustomed to the present formula for turning right out of a freeway
no matter what direction may be the ultimate destination. It also necessitates some
changes in the habits of the engineers who design the highway system. Meanwhile, the
knotty problem of the smooth and safe intersection of traffic is met by some rather
fantastic combinations of the circle, the universal, and the cloverleaf .

The Interstate Highway. For many years names like "Sante Fe Trail" and
"Lincoln Highway" have lent romance to the roads that cross our vast countryside.
The Bureau of Public Roads has supervised the construction of highways and has
received federal aid since 1916, but until the late thirties highway planning was gen-
erally performed by the separate states. In 1956 the Congress authorized a vast
Interstate Highway program. It is planned to build 36,000 miles of freeways outside
urban areas by 1972 as part of the National System of Interstate and Defense High-
ways. These will connect with 6,700 miles of urban freeways to augment the 2,900
miles of urban freeways existing in 1961.

It is estimated 8 that passenger car registration will reach 120,000,000 by 1980, and
require an additional 5,600 miles of urban interstate freeways.

Great highways, such as the Pennsylvania Turnpike, have been designed for modern
motor travel over long distances and at rapid and steady speeds. Uninterrupted by
traffic crossings and modeled to the topography of the countryside, these sweeping
freeways are unmarred by the stigma of commercial advertising. Roadside restaurants
and service stations punctuate the route at convenient intervals. It is now possible to
travel from New York City to Chicago and beyond on roadways with limited access
rights and few, if any, crossings at grade.

Movement of People and Goods. In the movement of people and goods about
the city every form of mass transportation, except railways and subways, is routed on
a street system originally laid out for the easy subdivision of land and in the time

8 A report by Wilbur Smith & Associates, Consulting Engineers, for the Automobile Manufacturers Associa-
tion, 1961.

300 THE CITY TODAY

when the horse and buggy was the common mode of conveyance. The result is a para-
dox: the automobile receives the most attention in plans for the improvement of urban
traffic but is the least efficient form of urban transport, whereas the bus is replacing the
electric train, although the latter is essentially the most efficient form of rapid transit
for the mass movement of people. That the development of effective rapid transit is the
most economical, as well as the most efficient, means for the mass transportation of the
urban population may be apparent by comparison of the characteristics of vehicles
and the roadways they use.

A typical traffic street with the usual intersecting streets will accommodate 700-800
private passenger automobiles per lane per hour passing a given point. It will carry
about 180 buses and 150 streetcars per lane per hour. Since it is the movement of
people rather than the movement of vehicles with which we are concerned, the capacity
of the street must be translated into the number of people these vehicles will transport.
Studies have demonstrated that private autos carry an average of 1.75 persons per car.
A bus will carry about 40 persons seated and a streetcar about 50 seated persons.
The single lane of the typical trunk street will therefore accommodate about 1,200
passengers per hour in private autos whereas the bus carries 7,200 and the streetcar
9,000. The capacity of the bus and streetcar may be further increased with standing
passengers, raising the capacity of the bus to 9,000 and the streetcar to 13,500
per hour. 9

These figures apply to the capacity of a single lane for each type of vehicle. A
proportionate increase in the capacity would occur by the addition of lanes if they
could be retained as clear channels. Painted white lines demarking the lanes are of
some aid in the typical street, but they do not prohibit the weaving of vehicles from one
lane to another, and the effect of weaving measurably reduces the efficiency of the
street. Surveys have shown that weaving reduces the capacity of the second lane of
traffic to 75 per cent of the single lane, the capacity of a third lane is 56 per cent of the
single lane, and a fourth lane is only 26 per cent of the single lane. 10 Three lanes in
one direction with unrestricted weaving have a capacity of only 2 1/3 lanes of clear
channels with no weaving.

Studies by the American Transit Association demonstrate the increase in movement
of people by the addition of mass transportation facilities on the city streets. A typical
city street with a pavement width of 60 feet and no curb parking provides three lanes
of traffic in each direction. This street will accommodate about 2,100 private autos in
three lanes, assuming reasonable restrictions on weaving, and carry 3,700 passengers
per hour. If one lane of autos is replaced by a bus, the number of autos is decreased
to 1,200 and their passenger load to 2,100, but the bus line carries 7,200 seated pas-
sengers and 9,000 including standees, increasing the total capacity of the street to 9,300
seated and 11,100 including standing passengers. If the bus line is replaced by a
streetcar, with a capacity of 9,000 seated passengers and 13,500 seated and standing,

9 Moving People in the Modern City, American Transit Association, New York City.
I bid.

THE CIRCULATION SYSTEM 301

the total load of the street is 11 ,,100 seated and 15,600 passengers seated and standing. 11
In each case the standing passenger load is assumed to be 25 per cent of the seated
passengers in buses and 50 per cent of the seated passengers in streetcars.

This study shows that the substitution of a bus line for a lane of cars on the ordinary
trunk street will carry two and one-half times the number of people carried by three
lanes of cars alone, and the substitution of a streetcar line for one lane of autos will
carry three times the number of people. In both cases all passengers are seated. When
standing passengers are included, the capacity of the street is increased to three times
the number of people in buses and nearly four times the number in streetcars.

A limited access roadway with no grade crossings materially increases the capacity
of private automobiles, but this capacity is not increased proportionately with the speed
which cars can reach with uninterrupted flow. Studies show that the theoretical maxi-
mum number of vehicles is accommodated at a speed of about 32 miles per hour, and
that the theoretical maximum number of cars is about 2,060 per hour per lane. The
practical maximum number of cars that can be carried at this speed, however, is only
about 75 per cent of this number, or 1,500 cars per hour per lane, the capacity decreas-
ing above and below this critical speed. 12

A freeway carrying 1,500 cars per hour will move 2,500 people in a single lane as
compared with 1,200 passengers on the ordinary city street. The number of seated
passengers carried by a bus increases from 7,200 to 10,000 per hour and 13,000
including standees. The capacity of the electric streetcar is likewise increased when
interference of other traffic is removed; it increases from 9,000 seated passengers and
13,500 including standees on the ordinary street to 13,500 seated and 20,000 including
standees per track per hour with uninterrupted movement. The free flow of uninter-
rupted rail lines further permits the effective use of multiple trains which carry 27,000
seated and 40,000 including standees per hour on a single track, while two tracks in
the same direction, with one local and one express train, can increase the total capacity
per hour to 70,000 seated and 100,000 or more including standing passengers. 13

A six-lane freeway three lanes in each direction will reduce the capacity per lane
for automobiles from 1,500 cars per hour for a single lane to about 2,700 cars for two
lanes and 3,500 cars in three lanes. Three lanes will carry about 6,000 passengers per
hour in private automobiles compared with one bus lane carrying 7,200 seated and
9,000 including standees. 14 Buses operating on a three-lane freeway would probably
also be reduced in efficiency because of the inevitable conflict with automobiles. If the
same decrease as automobiles were applied to the bus, the latter would still carry
8,000 seated persons and more than 11,000 including standees.

The freeway incorporating rapid transit lines (the expressway) or some form of
overhead train system (the "elevated train" or monorail) both require a fairly com-
modious right-of-way for protection to abutting property. Because there is a firm

11 Ibid.

12 Ibid.

13 Ibid.

302 " THE CITY TODAY

reluctance to retire any of the land surface from present or potential use for commercial
development in the urban centers, there is resistance to either of these surface forms of
transportation into the heart of the city. Because of the overwhelming congestion on city
streets and the inadequacy of rapid transit systems to move the people with conven-
ience, comfort, or speed, the subway was constructed as the natural alternative.

Unfortunately the subway marks the final evidence that the city has succumbed to
strangulation by urban congestion. An uninterrupted flow of travel for multiple-electric
trains is accomplished, but at a cost that exceeds every other form of mass transporta-
tion. Only the private automobile exceeds the cost of subways and it is four or five
times the cost per passenger mile.

Terminal Space Off-Street Parking. Man's struggle to achieve speed has been
successful, and we are confronted with an anachronism: inadequate space to slow
down and stop. Automobiles, buses, and trucks must have a storage place at both
the origin and the destination of their travel routes. And they must have a place to
come to temporary rest for the conduct of business or pleasure en route. This is the
parking problem.

The requirements for parking space will vary according to the structure of the city
and the habits of motor travel, but experience suggests some standards which may
serve as guides. 15 These standards are generally related to the building floor space,
and this underscores the issue of excess zoning and congestion. The issue may be
restated by a question of whether it is our intention that cities become gargantuan
parking lots occupied by buildings. The prospect that mass transportation may offer
the solution seems remote; the private automobile is a phenomenon of our age, satisfy-
ing a basic instinct for freedom and choice of movement whatever the consequences.
The form of cities must be adapted to man's nature and the vehicles he creates. To be
effective, cars must have the room to move and to stop.

The motorist wishes to park as near his destination as possible, and surveys have
indicated that he will accomplish this, in many instances, at the expense of illegal curb
parking. Surveys have also indicated that the motorist entering the downtown district
for business or shopping does not wish to walk from his parking place a distance of
more than 1,000 feet. In a midwestern city, Rockford, Illinois, the following desires
were indicated by motorists: 16 Of those who parked for one-half hour or less, 41%
would walk one block, 36% would walk 2 blocks, and 14% would walk 3 blocks, 4%
would walk 4 blocks; of those who parked for one hour, 15% would walk one block,
37% two blocks, 28% three blocks, and 12% four blocks, 4% five blocks; of those
who parked up to two hours, 6% would walk one block, 28% two blocks, 29% three
blocks, 23% four blocks, 6% five blocks, and 5% six blocks; of those who parked for
more than two hours, 20% would walk two blocks, 33% three blocks, 20% four
blocks, 13% five blocks, 8% six blocks, and 4% more than six blocks. If we assume

" See Chapter 12, The Zoning Plan.

16 Parking in Downtown Rockford, Illinois, Chicago Motor Club, January 1942, from Parking, Wilbur S. Smith
and Charles S. LeCraw, The Eno Foundation for Highway Control, Inc., December 1946.

DOWNTOWN
LOS ANGELES

Two-thirds of the land in the
central business district is de-
voted to vehicular circulation
and parking lots. Considering
the heavy demand for both
these essential elements, this
amount of space is not exces-
sive. It is the absence of
planned, organization of the
space which is the deficiency
here. As the aerial view shows,
even the Civic Center is a
parking lot.

ROCHESTER, New York

More than one-half the downtown area is for trans-
portation.

LOS ANGELES
CIVIC CENTER

Courtesy Department of Public Works,
Division of Highways, State of California,

Hnnnnnnrpieinnpi

Former Land Coverage

Proposed Land Coverage

BEVERLY HILLS

These diagrams, based on a plan proposed by Harland Bartholomew, indicate how the automobile is opening
the city up at the seams.

I Passenger Autos on Surface Streets

: i :

I Passenger Autos on Elevated Highways

Jllll
Motor Buses on Surface Streets

CAPACITY OF A SINGLE TRAFFIC LANE
Passengers Carried per Hour

Street Railways on Surface Streets

I 1

Local Subway Trains

Express
Subway
Trains
20,000 ' 40POO " 60,000

304 THE CITY TODAY

the city block to be 400 feet long, it is apparent that those who wish to park for a
short time one-half hour or less wish to be within 500 to 600 feet of their destina-
tion; those who park for about one hour wish to be no farther than about 1,000 feet
from their destination, and those who intend to remain for a longer time would wish
to be no farther than about 1,200 feet from their destination. 17

It must be granted that these surveys deserve qualification. Consider the environ-
ment through which the urbanite must travel; it is little wonder the shopper dislikes to
walk in the downtown district, or in many other sections of the contemporary metrop-
olis. Ugliness is abhorrent and it repels a human being; it can hardly be expected that
people will wish to walk about a business district fraught with every disagreeable
feature and lacking convenient shopping and business facilities. When the cities
acquire the self-respect which comes with pride in the physical beauty of an environ-
ment, the willingness of motorists to walk through these surroundings will probably
reveal quite a different set of statistics.

About 80 per cent of the parkers in the central business district remain for one hour
or less, the number ranging from 60 to 90 per cent. When curb parking is permitted,
the average time is about 30 minutes because of the preponderance of people who enter
the business district for brief periods. Relating these several factors, the parking
facilities for the downtown business district could be consolidated in areas ranging
between 500 and 1,000 feet in radius from the center of a well-planned group of stores
and office buildings. Convenience would be enhanced by the elimination of congestion,
discomfort, and hazard caused by the conflict between pedestrian and vehicular traffic,
and it is possible that this new element of convenience might encourage pedestrians to
walk more and further increase business.

Requirements for parking vary considerably, but experience has divulged some
factors which assist in estimating the requirements. The average space per occupant
in commercial buildings office space is approximately 150 square feet in floor area.
If all regular occupants in these business structures were to use private automobiles
for their transportation, an area of 150 square feet per person would be required in
parking, the equivalent of one square foot of parking for each square foot of building
floor space.

This space does not provide for people who patronize the business enterprise, and
it may be estimated that an equal number enter the commercial district for this purpose
as those who occupy the commercial buildings. In the average city, however, about 50
per cent of the people entering the downtown district use the available means for mass
transportation rail or bus. This results in a required space for parking equal to the
building floor area, a figure generally confirmed by authorities. Retail shopping
imposes a considerably heavier burden upon parking space. It is therefore necessary
to adjust the required area for parking in central business districts according to the
estimated uses to which the land will be put. These estimates will likewise warrant
adjustment as mass transportation is improved and becomes capable of adequately

THE CIRCULATION SYSTEM 305

moving the largest possible number of people who enter and leave the business
district.

Railroads. Builders of the railroads sought level terrain or followed the easy
grades along water courses. As cities sprang up along these routes industry developed
on the lines of transportation. The passenger station was the entrance to the town and
the center of the city grew about it. Providing convenient commutation to the suburbs,
the commercial district expanded about this hub.

With the passing of time and the neglect of orderly urban development, industry
continued to creep along the railways and waterfronts. The city grew and new railroads
entered to help build the metropolis. These lines of transportation were vital to the
economic development of the city, and industries were accorded preferential sites
along the rights-of-way as encouragement to locate in the city. Blocked by spur tracks
and sidings, the street system was interrupted, and traffic problems and hazards
were created.

Replacement of the various independent and scattered stations by the "union station"
improved the reception, dispatch, and interchange of passengers and freight, but the
city still suffers from the chaotic network of separate rail lines that stretch like tentacles
in all directions. Consolidation of the various competing lines is slow because of com-
plicated joint agreements, the abandonment of rights-of-way, the high cost of building
new facilities for roads already equipped with terminals, and the necessity for co-
ordination which would tend to reduce possibilities for independent expansion.
Reduction in the duplication of facilities which would result from such consolidation,
however, would be of immeasurable profit to the city. Simplification of the street
system, traffic routes, and grade crossings would alone vastly improve urban circula-
tion and reduce the present hazards and disorderly pattern.

The shipping of freight comprises a far larger part of railroad business than
passenger traffic and presents the more complicated planning problems. Except for
some terminal locations, a large part of the freight business is "through" shipping, that
is, freight destined for points beyond the city, As the city grew up and spread away
from the railroad, the "yards" remained a no-man's-land within the heart of the urban
core. Occupying valuable land and disrupting the circulation system of the city, the
"yards" are generally too cramped for the efficient handling of the tremendous opera-
tions involved in the classification, assortment, and redistribution of freight, as well as
storage, switching, and make-up of trains.

Studies for the City of Detroit 18 suggest the appropriate rearrangement of the rail-
road lines for the metropolis of today. Designating many of the present rights-of-way
as future routes for freeways, the railroads are consolidated upon an integrated system
of trackage. A great belt line intercepts the incoming roads about the circumference
of the city; along this belt line the "yards" and freight stations are located. From thi^-
circumferential belt line the freight is assorted and distributed to the industrial and
commercial areas of the city or sent on its way to other points. A sub-belt system may

18 Proposed Generalized Land Use Plan, City of Detroit Master Plan, City Plan Commission, May 1947.

306 THE CITY TODAY

be necessaiy to serve industrial areas in many cities, from which spurs would provide
access to the individual plants.

Replanning of the railroad lines, consolidation of trackage, development of union
stations where practicable, removal of "yards," and distribution along belt lines will
facilitate the operation of this vital system of transportation and release the city from
another of the bonds which now strangle circulation.

The Third Dimension. Man's ability to free himself from the face of the earth
created new problems; as a means of transportation for great numbers of people the
airplane is no longer theory. While the airplane was an experiment, terminal facilities
were located as far as possible from people. With millions of people now flying each
year, location of the airport in urban centers and rapid delivery of passengers to their
destination are the joint concern of air line operators and the public. Connections from
the airport to the destination in the city have become a greater problem than the flying-
time between cities.

Airport planning is a component part of the General Plan for the city. It requires
a complete analysis of the market comparable to the research conducted for other
forms of transportation: an analysis of the present and potential passenger, cargo, and
mail business which may be expected in the community; meteorological data; the
present and planned land use within and about the city; extent of training program
proposed by operators; the local traffic intercity and state; transcontinental and
international air routes; and prospects for development of private fields.

Air transportation is in a state of flux, developments in the type of equipment con-
tinuing to change and policies of airline operators being subject to modification with
experience. The attitude of the urban population also varies, some desiring complete
immunity from proximity to flying fields and lanes, others inclining to the development
of residential communities designed about the airplane as a vehicle for commutation.

Planning for air transportation must be conceived at a regional scale, the distribu-
tion of airports being arranged for convenient and rapid connections to the strategic
parts of the city and by a variety of means which have not yet been settled. Downtown
feeder airports to which light ships may bring passengers into the heart of the city are
being considered and helicopter flights from the major port to landing space in the
city center for air mail service are already in operation. Air transport is an integral
part of the transportation of the city, both passenger and cargo, and must be a com-
ponent part of the city plan.

Integration or Disintegration. How may these various and diverse characteristics
of contemporary vehicles be merged into an effective transportation system?

It is apparent that a change must be made in the present street system and this
change may affect other aspects of land use. The freeway is hailed as an instrument
with which to create a new framework for the community of tomorrow. The freeway
can aid in relief of congestion in the central areas of the city, but the rebuilding of
these areas to provide ample parking space and an environment as attractive as the
outlying areas of the city must be created; otherwise, the freeways may become the

THE CIRCULATION SYSTEM 307

arteries which carry the people past the outmoded central districts to the shopping
districts which have their stakes in a well-planned, convenient, and pleasant environ-
ment of this day.

Adequate parking space and planned open space and commercial development may
be substituted for the futile "strip" zoning along traffic arteries which themselves will
be replaced by the freeways. Removed from traffic congestion, replanning will obtain
ingress and egress to the business district for vehicles and pedestrians. Curb parking
may become a thing of the past; with some exceptions the space along the curbs in
central areas is less than one-fifth the amount of parking provided in lots and garages,
and yet it is all hopelessly inadequate. Traffic flow is reduced about one-half by curb
parking on the average street, and being a serious obstruction to traffic movement, the
courts have held that streets are for the movement of traffic and not places for storage
of vehicles. Being separate functions, terminal parking space for cars, the traffic
arteries, and the space for circulation of pedestrians with their access to shopping and
commercial enterprise, will be planned as separate elements.

There must be a plan for transportation and this plan must become a guide for each
improvement in the city. During the long and arduous period in which the plan is
being formulated, first-aid remedies will be necessary. Traffic bandages and tourniquets,
splints and casts will be needed. It is necessary, however, that the distinction between
the expedient nature of these first-aid measures and permanent solutions be continu-
ously recognized. The breakdown represented by traffic congestion must be treated in
the most infectious spots to keep the urban traffic stream flowing, but these devices of
traffic engineering must not be confused with basic improvements in the street pattern
and mass transportation. Too frequently they are interpreted as one and the same with
the result that the prospect of a solution to the urban traffic and transportation dilemma
is given up as hopeless. Students of the problem realize that disintegration will eat
deeper into the core of the urban environment and lead gradually, though eventually,
to a complete loss of values, unless basic changes are made.

The evidence is already present in cities. We see the decay at its worst in the move-
ment or, to put it more accurately, the retreat of sound business from the blight that
has consumed one-time "high-class" districts. We also see the creation of entirely new
business centers and we see them growing temporarily prosperous at the expense of the
older established areas. Finally we see the first-aid methods being repeatedly used in
the vain attempt to revive the dying areas.

Undoubtedly, cities will continue to have a hub we call "downtown." There is reason
in the grouping of certain enterprises civic administration, retail and wholesale
business, financial interests, amusement, recreation and cultural centers. And there is
an air of activity of "downtown" that satisfies a deep-seated human desire ; the bright
lights offer a genuine attraction and a characteristic appeal of urban life. But none of
these reasons provides any excuse for the rank congestion that results from the high
density of people and buildings that currently curse cities. These qualities can be
present without the appalling overcrowding.

308 THE CITY TODAY

The radius of the city was two or two and a half miles in the days of the horsecar.
The electric streetcar extended the radius to five miles with a travel time of one-half
hour. The automobile stretched this radius to 15 miles in the same travel time in a clear
traffic channel. This represents an area of 700 square miles. Congestion is not necessary
to accommodate the concentration of population within the metropolitan areas of our
industrial urban age; five or six million people could be accommodated at the relatively
low density of six families per acre within a 700-square mile area of a great city and
preserve ample open spaces throughout the environment.

It is quite useless to expect solutions to the traffic problem so long as commercialism
suffocates decent growth and improvement by retaining built-in congestion. The time
may come when special interests and civic leaders will recognize that some of the
land now held for high-density commercial and residential use must be relinquished
for other more appropriate use, such as open space for adequate circulation.

It may be argued that this suggestion is both impractical and uneconomical ; yet
the present means of urban transportation are not economically sound nor do they
satisfactorily move the urban population. Adequacy is among the major criteria for the
measurement of practicality and economy, and persistence in the provision of inade-
quate transportation facilities can be classified in no other category than sheer extrav-
agance, an unmitigated waste of public and private resources.

Not a single urban inhabitant is immune to these matters. The condition of cities
is shattering the human nerves, paralyzing the human body, twisting the human mind,
and breaking the human spirit. And the state of civilization today is showing the results.

PART V

NEW HORIZONS

Slowly but surely humanity achieves

what its wise men have dreamed.

Anatole France

CHAPTER 17

REBUILDING
OUR CITIES

The Penalty for Neglect. Physical decay has eaten deeply into the urban com-
munity. Unchecked obsolescence stretches its withering fingers over the environment
and brings degeneration to the city. Irresponsible civic management invites it, and
negligent urban housekeeping permits it to spread. It menaces health, it breeds crime
and delinquency, and it brings traffic death and injury. It undermines civic pride, it
threatens municipal bankruptcy, and it gnaws at the human mind and nerves.

Blight casts its sinister shadow across the face of the city. It decays the core of the
lousiness and industrial districts, and it disintegrates the outskirts. It is not confined to
the slums but it is there most apparent; it is there we have failed to maintain the oft-
quoted "American standard of living." Harold Buttenheim once said: "We not only
need to defend our standard of living, we need to achieve it." 1

The housing problem remains unsolved but certain policies have taken shape during
the past three decades. The necessity for government to render assistance in some
form has been recognized. It is apparent that private enterprise, unaided, is not able
to provide an adequate supply of housing of satisfactory standards to meet the wide
-variations in the income levels of all the people. This is evident in the mortgage insur-
ance program of the Federal Housing Administration. Initiated as a "pump-priming"
measure during the depression of the thirties, it has continued to be popular through
periods of high economic prosperity. Acceptance of public assistance through public
liousing for the low wage earners persists as an issue before the people, but the history
of housing in Europe and the situation in the United States indicate that the issue
revolves about the extent to which public housing shall become an integral part of our
economic and social machinery, rather than complete rejection of such a program.

Practically every city is vested with the police power to require maintenance of
adequate housing standards. Not only has the enforcement of these powers been

1 Editor, The American City, in the Architectural Forum, January 1945.

311

Louis Clyde Stouman

WEEDS

in the
GARDEN

of the
LIVING
ENVIRONMENT

Ewinff Galloway

REBUILDING OUR CITIES 313

ineffective but the nature of the problem has moved beyond the scope of this device.
Lack of planning, poor subdivision practices, excessive land values, ineffectual zoning,
archaic streets, and inadequate transportation have created a condition of congestion,
mixed land uses, and economic distortions that render whole sections of the city in a
process of built-in physical decay and social disintegration. The problem has tran-
scended piecemeal treatment for improvement and has reached the stage of large-scale
rehabilitation as the only feasible procedure. Such a procedure implies the coordina-
tion and participation of all forces at the command of the urban population.

Sound business thrives on production and distribution ; they create investment oppor-
tunities. Speculation travels in its wake, clinging like a leech and eating away its
solvency. The effect is evident in the urban pattern. Industrial and commercial growth
was expected to continue horizontally and outward from the center. As speculation set
in, land prices boomed and industrial enterprise eluded the trap by hurdling to the
outskirts. Commercial enterprise expanded vertically via the skyscraper or skipped
to the expanding market in the suburbs.

What havoc has been wrought by this economic warfare! In its wake lies a mass of
industrial, commercial and residential derelicts, hemmed in by a network of obsolete
streets and alleys. It has left land values so inflated they defy self -improvement through
normal channels of enterprise. It has heaped a relentless burden of taxation upon the
people, and it encourages the persistent exodus of the population to the periphery of
cities and beyond.

City government is in partnership with this process. As the city deteriorates the cost
of upkeep increases. Lip service is given to local responsibility, but it has been cus-
tomary for city and state governments to avoid the issue of subsidy by transferring
that responsibility to the federal government. The cost of maintaining obsolete cities
has exacted heavy demands upon the taxpayer. Only some 6 per cent of the city's
revenue comes from slums, but these areas cost 45 per cent of the total expenditures
for urban services. 2 To meet these demands high land values have been promoted as
a foundation for high tax revenue and extended bond issues. Yet the local community
has been receiving less and less of the total tax dollar. Four decades ago as much as
three-quarters of the total tax revenue went to the states and 25 per cent went to the
federal government. The situation is now reversed; 75 per cent goes to the federal
government and only 25 per cent is retained by the states. Local government must
look to the federal government for financial assistance.

Although concern over the deterioration of cities was confined for a time to social
reformers and a few Utopians, leadership in all phases of urban enterprise has
awakened to the hazards to the people and institutions whose roots are in the city, its
life, and its economy. Some persons have been stimulated to action by an aversion to
the sole role of public housing as an instrument for rebuilding, and others by their
outright opposition to public housing in any form. Still others were genuinely disturbed
by the downward trend in the physical environment and were convinced that broad

2 Urban Renewal Division, Sears, Roebuck & Co., ABC's of Urban Renewal 7, 1957.

314 NEW HORIZONS

steps were necessary to stem the tide. Emotions and reason have been mixed among
those who, comprehending the social and economic evils rooted in our cities, recoil at
the prospect of saving the financial souls of those allegedly responsible for and profit-
ing from the slums, and those who, confessing the evils, were reluctant to admit the
inability of conventional enterprise to cope with them. As these forces moved toward
the center, the issues gradually came into clearer focus. In the absence of concerted
willingness or ability on the part of those who own urban property to check disintegra-
tion, it falls to the lot of the public through the instrument of government. "The legit-
imate object of government," said Abraham Lincoln, "is to do for a community of
people whatever they need to have done but cannot do at all or cannot do so well for
themselves in their separate and individual capacities/ 5

The central problem of urban rebuilding is the cost of land. Measured by any
standard of appropriate land use the land will cost too much; it will be out of all
proportion to the economic value for redevelopment on acceptable terms, and any other
terms will make the venture worthless. If we are to restore decency to the urban scene,
the excess cost of land must be liquidated written off the books as a loss. No magic
will make it vanish. The cost of rebuilding our cities is the price that must be paid to
restore a decent standard of city building. It is the penalty for permitting such con-
gestion that rebuilding is not an economic possibility. Responsibility for this error
rests with every community in which it has occurred.

The Housing Act of 1949. Recognizing the necessity for action on the public
front, various states enacted legislation during the forties to implement urban rede-
velopment in anticipation of federal financial assistance. The Wagner-Ellender-Taft
Bill (S1592) was introduced to the Congress of the United States in 1946. Known as
the General Housing Bill, it provided a broad legislative base for a national housing
and redevelopment program. It failed to pass the 79th Congress, and a similar bill,
identified as the Taft-Ellender-Wagner Bill (S866), was introduced in the 80th
Congress. It extended and broadened the private housing program of the Federal
Housing Administration, continued the public housing program, and implemented
urban redevelopment through loans to local agencies for land acquisition and subsidies
to assist in writing off the excess land costs. It provided a basis for a national policy
on urban redevelopment but did not receive favorable action during that session of
the Congress. During the 81st Congress, however, this position was reversed and the
Housing Act of 1949 became law.

Title I of the Housing Act laid the foundation for the program which has continued,
with some exceptions, until today. Administration was vested in the Housing and
Home Finance Agency, empowered to render financial assistance to local redevelop-
ment agencies. The several states acted with reasonable expedition in the passage of
legislation enabling the creation of redevelopment agencies within their respective
domains. As of January 1960, all the states and territories had enacted this legisla-
tion except Idaho, Utah, Wyoming, and Guam.

The Housing Act authorized the federal government to advance funds to local

REBUILDING OUR CITIES 315

agencies for the initial social and economic surveys to formulate a redevelopment
program. Loans were available for the acquisition and clearance of sites and for the
installation of streets and utilities. These loans, repayable in a period of 40 years,
implemented the preparation of the sites for sale or lease to private enterprise for
rebuilding. The act restricted the local agencies from engaging in any construction
program.

The key to the reconstruction program was recognition of the difference between
the cost of land assembly and preparation of sites for rebuilding, and the economic
value of the land for redevelopment consistent with standards of planning and design
to be maintained in the future. This difference represents the cost of slum clearance.
The federal government offered capital "grants-in-aid" to the local agencies equal to
two-thirds of this "cost" upon the condition that the local government contribute the
balance of one-third of the cost. (Three-quarters of the "cost" is allowed in instances
where local agencies accept certain additional responsibilities.) In meeting this latter
obligation, the local agency was eligible to include a variety of assets, such as donations
of land, municipal labor and equipment, streets, utilities and other site improvements,
schools, parks, and public facilities necessary to the appropriate development of the
specific project. Funds were authorized for loans in this program, these loans being
subject to repayment and thereby becoming a revolving fund. Additional funds were
set aside for "grants in aid." These assistance loans and grants have been added to
by each Congress since the enactment of the original legislation.

Three broad requirements were imposed upon the local agencies as conditions to
assistance. A General Plan of the city into which the redevelopment project was
integrated was necessary, and approval by the governing body was required. A program
for the relocation of families displaced by the project was a second requirement.
Since redevelopment was primarily associated with housing, a third requirement was
that the project must be "predominately housing."

Urban Renewal. Among the deficiencies in our national well-being, disclosed
during the depression decade of the thirties, was the accelerated rate of physical
deterioration in our cities. It was then estimated that urban housing was becoming
obsolete five times as fast as it was being replaced. Despite the high level of economic
prosperity and production since World War II, the President's Advisory Committee on
Government Housing Policies and Programs reported in 1953 that slums were still
growing at a more rapid rate than they were being cleared and strongly urged that the
attack be extended along a wider front. The Committee recommended that

The Program of Federal Loans and grants established by Title I of the Housing Act of 1949
should be broadened. It should provide assistance to communities for rehabilitation and conserva-
tion of areas worth saving as well as for the clearance and redevelopment of wornout areas.

As a consequence, the Housing Act of 1954 extended the role of the federal govern-
ment to include rehabilitation and conservation, and the program was expanded from
redevelopment to urban renewal.

316 NEW HORIZONS

Fanning out from the center of the city, extensive sections have been caught in the
cross-fire of traffic, transition, and neglect. Their energy has been sapped and their
quality drained away. They are the twilight zones in the urban pattern. Block after
block of old houses and apartments, laced with traffic streets, have been reduced to a
dull order of mediocrity. Into this urbanized vacuum a haphazard and indiscriminate
mixture of commercial uses has been drawn. They have not entirely deteriorated into
slums but have lost their vitality as residential neighborhoods. Obsolescence in overall
character has overtaken them but the physical resources buildings, streets, utilities
might be saved if aggressive planning measures were applied to them.

A prototype for the conservation of such areas was initiated by the Health Depart-
ment of Baltimore, Maryland, in 1939. An ordinance in 1942 empowered the Health
Department to enforce the health requirements for housing and, in 1947, a special
court was established to give regular attention to the adjudication of alleged violations.
Enforcement was applied to whole blocks rather than individual buildings and, with
the vigorous support of a Citizens Advisory Committee in 1951, the program enjoyed
considerable success in the abatement of nuisances and some remodelling of sub-
standard housing.

Aggressive enforcement of the building codes to maintain housing standards must
be pursued, but the limitations of such piecemeal renewal should be recognized. The
physical improvement of old buildings is but one aspect of effective renewal and may
result in postponement of the necessary corrections in planning for traffic conditions
and undesirable mixture of incompatible uses which also contribute to community
blight. i

In the 1954 Housing Act, the Federal Housing Administration was authorized to
insure mortgages for both rehabilitation and new construction of dwellings in urban
renewal areas (Section 220), and for new construction in any areas for the purpose
of aiding the relocation of displaced families from renewal projects. Perhaps the
planning for a comprehensive renewal program, required by the Workable Program
stipulated in the Act, has the most far-reaching influence. This was further implemented
in 1956, when the act authorized the advance of funds to local agencies for the prepara-
tion of neighborhood renewal plans, and in 1959 assistance for planning renewal on
a community-wide scale was incorporated.

The wasteful neglect of the resources within the broad belt of blight about our city
centers has been underscored by the shift in emphasis from redevelopment to renewal.
In the 1960 Housing Act, provision was made for pilot rehabilitation projects. Under
this provision local agencies could purchase individual dwelling units, remodel, and
sell them to private owners. Each such project was limited to 50 units or not more
than two per cent of the total units in any renewal project. Rehabilitation will demand
unusually sensitive planning or it may become a deterrent to genuine improvement;
the physical condition of individual buildings is but one of the elements in the creation
of a living environment.

REBUILDING OUR CITIES 317

"Predominately Housing." The requirement in the 1949 Housing Act that a
project be "predominately housing" reflected the general assumption that the low cost
housing program was being transferred, with "slum clearance," from public to
private auspices. Public housing had grown in disfavor, and political resistance to its
continuation accounts for some of the reluctance to adopt the redevelopment provisions
of the Act at an earlier date. It was consequently assumed that the redevelopment
program would shift the emphasis from public housing as the means by which slums
and blight could be overcome. It was overlooked that the physical deterioration is
not confined to housing areas alone. It is the result of general neglect for the basic
standards which guide the building and the maintenance of the whole physical environ-
ment. The restriction therefore interfered with a comprehensive approach to redevel-
opment until the Housing Act of 1954 was amended to permit 10 per cent of the federal
grants for nonresidential sections of a redevelopment project.

Congress has been slow to acknowledge the responsibility of the federal govern-
ment in the total problem of urban blight, persistently inclining to the position that
housing is the primary concern. Nevertheless, relaxation from this firm position has
been demonstrated. In 1959 the restriction was again modified to permit 20 per cent
nonresidential uses in redevelopment projects and it has since been increased to 30
per cent. Thus steps are being taken toward a comprehensive attack on the physical
decay of the urban community.

The Workable Program* An innovation in the 1954 Housing Act placed a
responsibility upon the local agencies to develop an action plan for renewal an
overall community program for the removal of slums and blight. Known as the
Workable Program, this important requirement deserved a more imaginative title.

"There is no justification for Federal Assistance except to cities which will face up
to the whole process of urban decay and undertake long-range programs."

That statement from the report of 1953 by the President's Advisory Committee on
Government Housing Policies and Programs is the challenge to cities laid down by the
Workable Program.

The seven elements of the Workable Program recited by the Housing and Home
Finance Agency are as follows: 3

1. Codes and Ordinances. Adequate codes and ordinances, vigorously enforced, are all-
important means of preventing the occurrence and spread of slums and blight and are one of
the most valuable achievements, in the long run, for the entire program. Without adequate
codes and enforcement a community may be permitting shoddy construction below minimum
levels of health and safety. By enforcing antiquated, restrictive regulations a community is
increasing the cost of housing. Codes need periodic review and revision to permit the use of
improved building methods and materials.

Two principal types of regulations, essential to every community, establish:
Standards for construction, assuring structural strength, reasonable safety from fire, and
proper plumbing, electrical and heating installations. These include a Building, Plumbing,

3 Workable Program for Community Improvement, Housing and Home Finance Agency, Washington, D.C.
Revised February 1962.

318 NEW HORIZONS

Electrical and Fire Prevention Code. These codes normally apply to all new construction, in-
cluding alterations and major repairs.

Standards for housing, which prescribe the minimum conditions under which a building,
or parts of it, may be lawfully occupied as a dwelling. Housing regulations set standards for
occupancy to prevent overcrowding, for basic sanitary facilities, for light and ventilation, for
maintenance, and for heating where climatic conditions warrant. These standards should ap-
ply to all existing, as well as new, dwellings and dwelling units. They may be enacted as a
separate code or may be contained in other codes, ordinances or regulations. The broad and
general nature of many of these standards are more clearly defined and amplified in the con-
struction codes.

While the two types of standards required mention specific codes, they are not intended to
limit a community's responsibility to adopt and enforce other codes and regulations necessary
to eliminate or prevent conditions of blight in the particular area. For example, regulations
may be required for gas installations, air conditioning, air pollution, fire prevention and other
hazards applicable not only to dwellings but to public, commercial, and industrial buildings.

The codes that are adopted and enforced will affect every family and every piece of im-
proved property in the community. It is essential that the regulations developed be workable
in the local situation and effective as minimum standards of health and safety.

2. Comprehensive Community Plan. The purpose of community planning is to an-
ticipate the physical environment that will best serve the needs of the people living and working
in an urban area, and then to make plans for achieving this environment. It is a continuing
process of developing a comprehensive program to guide urban growth and renewal.

A planning program which meets the needs of one community may not be adequate for an-
other; the complexities of a large city call for details and studies not applicable to small
communities; and the emphasis on some elements of a plan for a built-up community will vary
for a newer, more rapidly growing community. Nevertheless, there are six minimum planning
requirements which are the backbone of any program.

The Land Use Plan projects future community land needs, showing by location and extent,
areas to be used for residential, commercial, industrial, and public purposes.
The Thoroughfare Plan provides a system of major streets, existing and proposed, dis-
tinguishing between limited access, primary, and secondary thoroughfares.
The Community Facilities Plan shows location and type of present and proposed schools,
recreation areas, and other significant public facilities.

The Public Improvements Program identifies and recommends priorities for future public
improvements needed to meet objectives established in other plan elements.
The Zoning Ordinance and Map establish regulations and zone districts which govern the
use of land and the location, height, use, and land coverage of buildings.
The Subdivision Regulations provide standards for land development by requiring ade-
quate lot sizes and arrangement, utilities, and street improvements; guide development to
conform with the comprehensive plan.

3. Neighborhood Analysis. Only through a thorough, overall examination of the entire
community and an analysis of individual neighborhoods can blight be found and measured,
its causes diagnosed, and a sound course of treatment prescribed. This process is essential to
knowing the magnitude of the job and to planning an all-out attack on existing blight and
preventing its spread. It involves the following basic steps:

(a) Delineation of the residential areas of the community by neighborhoods for study and
planning purposes.

(b) Determination of the location, extent and intensity of blight in each neighborhood.

(d) The making of recommendations for programming action required to meet neighbor-

REBUILDING OUR CITIES 319

hood needs code enforcement, public improvements, conservation, reconditioning, clearance
and redevelopment.

Neighborhoods must be analyzed by condition of housing and also in terms of environ-
mental conditions the pattern of land use, traffic flow and street arrangement, neighborhood
facilities and services. The type of treatment needed for any area can be prescribed only after
its total deficiencies have been determined and the causes of blight pinned down.

In developing recommendations for programming renewal action, a community can take
advantage of its opportunities:

(a) To remove sore spots of blight affecting surrounding areas.

(b) To save declining areas and restore them to sound condition by early action.

(d) To take advantage of a market for cleared land.

4. Administrative Organisation. Each of the other program elements provides the
tools for community improvement. Administrative organization is the means of putting the
tools to work. No matter how good the tools themselves may be, their ultimate effectiveness
will depend on whether the community's administrative machinery works efficiently.

For a community with little previous experience in Workable Program activities, the first
task should be that of developing the administrative organization to handle these activities.
Communities with previous experience may find that existing administration should be reor-
ganized to meet new objectives.

Take a cold, clear look at the community's administrative machinery to see how it can be
organized and put into action to meet the challenge of an effective Workable Program for
broad-scale community improvement:

(a) Decide on and establish the organization needed.

(b) Find the right people for the jobs to be done.

Program activities cut across organizational lines. Most local government departments and
agencies will be involved, directly or indirectly, to some extent. Without coordination of these
activities, there will be lost motion, poor timing, and waste of funds.

A total attack on slums and blight and community-wide action for improvement require
the strength that comes from overall coordination. Assign the responsibility for coordination
to some appropriate local official or interdepartmental committee. This will provide the means
of

(a) Keeping a regular check on progress and timing.

(b) Achieving balanced action so that all seven elements move forward together.

5. Financing. An effective Workable Program can save a community infinitely more than
it costs. Some examples of financial benefits are as follows:

(a) Protection of property values through enforcement of codes and planning measures,

(b) Savings resulting from the proper planning of public works.

(c) Reduction of the drain on municipal services from slum areas which require more
fire and police protection, more health and welfare services.

(d) Increases in tax base through conservation, reconditioning or redevelopment; through
stimulation of new commercial and industrial construction.

As the program gets underway, most communities will find that they need to initiate or
increase appropriations for the following types of activities:

(a) Enforcement of codes.

(b) Technical assistance tor comprehensive planning and neighborhood analyses.

(d) Overall coordination of the program when this is a full or part-time assignment.

320 NEW HORIZONS

As definite plans for community facilities, public works and renewal projects are developed,
the community can plan and coordinate its capital outlays expenditures. By projecting them
for a five- or six-year period into the future, a sound fiscal program for improvement can be
developed. Advance scheduling of expenditures provides the opportunity to market obliga-
tions at better terms. Through coordination of urban renewal activities with expenditures
for public improvements, a community can make local dollars do double duty.

6* Housing for Displaced Families. As a community goes into action on its Workable
Program enforcing codes, eliminating slums and blight, constructing public improvements
some families will be displaced from housing they now occupy. Many of the families will need
substantial assistance in finding suitable relocation housing. Many communities will find that
existing local housing will not meet relocaton needs. This is often true in regard to the lim-
ited number of sales and rental units available to displaced minority group families.

The community must accept the responsibility of providing relocation assistance to all
families displaced as a result of governmental action. It must make every effort to assure that
these families have the opportunity to relocate in decent, safe and sanitary housing that is
within their means. With the housing resources that exist in the community and with action
to augment them, the needs of displaced families can be met but not without advance prep-
aration and planning.

Those responsible for relocation assistance must work with officials of agencies likely to
cause displacement through activities such as

(a) Code enforcement.

(b) Construction of local public improvements, State or federal installations.

(d) Expressway or street- widening projects.

By determining both immediate and long-range relocation needs in advance of displacement,
a community will be in a position to remedy any shortage of housing. There will be opportunity
to organize relocation services, to let people know that they are going to have help in finding
a new place to live, to work with private housing developers, and to obtain federal relocation
aids if they are needed.

Before a family is displaced, suitable relocation housing must be available. Hardships are
created and community improvement plans and projects are delayed when a community's
relocation responsibilities are neglected.

7. Citizen Participation. There is some degree of citizen participation in any program
a community undertakes. It is evident in expressions of support or opposition in newspapers,
in meetings, in conferences, at public hearings, at the ballot box. Ultimate success for the
other six elements of a Workable Program depends on the kind of citizen participation a
community is able to achieve.

Citizen support and concern for community improvement can be a powerful force. Enlist
the finest leadership of every sphere of community life and action industrial, professional,
labor, welfare, religious and educational interests; civic clubs and women's groups. The
active support of the business community will be a major asset. Special emphasis should be
placed on minority group participation, for minorities are often most adversly affected by
lack of housing opportunities.

A basic approach to building the kind of citizen participation a program needs is three-
pronged. It must be planned to inform and to involve the following:

(a) The community as a whole.

(b) Special interest groups, enlisting their assistance in solving particular problems.

People need to know what is happening to their community, what neighborhoods are going
downhill, what is causing blight, what is being done to fight deterioration, and what more can
be done. They must have every opportunity to take constructive action.

Each community will know from its own experience what means of enlisting citizen par-

REBUILDING OUR CITIES 321

ticipation have proven most successful; what groups and local leaders can provide effective
support; the type of information that will promote the understanding and interest of local
citizens. Work to build the kind of participation that is ready to take action and share respon-
sibility in developing and carrying out a Workable Program for Community Improvement
which utilizes the full range of private as well as public resources.

Aggressive public action against the slums in American cities was initiated in 1933
when the National Recovery Act launched the low-rent housing program of the Public
Works Administration. The economy of the nation had collapsed and the times were
troubled. There were those who viewed the housing program as a means to improve
the standard of housing for the lower-income families in our cities, but the overriding
incentive was general economic recovery. A pervasive air of emergency has attended
all activities of the federal government since then. The anachronism is apparent. Slums
have grown as a natural consequence of neglect. Voices raised in protest have had
effect in isolated quarters, but the national disposition has been apathetic. The deteri-
oration of cities has been a process, not a wilful act which may be corrected on com-
mand. Rebuilding our cities to standards appropriate to our times is also a process,
and calls for effective action along a broad front. The Workable Program gives
articulation to this process as a matter of public policy, and it is not a program which,
having begun, will reach an end.

The sense of urgency to produce "results" leads inevitably to compromises in
administration of a public program. It is regrettable that patience cannot be applied
to the renewal program, the patience to wait for cities "to face up to the whole process
of urban decay and undertake long-range programs" (President's Advisory Committee
on Government Housing Policies and Programs, 1953). This is the urgent need and
less than adequate planning and action at the local level reduces the program to a
process of "getting federal money" rather than a process of genuine urban renewal.
The formulation and diligent enforcement of ordinances to maintain adequate
housing standards, zoning ordinances and subdivision regulations which prescribe
adequate standards for future building, self-analysis of local deficiencies, and action
programs for correction all require the persistent will of the people of a community.
They cannot "go it alone," and federal assistance is necessary, but the Workable
Program offers the opportunity to wait long enough for the treatment to take effect.
To Sell or Lease. Congestion created high land values and congestion now
threatens to destroy them. To ward off this imminent disaster, a compelling motive for
improvement of the environment is protection of land values. Land is a natural
resource; it is not a product of men's toil. Value which may be attached to it is
essentially a by-product, a value not of the land itself but of the way in which it may
be used. Stable values for land can be maintained only through social controls cast in
the form of laws prescribing the limits within which it may be used. Because the laws
have failed to establish reasonable limitations, restraint upon speculation has been
absent from the urban scene. Stimulated by the almost anarchic nature of laws govern-
ing urban development, speculation has enjoyed a violent career. Inflation bubbles

Courtesy Chicago Land Clearance Commission

LAKE MEADOWS

CHICAGO, Illinois

The physical decay illustrated in the "before"
views of these Chicago projects is a feature of
blight which the redevelopment program has elim-
inated. The circulation of traffic has been im-
proved and land has been consolidated for parks
and playgrounds. But these illustrations also sug-
gest that the new environment, substituted for the
old, deserves further evaluation. This evaluation
may center upon the human element in the phys-
ical environment, the relation between people and
their "homes." and the relation between these
homes and the space they occupy. This element is
not an abstract quality of "design." It is a quality
of scale and integration which results neither from
the satisfaction of practical equations of cost and
statistics nor from theories of form, volume and
space. The human element emerges from the
reality of man's need for compatibility with his
surroundings, the sense of belonging and being
a part of his environment. These considerations
present a real challenge in the future redevelop-
ment of our cities.

PRAIRIE SHORES-AFTER

Courtesy Chicago Land Clearance Commission

BEFORE

UNIVERSITY APARTMENTSAFTER

Courtesy Chicago Land Clearance Commission

^-BEFORE

Courtesy Architectural Record

Courtesy Levns-Claire Studio

PHILADELPHIA, PENNSYLVANIA

Shown is part of the comprehensive planning program by the Philadelphia City Planning Commission under
the direction of Edmund Bacon. A complex of greenways forms the design concept for redevelopment of the
blighted district between the central core and the Delaware River. These greenways link the original
squares of the William Penn plan, Independence Hall and other historic buildings, the residential redevelop-
ment of Society Hill, the waterfront, and the transportation system about the central business district. Two
of the five William Penn squares are at the left, connected with a new mall north of Independence Hall and
a historic park to the east. The Society Hill redevelopment project is to the southeast.

REBUILDING OUR CITIES 325

blow up, then burst; land prices quiver bat rise again to unprecedented heights.
Harland Bartholomew has said: "Too often is the American city considered an unlim-
ited speculation in real estate/' 4

Negligence and abuse have sapped some of the vitality of our traditional practices.
The public power of eminent domain is summoned to force adjustment, and public
funds are drawn upon to aid in purging the economic congestion. The power of con-
demnation and public credit now receive general acceptance as necessary instruments
for urban rebuilding. These are not measures to be taken as temporary sedatives. The
high cost should produce a cure; it is reasonable to expect them to prevent a recurrence
of the same ills.

State laws for urban redevelopment provide that land acquired by condemnation
may be resold. It is generally provided that the new use to which the land is put shall
conform to standards of use which conform to a General Plan for redevelopment.

Public financial assistance for urban rehabilitation serves a dual purpose. It imple-
ments rebuilding at standards of land use that will restore a decent environment, and
it provides unlimited opportunities for sound and profitable investment by private
enterprise. The investment of public funds, as subsidies, is warranted on the condi-
tion that the resulting improvement is permanent, and there must be assurance that the
same investment to cure the same ills will not be repeated every generation. It is of
vital importance, therefore, to ascertain that the new standards of land use are of a
permanent nature.

To determine this, it is necessary to refer to the laws that apply to urban building.
A General Plan is not a permanent document, nor are the "administrative decisions"
which emanate from a planning agency preparing that document. A General Plan is
only part of a series of legislative acts controlling the development of cities. An
immediate improvement may conform to the new standards administratively de-
termined within the scope of a General Plan, but subsequent use of land will
depend entirely upon later revisions and modifications which may emerge. To rely
upon administrative policy, no matter how inspired, is to invite inevitable chaos
and abuse.

Adequate protection is afforded only by the laws that set the standards, and there
is little evidence that reasonable legal standards are yet remotely intended. This raises
a question as to the advisability of delivering land, acquired by the public power of
condemnation, back to the same abuses that have made it necessary to exercise that
power. The question may be elaborated by inquiring if justice is served by taking
land from some private owners and selling it to other private interests at a reduced
price. The use of public funds is for the purpose of bringing land costs down to an
economic value for redevelopment at standards of decent land use. To that extent the
public interest is served and to that extent it must be protected. To sell land at a sub-
sidized price is to make a gift of public funds as an inducement to engage in urban

4 Urban Land Uses, Harland Bartholomew, Harvard City Planning Series, Harvard University Press, Cam-
bridge, 1932, Introduction,

326 NEW HORIZONS

rebuilding for a profit. Such a policy is somewhat a distortion of the high purpose for
which it is designed.

In 1942 a Royal Commission reported its recommendations for a reconstruction
program in England. 5 The chairman w r as the Honorable Augustus Andrewe Uthwatt, a
member of the House of Lords. That report said, in part,

We recommend, therefore, that once any interest in land has passed into public ownership it
should be disposed of by way of lease only and not by way of sale, and that the authority should
have the power to impose such covenants in the lease as planning requirements make desirable,
breach of such covenants to be enforceable by re-entry.

Building on leased land is by no means novel. It is common practice in commercial
enterprise and offers no deterrent to sound investment. It need offer no obstruction to
the sale of improvements on the land. Nor would tax revenue be affected, since a lease
value would return revenue to the city and the usual taxes could be assessed against
the improvement. Objection to local bureaucracy could be avoided by obtaining the
services of competent and established firms in property management.

We are confronted with a situation in which public powers must be called into action
to restore the productive enterprise of our cities and the initiative of private enterprise
in our urban economy, and, in so doing, create an urban environment consistent with
our contemporary capacities and skills. The fact that land values obstruct the path to
this goal becomes a matter of concern to the people a public responsibility and the
gains made at the expense of the people must be retained by them.

Control of Obsolescence. There is not yet available to us an effective method to
control the spread of obsolescence. The police power to restrain the "nuisance" of
blight has limitations. Obsolescence is an obstruction to full production of housing.
Normal competitive enterprise does not and cannot cope with it, as the accumulation of
huge areas of blighted districts testifies.

When blight sets in, it is considered ripe for a more intense land use. As single-
family districts, some being the "fine old sections," begin to run down, their only sal-
vation seems to be a change to apartment development. Intensity of land use moves
relentlessly from the city center, and the "old" areas are drawn into this ever-widening
vortex. The greater density permitted in apartment zoning then swiftly moves to rein-
force a claim to higher land values. Thenceforth only multiple-dwelling development
can be afforded. Old residences are converted to apartments and the district further
declines. Strip zoning for business use is soon permitted, and stores are spotted in the
neighborhood. After that, "light" industrial uses seep in. The "salvation" of revised
zoning is dissipated among mixed land uses, and the community environment decays.

Pressure is ever present to "save" obsolescent areas of our cities by permitting a
greater intensity of land use. There are few instances where this insidious process has
restored to blighted areas a decent standard of residential or commercial development.

5 Report of the Expert Committee on Compensation and Betterment presented to Parliament by Minister of
Works and Planning, September 1942.

REBUILDING OUR CITIES 327

The mixture of land uses leaves a series of derelicts in its wake. Land values increase
rather than decrease as blight eats its way from the central core of the city, and they
defy recovery of neighborhood values. Good development retreats from these damaging
blows and seeks protection of "new" and more economical land at a safe distance.
Disorderly expansion continues. Self-maintenance is the urgent need a form of pre-
ventive treatment that will build resistance to decay and render major operations
less necessary.

Taxation in Reverse. Buildings are built to provide space in which to live or
conduct business. Taxes are collected to support the public services that make these
building ventures possible and profitable. Today taxes are measured by the assessed
value of land and buildings. The value of land may increase. The value of physical
improvements, on the other hand, depreciates with age and use. At the same time the
cost of public services increases as physical deterioration continues. Yet the present
assessment of taxation actually works in reverse of this: tax revenue goes down as the
cost of urban maintenance goes up.

There is little inducement for an owner to remove obsolete buildings so long as it is
possible to derive a profit from them. The present order of real property taxation
penalizes new construction and encourages the retention of old buildings until they have
reached the last stages of decay. It retards sound real estate development and manage-
ment, it makes unhealthy communities, and it adds to the burden of the taxpayer. This
trend must be checked and then reversed.

Taxation is our traditional instrument for maintaining economic and social equilib-
rium. Our system of enterprise is intended to give the individual full freedom of choice
and initiative. Devices employed by government to reinforce the public welfare should
remain consistent with this pattern. It is up to the individual to measure his opportunity
for investment; he must determine the extent to which he, in his own interest, will take
part in the building of a community. But his interest cannot be served when a system of
taxation imposes the penalty of high taxes on new building while it encourages competi-
tion from old buildings. Yet that is our current method of ad valorem taxation, and it
is inimical to the full use of our productive resources.

Take a leaf from the experience with income taxation. In computing the tax base on
business enterprise the cost of improvements to carry on the business may be deducted
from gross income. Application of this principle to real property taxation would
establish a logical order: as buildings deteriorate with age, contribute to the spread
of blight, and retard the production of new building, taxes would increase rather than
decrease. Taxation would assume an effective role as an instrument for encouragement
of expanding production, protection against blight, and revenue to the community for
public services. This instrument is the more effective because real property taxes are
levied primarily by local government and are thereby readily subject to such periodic
adjustments as changing local conditions may warrant.

Control of Obsolescence. Control of obsolescence has a twofold purpose: we are
concerned with the maintenance of both a stable economy through continuing full pro-

328 NEW HORIZONS

duction and adequate standards through continuous improvement. The FHA program
introduced the repayment of loans for urban construction in regular installments over
a predetermined period amortization. This helped to stabilize financing, but more
than that it recognizes the vital part that time plays in our economic machinery. It
acknowledges that buildings have an "economic life," a period of economic usefulness
in our system. The wheels of the system are kept turning by the circulation of money,
and the time required to pay for buildings marks the frequency of the circulation of
money. Unless the demand for building continues to exceed the existing supply, circula-
tion of building money diminishes or ceases. The building industry then subsides or
stops.

If the physical life of buildings were linked to the economic life, building money
would continue to flow into the production of new buildings. Improved methods would
find normal reception and application. But so long as old and obsolete buildings remain
on the market they suffocate new building production. Run-down and worn-out build-
ings sustain themselves too long on no maintenance and low rents. It is that type of
competition that sucks the lifeblood from productive enterprise; it is that type of
competition that must be weeded out. Control of obsolescence would maintain the
economic flow of goods and services, and a higher level of decency in the urban
environment. Taxation could be effectively used to establish this control if the rate were
related to the economic life of buildings.

In Building Height, Bulk and Form, 6 George B. Ford pointed out that the average
life of skyscraper buildings was calculated at between 25 and 30 years. The period of
residential financing ranges between 15 and 25 years. Except for commercial and
dwelling structures that have become a sordid blight on a community, few acceptable
buildings remain in use for more than 35 years, without such major alterations that
they become the equivalent of new buildings. It is the obsolete buildings which need to
be weeded out of the urban environment.

It would be possible to establish a low tax base for new buildings and thereafter
increase the tax rate from year to year. During the early life of a building about 10
years the increase would be moderate. Thereafter it would gradually accelerate for
the succeeding 15 to 20 years. After that the increase would move rapidly upward at
such a rate that a major improvement to sustain a profitable income on the building
or a complete removal to make way for a new structure more suitable to the market and
the community would be induced by the time the age of the structure had reached 35
years. A major improvement would cause a building to revert to a proportionately
lower tax bracket rather than be penalized by an increased assessment according to
current policy. Improved construction standards would be encouraged because they
would benefit by lower tax brackets rather than be discouraged by the present ad
valorem system. 7

6 Harvard City Planning Series, Vol. II.

7 This approach to the application of taxation on improvements could be coordinated with some form of
taxation on land such as that referred to in Chapter 13, page 236.

REBUILDING OUR CITIES 329

This suggestion rejects the traditional supposition that a building may remain so
long as it produces a revenue satisfactory to its owner. It may seem to be bitter medi-
cine, but the accelerating degeneration of our cities has amply demonstrated that
neither the public welfare nor sound private enterprise is served by current methods.
This proposal does not presume to solve the broad problem of taxation, but it would
place our current tax system in a logical order without which regulations accepted
today offer no prospect for correcting the insidious evil of obsolescence.

No surgeon ever performed an operation without destroying some live tissue. His
aim is to save the patient, knowing that time will heal the wounds and restore the living
cells. Our economy as well as our social well-being depends upon our capacity to carve
out the parasite of decay with the destruction of as little useful tissue as practically
possible. But we cannot continue to rely upon the vagaries of chance. It must become
a matter of law in an organized society.

This proposition presents problems, to be sure. Not the least of these is the one faced
by home-owners of low income who depend solely upon their dwelling as a place to
live. It may be alleged that this order of taxation would impose an undue hardship on
these families. While the most articulate protests to this apparent injustice will un-
doubtedly come from those who profit most from blighted property, each community
will have to face, sooner or later, this question: How long can the accumulation of
obsolete buildings and improvements, that deface the environment and eat away the
civic solvency, be tolerated? Each community is obliged to address itself to that
question and deliberate the problems all the problems it poses. When the answer
has been decided, and only then, will cities begin the long road out of the sordid morass
that the anarchy of urban development has wrought.

All things grow obsolete with time and change. That is inevitable. But obsolescence
must be brought under control, as weeds are kept out of a prosperous garden. Degen-
eration of the urban environment is an epidemic feeding upon lack of attention.
Absence of public control and treatment is like the underwriting of obsolescence by
law. It has become a public liability. It is consequently a public responsibility to
devise machinery to put its house in order, and keep it in order by progressive regu-
lation of obsolescence.

Renewal Is for People. As urban renewal moves into high gear it may behoove
us to meditate upon the purpose of it all. Slums must be eradicated and the families
from them must have decent housing. Blight must be removed and further spread
prevented. Run-down business sections need rehabilitation and industrial areas must
be cleaned up. The decay must be carved out, and renewal can serve that purpose.

But there are some related issues from which the program cannot be dissociated.
As the program progresses there is evidence that money, buildings, and bulldozers are
receiving somewhat more attention than people. Bright new projects replace the old
and run-down slums. Buildings rise high and open space appears where there was
none before. Efficiency and convenience replace the drudgery of a house and yard;
services are performed by management. The apartments all have a view. The great

330 NEW HORIZONS

new buildings are quite urbane, the parking garages and traffic circulation ingenious.
But what of the people for whom these giant developments are intended?

Are these projects an expression of the environment we really seek? Is the agglomera-
tion of cells in huge building blocks the design for future family life? Is relief from
responsibility for a "home" the objective of the urban family? Is urbanity more genu-
inely expressed by Park Avenue or Nob Hill than Georgetown? Have we become
infected with the "safe and sanitary" code of public housing and become incapable of
distinguishing between "habitable" and "livable"? Are we not rendering prohibitive
the prospect for the color, vitality and animation which is the life of a city? Do we not,
from the vantage point of a high-rise "view" apartment, see much, but nothing very
clearly?

The frequency with which these questions are being asked is reason enough to
ponder them. It is the human spirit of the city, rather than the land price, which
renewal is presumed to sustain. As the prospects for orderly rebuilding of our cities
loom brighter, we cannot be unmindful of its underlying purpose: re-creation of an
urban environment in which the functions of the contemporary city can be performed
with order. Other advantages will accrue, but we may be guided by Aristotle's advice:
"A city should be built to give its inhabitants security and happiness."

Urban renewal is not for the purpose of restoring stability to real estate values,
although this will result. It is not for the purpose of bailing out the investments of
landed gentry, since much of the decaying city pays dividends to its absentee owners.
It is not intended to recover speculative losses, since the curse of blight has fallen upon
the property of those who cannot afford to join the flight to better places. It is not for
the purpose of reinforcing government bureaucracy, although the public that these
bureaus represent has a heavy stake in the problem. It is not for the purpose of provid-
ing ripe opportunities for investment for profit, although it will open this fertile field.
It is not for the purpose of providing employment, although it will create unlimited
opportunities for labor in field and factory. Urban renewal is for none of these
Specifically, but each is a part serving the main objective: building a decent city for
people.

Cities are for people. They are not objects to be coddled by zealots nor commodities
to satisfy speculative greed. The philosophy of escape from the city is a retreat from
reality; within this philosophy are the seeds of our own destruction. To deny the place
of the city in our industrial age is to invite economic slavery and social suicide. Our
proper course is not the destruction of urban life; it is the building of a better one.

"Building a city is a sacramental act on the part of the whole people. For a city is
the physical manifestation of an invisible reality: the soul of its people. Ancient cities
were worshipped by their citizens. Americans appear to hate their cities. We do all we
can to demean and disgrace them.

"But there is an intangible spirit at the heart of a contemporary commercial city
that must find its expression in and give purpose to the city building of its people. We
should endeavor to make an art out of our town building.

REBUILDING OUR CITIES 331

"The citizens of a city must discover the character of the city if they are to build an
Image of its soul. They must understand its nature and its function before they can
design it. For the design of a city is not to be found on the drawing board of the city
planner. The forms of the city live in its people. They emerge out of the mind and
spirit of its citizens. They reside in the very history of 4 the place' . . . . " 8

s John Osman, Vice-President, Ford Foundation Fund for Adult Education, Architectural Forum, August
1957.

CHAPTER 18

THE
NEW TOWNS

Problems of the urban community multiply with the increasing complexity of our
age. The physical expansion of cities is running out of control, and the economic and
social consequences command the attention of civic leadership in government, business,
and industry. The practical limitation of the pyramidal form of the city has forced
decentralization. As people, buildings, and traffic pile higher the upper crust slides
down the sides and outward to the suburbs. When the weight of congestion at the core
becomes unbearable, the inner layers slip out from under. This process has not been
accompanied by rational planning to forestall the inevitable economic and social
disorder.

An appropriate form for the future city has not yet emerged, but serious attention
has been directed to the nature of the modern city in two major areas: the internal
urban structure redevelopment and planned decentralization the New Towns. The
results have not been conclusive in either of these areas, but our present consideration
of the New Towns may serve as important experience in shaping our vision of the city
of tomorrow.

British Planning Policy. Throughout the nineteenth century the British were
stirred by the woeful impact of the industrial revolution on the living environment.
Improvement in housing conditions was the center of concern and action. In 1909
there began a series of legislative steps up the ladder of urban planning. It was a
cogent, complete experience in the search for a physical structure to accommodate the
people and the functions of urbanization. The Housing and Town Planning Act of
1909 granted powers to local authorities to prepare plans for their respective juris-
dictions. To encourage building after World War I the Housing and Town Planning
Acts of 1919 for both England and Scotland introduced the policy of joint planning
action among several local authorities and in 1923 the Act empowered the local
authorities to plan for built-up as well as undeveloped areas. In 1925, for the first
time the planning functions were separated from the field of housing alone. The Town
and Country Planning Acts of 1932 for England, Wales, and Scotland extended the

332

THE NEW TOWNS 333

responsibility of local authorities to both urban and rural land, and included the
preservation of historic buildings and the natural landscape. The powers under this
Act were only permissive, and they were conferred on all local authorities. As a con-
sequence, the local authorities were subject to excessive compensation for any claims
which might result from the exercise of their powers. These Acts, however, provided
the basic framework in Great Britain for the following 15 years, with the addition of
the Ribbon Development Act of 1935 that regulated the space along the highways.

In 1937 a Royal Commission was established under the chairmanship of Sir Mon-
tague Barlow to inquire into the distribution of industrial population and the social,
economic, and strategic disadvantages arising from the concentration of industry and
working people in large built-up communities. The Commission report, published in
1940, contained recommendations for redevelopment of congested areas, the dispersal
of population from such areas, the creation of balanced industrial employment through-
out Great Britain, and the establishment of a national authority to deal with these
matters.

In 1941 two new committees were created to study the recommendations of the
Barlow report the Scott Committee on Land Utilization in Rural Areas and the
Uthwatt Committee on Compensation and Betterment. From these committees came
recommendations for the creation of a central planning authority, measures to insure
state control of development, increased powers of local planning authorities for com-
pulsory purchase (eminent domain), and major revisions in the laws on compensation
and betterment.

The Scott and Uthwatt Committee reports led to the adoption of a new series of
Town Planning Acts. The first, in 1943, created a new office of Minister of Town and
Country Planning for England, Wales and Scotland, and strengthened the powers of
local authorities to control development. The Town and Country Planning Act of 1944
for England and the 1945 Act for Scotland gave local authorities power to enforce
comprehensive redevelopment of obsolete and war-damaged areas, and implemented
the acquisition of land for both open space and a balanced arrangement of land uses.
These Acts culminated in the Town and Country Planning Act of 1947 for England
and Wales and a counterpart for Scotland. The principal features of this Act were
(a) to establish a framework of land use throughout the country based upon develop-
ment plans by local authorities, approved by the Minister of Town and Country
Planning (now the Minister of Housing and Local Government) or the Secretary of
State for Scotland; (b) to control all development by making it subject to permission
from the local planning authorities; (c) to extend to local authorities all necessary
powers to acquire land for planning or development and provide for grants from the
central government for these purposes; and (d) to assure the preservation of buildings
of historic interest and the natural character of the landscape. In contrast to prior
legislation, this Act conferred these powers upon only 188 local authorities in the
large cities and county boroughs and rendered their exercise mandatory rather than
permissive.

334 NEW HORIZONS

Compensation and Betterment. During the past hundred years the policy of
"compensation and betterment" became an accepted procedure in the regulation of
land use in Great Britain. The principle that the use of private property is subject to
regulation for the community welfare was implemented by the dual provision that
just compensation is due to private owners for restrictions by public authorities
which impair the value of land, whereas the enhancement of property values which
accrue through public planning decisions may be assessed by the local authorities.
In the administration of this policy it was assumed that the public funds expended
for compensation to property owners would be balanced by the assessments for the
betterments which resulted from land use regulations. The administration of this
policy, however, became unduly complicated. Assessments for betterments for improved
values were awkward to determine and almost impossible to collect. As a consequence,
local authorities had inadequate resources upon which to draw to fulfill their obli-
gations for payment of compensation.

A major task of the Uthwatt Committee was the investigation of this entire policy
and recommendations for improvement in its administration. Based upon the report
of the Committee, the 1947 Act introduced a comprehensive modification in land
policy with the provision that the state shall reserve all rights to the development of
land. 1 This sweeping revision followed the principle of compensation and betterment
but was intended to remove the involved processes in the collection of betterments and
the determination of appropriate compensation. The government was empowered to
expropriate all "development rights" in the land. Owners of property approved for
development at the time the legislation was enacted were entitled to compensation
for the loss of these rights at land values prevailing in 1947. A Central Land Board
was appointed to administer these negotiations and a fund of 300 million pounds
was set aside by the national government for this purpose. As permission was subse-
quently granted by local planning authorities to develop property, the land owners
were required to pay a "development charge" to the government. This charge was in
the amount of the difference between the value of the land for the existing use and
the land value for the new development approved by the planning authority. Since,
under the Act, owners who had suffered loss through expropriation of "development
rights" were to have been compensated for this loss, all land owners were subsequently
liable for the "development charge." A permitted use which resulted in a lesser land
value entitled the owner to compensation for the difference, whereas a permitted use
which would support a land value greater than the existing use entitled the govern-
ment to "charge" the owner for this difference.

Perhaps this remarkable land policy could have been developed only through a
coalition government such as that under Winston Churchill as prime minister. The
Committee which recommended it included conservative members with a sound knowl-
edge of British tradition and the problems of land development. The chairman, Hon-

1 The Evolution of British Planning Legislation, by Beverley J. Pooley, University of Michigan Law School,
Ann Arbor, Mich., 1960.

THE NEW TOWNS 335

orable Augustus Uthwatt, was a Lord Judge of Appeal, a high rank in the public
affairs of England. But opposition to the entire procedure formed soon after passage
of the Act. The growing resistance generated misunderstanding about the purposes of
the Act and its administration became increasingly cumbersome. In 1951 a Conserva-
tive government came into power and, in the Act of 1953, abolished this feature. Per-
mission to develop land was still required, but land owners were thereafter free to
realize the values on the open market. The long tradition embraced in the principle of
compensation and betterment as a basic policy for the equitable regulation of land
in the implementation of the planning process was ended.

The administration of planning in England has been vested in the public authorities
of large localities, the county and borough councils. Contrary to the practice in the
United States, zoning as a means to regulate land use has not prevailed. Local plan-
ning authorities are required to prepare a 20-year development plan, approval of
which is required by the government. This plan is reviewed every five years and has
the statutory effect of establishing the land use policy by which the authorities are
guided in granting permission for development. The power to grant permission is
the vehicle for the control of development within the policy set forth in the plan, and
this procedure has been retained for the purpose of maintaining flexibility to meet
changing conditions. Although the enlightened land ownership policy embraced in
the Act of 1947 is absent and the British experience demonstrated the difficulties in
its administration, the tradition of responsibility by public authorities in Great Britain
may yet offer the prospect for favorable land development in that country. There
are planning authorities who believe these difficulties might have been materially
altered if the land owners had shared in the increment of increased property value by
a "development charge" fixed at a lower level, such as 75 per cent of the difference
in value.

This issue will undoubtedly remain alive. It revolves about the relation between
the necessary public control of land use and the element of monopoly which such
control vests in land values. Any form of public control over land use, whether it may
be by permission for development from planning authorities as in England, or by
zoning regulations as in the United States, conveys to some owners and withholds from
other owners privileges which accrue because of the relative location of land. The
maintenance of a balance between the open channels of competition and the effect
of monopoly values which sound planning may confer upon land is an unresolved
issue in the United States as in Britain. An equitable distribution of all the benefits of
planning was the basic purpose of "compensation and betterment," and the operation
of this principle may yet restore an appropriate measure of equity in the conduct
of urban affairs.

The London Region. To the people of Britain, London is their great and noble
city, the capital of the Commonwealth, and as colorful as any city in history. It is also
synonymous with overcrowding. Mercilessly damaged by bombs in World War II,
London was ready for major change, and the scope of the planning program was

336 NEW HORIZONS

significant the replanning of a great city integrated with related communities
the New Towns.

England suffered heavy damage to its cities during the war. One third of its 13,-
000,000 dwellings were damaged, and there was practically no new building. With
devastation all about them, the people found it necessary to consider plans for recon-
struction. The 1944 Town and Country Planning Act had extended financial aid to
local authorities for the purchase of land when rebuilding was possible. The destruc-
tion of large urban areas, however, impressed many thoughtful people with the pos-
sibility of recapturing some open space within their congested urban centers.

Although agriculture in England can support only about half the population, and
a large proportion of the people live in urban communities, there are only seven large
industrial centers which are agglomerations of urban areas ranging from two to eight
million people. Congestion in these cities is acute, but it remains the British ideal
to live in "cottages." A density of 12 families per acre was suggested by Ebenezer
Howard; it became the standard density for the Garden Cities, and Sir Raymond
Unwin dwelt upon it at length as a desirable standard. It remains today the stand-
ard toward which enlightened planners strive.

After World War II, the British realized that, in the large-scale rebuilding that
was necessary, they should try to cope with the problem of congestion in their cities.
Over the years, the British have cultivated a remarkable political common sense. With
astuteness they somehow realize their aims and ambitions. Launching the postwar
planning program, they began where they were with what they had and sought the
way to a new concept of the urban structure.

The elements of the Garden City held strong appeal for the British; the character-
istics of the village, in contrast with the metropolis, attracted them. Proximity to the
beautiful countryside was a natural desire. They prefer the bicycle to the subway.
They probably enjoy walking more than motoring. The two successful garden cities,
Letchworth and Welwyn, were before them for comparison with the huge and con-
gested cities. The English people have seen the advantages of the small community
as a better way of life. They have been justly proud of their delightful rural country,
and preservation of the countryside has occupied the aggressive attention of the most
influential peers of England.

The County of London has an area of 117 square miles. In 1944 it had a population
of 4,000,000. At the core of this area is the city of London, one mile square, with
5,000 people. This is the financial and political heart of the British Commonwealth.
Fanning out from this center, Greater London had a population of 8,000,000 in an
area of 700 square miles. The planning program of 1944, under the direction of
Professor Patrick Abercrombie and F. J. Forshaw, was directed toward a dual objec-
tive: rebuilding the war-torn city and relieving the intolerable overcrowding and
congestion.

The essential concept of the Abercrombie plan for Greater London was reduction
of the population within the congested center, creation of a greenbelt ring to contain

London Region 1961

London Region
Abercrombte Plan

County of London

Inner Ring
Abercrombie Plan
Suburban Ring
Abercrombie Plan

I Greater London
Conurbation 1961

}. ... : .| Green belt

1 | Outer Ring

tfk New Towns

J - Sf evenage
2 - Welwyn
3-Harlow
4-Bosildon

5 - Hatf ield

6 - Heme! - Hempstead
7-BracknelI

8 - Grawley

THE LONDON REGION

The Greater London Plan of 1944, by Patrick J. Abercrombie and F. J. Forshaw, embraced a region of 2,600
square miles. A series of four rings surrounded the County of London. The population within the heavily
urbanized areas of the County and the Inner Ring was to be reduced by some 1,000,000 people by dispersal
within the Suburban and Outer Rings. The urban conurbation (concentration) of the region has extended
the boundaries of the Suburban Ring beyond the limits of the plan and has forced attention to the preservation
and expansion of the greenbelt. The regional sphere is also extended to some 4,600 square miles since the
plan was conceived, and the total population has grown from 8,000,000 to 10,000,000.

The planned decentralization of London, by a reduction of population density within the inner core of the
metropolitan area and a dispersal of people and industry from the center, was implemented by the New
Towns program. Of the 15 New Towns in England, Scotland and Wales, eight are located within the London
region. These towns have invited industrial development and will accommodate more than one-half million
people.

338 NEW HORIZONS

Greater London, and movement of industry to an Outer Ring. This theme was con-
sistent with the enlightened tradition of planning in England, but it demanded coura-
geous conviction and bold decision. A major issue at the outset was the standard of
population density which should be sought within the overcrowded center. Although
some authorities held to a density of about 70 to 75 persons (20 dwellings) per acre
as a desirable maximum in the center, the London planners proposed a density of
100 to 150 persons per acre, and the inner districts of the County are being redevel-
oped in this latter range. The density within the Inner Ring ranges from 70 to 100
persons per acre and in the Suburban Ring it is maintained at about 50 persons per
acre. About this complex a broad Greenbelt Ring ranging from 5 to 15 miles wide
was reserved. Within this greenbelt the existing towns were permitted to increase
within the platted areas of their jurisdictions, but the balance was reserved for
recreation. Beyond the greenbelt and within the Greater London region was the Outer
Ring of villages and small towns separated by open countryside.

The plan encompassed a total area of some 2,600 square miles. The population
densities adopted for the several areas involved a population reduction of about 40 per
cent, or more than 600,000, in the County, and more than 400,000 persons in the
Inner Urban Ring of the metropolis. Some increase was proposed for the Suburban
Ring, but the population of Greater London was reduced by a total of over 1,000,000
people. This program for decentralization of a vast population resulted in the New
Towns Act of 1946.

As in the United States, the structure of urban government in Great Britain was
designed for an era when the administration was relatively simple. With the growth
of the metropolis and its accretions of urban entities, the governmental organization
bears no relation to the real character of a metropolitan area. Legislation has been
introduced to establish a single authority, the Greater London Council, for the 800
square miles and 8,000,000 people of metropolitan London. Within this structure of
the Council there are 34 boroughs, each with a population of about 200,000, which
will be responsible for all local administration except the functions of metropolitan
scope, including planning.

The New Towns. The adoption of the policy that more than a million people must
be removed from the central districts of London was of major consequence. It repre-
sented a conviction that the overcrowding within the city must be relieved, that the
expansion of the city must be controlled, and that the amenities of urban life could
be accomplished only by decentralization of employment and residential communities.
The new towns were conceived, in the tradition of the garden cities, as self-contained
communities with all facilities that make an independent environment. They were
not intended to be satellite dormitories connected to the central city. Some were
related to the larger orbit of London, however, to make available to the people of
the new towns the special facilities of the central city, and being thus attractively
near, to encourage movement from London to release the city for a program of rede-
velopment.

THE NEW TOWNS 339

The New Towns Act provided for the creation of development corporations to plan,
build, and manage the new towns. The corporations obtained 60-year loans from the
Ministry of Housing and Local Government to finance the acquisition of land, prepare
the general plan, and improve the land with all utilities and the road system. The
corporation could construct the buildings to rent to business and industry or lease
the sites for private development. Lease arrangements were generally for a period of
99 years. Housing could also be built by the corporations, and to assure an adequate
supply of housing for industrial employees moving out from London, between 75 and
85 per cent has been built by the corporations. Maximum participation by private
enterprise is now being encouraged. Housing has been generally subsidized at the rate
of 32 ($90) per year, but more than half of the 4,000,000 houses built in Britain
since World War II have been subsidized. In recent years private dwellings have
accounted for about three-fifths of the supply.

The Minister of Housing and Local Government has general jurisdiction over the
program, and all plans for development by the corporations are subject to approval
by the Ministry. Under the 1946 Act, capital allocations are periodically made to
finance the costs of the program and over 250 million ($700 million) have thus far
been advanced. A town of 60,000 population, with a potential natural increase to
80,000, requires 30-35 million ($84-98 million) for all development, including
roads, sewers, water supply, parks, schools, shops, offices, factories and 10,000 to
15,000 dwellings. It was originally assumed that, upon completion by the develop-
ment corporation, the local authorities would take over the management of their
respective towns. The New Towns Act of 1959, however, determined to dissolve each
corporation when the town is completed and transfer management to a Commission
for New Towns, comprising 15 members appointed by the Minister of Housing and
Local Government.

Fifteen New Towns have been started since the program was initiated. They will
accommodate about one million people, and although only two are near full develop-
ment, some 400,000 are now living in them. 2 Two additional towns have been desig-
nated: Skelmersdale, 12 miles northwest of Liverpool, in 1961, and Livingston, south
of the Glasgow-Edinburgh road, in 1962. Again in the tradition of the garden city,
the new towns were conceived as communities ranging in population between 50,000
and 60,000, with a full complement of all facilities to serve and support this popu-
lation, and contained within a permanent greenbelt of open space. Sites for towns
of this population require about 6,000 acres. The towns vary from this norm, some
being somewhat larger, others more modest. In each case, however, land is reserved
within the designated area for natural growth of some 30 per cent during a 20- to
25-year period.

Eight of the towns are within the London area, ranging from 18 to 30 miles distant
from the city, and intended to implement the decentralization of people and industry

2 Britain's New Towns, Dame Evelyn Sharp, Permanent Secretary, Minister of Housing and Local Government,
Town and Country Planning, January 1961.

1. Steven age

2. Welwyn

3. Harlow

4. Basildon
5. Hatfieid

6. Hemel-Hempstead

7. Bracknell
8. Crawley

\ 9. Cwmbran

\ 10. Corby

\ 12 II. AycIifFe

"XTX 12. Peterlee

13. East Kilbride

15. Glenrothes

ONE MILE

TEVENAGE Designed by Clifford Holliday

THE NEW TOWNS

Locations of the 15 New Towns in the initial program are shown on
the map of England, Wales and Scotland. The towns are experiments
in the design of an environment in which the human scale predomi-
nates. They are self-contained communities seeking a balance between
sources of employment, business enterprise, shopping, education and
recreation for those who live in them. They are, however, significant
for another important reason: they are essentially an organic element
in a broad program of decentralization of the congested urban cen-
ters, the London region having received the principal attention.

Three of the towns related to the London region are shown in the
diagrammatic plans. Stevenage, begun in 1949, was the first of these
towns. The site comprises 6,100 acres, and the original population of
60,000 for which the town was planned has expanded to 80,000. Har-
low, begun in 1949, was also planned for 60,000, and that population
has increased to 80,000. Located on a 6,400-acre site on the River
Stort, Harlow has 13 neighborhoods. The neighborhood units have
populations ranging from 3,500 to 6,000. Three suburban shopping
centers serve clusters of these units. Two industrial districts are
located on sites of 300 acres in the eastern section and 265 acres in
the western section to avoid undue concentration. A total of 14,000
workers is anticipated. The town of Crawley, originally planned for
a population of 50,000 on a site of 6,000 acres, will have a population
of 70,000. Two existing villages Three Bridges and Crawley have
been absorbed, and the town center occupies the latter. An industrial
area of 264 acres is planned for 8,500 workers. Nine neighborhoods
have populations of 4,000 to 7,000, and the density is about 29 per-
sons per acre.

Each neighborhood in the New Towns has a small subcenter for
shopping, a primary school, playfields, and social facilities. The sec-
ondary schools serve several neighborhoods; in Crawley they are
combined in three separate campuses (S).

The residential neighborhoods are indicated by crosshatched areas,
industrial areas by heavy crosshatching, and the town centers by
black. Open space and farm land, forming a greenbelt about th&
towns, are indicated by dotted areas.

A desirable attribute of the New Towns is their relatively small
size, designed to encourage pedestrian circulation and maintain close
proximity to surrounding open space. The plans indicate an abundance
of space flowing throughout the community as separations between
the neighborhoods. The preservation of natural wooded areas or un-
usual topographical characteristics within this space is advantageous,
but the proportionate quantity of land reserved for permanent open
space may be excessive in view of the surrounding greenbelt, low
density, and internal recreation fields. This abundant open space may
over-extend walking distances, exaggerate the separation between
neighborhood cells, and thus tend to nullify the advantages of the
modest size of the towns.

. Sicondory Schools

HARLOW Designed by Frederick Gibberd

CRAWLEY Designed by Anthony Minoprio

Industrial Area

Wholesale Storage

Residential Areas

Town 6 Neighbourhood Centres

Neighbourhood Sub-centres

Junior Schools
Senior Schools
County College

Railways

R Railway and Bus Station
G Goods Station
H Helicopter Ground

M Market Gardens
ST Stadium

From Town Design, by Frederick Gibberd. The Architectural Press and Frederick A. Praeger,

STEVENAGE

From Town Design, by Frederick Gibberd. The Architectural Press and Frederick A. Praeger, Ino^.

HARLOW TOWN CENTER

KEY. A, administration square; B, civic square; C, theater square; 1, police station; 2, fire station;
3, council suite; 4, civic hall; 5, municipal offices; 6, museum and art gallery; 7, restaurant; 8, theater;
9, reflection pool; 10, civic chapel; 11, library; 12, showroom.

STEVENAGE Town center

HARLOW

A "high point" apartment

CRAWLEY Town center

THE NEW TOWNS 343

from the metropolis. Among the eight towns about the London ring is Welwyn, begun
in 1920, but taken under the New Towns Act jurisdiction. Three, Corby and Aycliffe
in England and Cwmbran in Wales, are near industrial centers. Two, Peterlee in
England and Glenrothes in Scotland, are in the coal mining region of Fife. Two are
near Glasgow in Scotland East Kilbride, about 12 miles distant, and Cumbernauld,
separated from Glasgow by a two-mile-wide greenbelt.

Planned as clusters of neighborhoods about the business and civic center, the New
Towns have as their predominant dwelling the row cottage, ranging in density between
12 and 15 per acre. The neighborhoods have populations of from 4,000 to 8,000, each
with its schools, recreation, churches, and small shopping center. The industrial area
has convenient access, and being reserved for industry, is efficiently arranged. Of
about 250,000 people who have moved to the towns within the London ring, the turn-
over is 3 to 6 per cent compared to the average in Britain of 7 to 10 per cent. Of the
few who return to the central city, some probably miss the excitement of the teeming
metropolis and some may seek their association with old friends and familiar places
such as the "pub."

In the effort to overcome the monotony of the standard two-story English cottage,
some high apartment buildings have been introduced to provide variety in the overall
visual experience. Commenting on this trend, Dame Evelyn Sharp, Permanent Secre-
tary of the Ministry of Housing and Local Government, said: "The architect likes the
occasional high block; whether the new town tenant really does is one of the great
debates." 3 Although the apartment is considered objectionable for families with chil-
dren, between 5 and 15 per cent of the dwellings are being planned as apartment
buildings for single people and childless couples. The fact that the birth rate is high,
because of the preponderance of married couples under the age of 40 among the new
town population, underscores the issue.

Industrial enterprise, though reluctant at the outset to move to the new towns, has
shown increased interest due to the advanced efficiency of operation, availability of
good sites at reasonable rates, and the stable employment conditions. The expanding
range in the types of industries settling in the towns is offering a desirable diversifi-
cation of employment. The original assumption for the retail shopping centers was
service generally limited to the residents and business of the towns, and the size of
the centers as well as the range of enterprise was planned in proportion to the town
population. The character of these centers, however, has attracted patronage from
distances beyond the town, and the planners are presented with a large question of
policy about the appropriate relationship between the New Town center and business
enterprise in surrounding villages. The circulation system, roads within the town and
across the greenbelt, was designed for traffic generated by a shopping market within
the town. The problem of parking space for automobiles is far less acute than in the
older towns, but auto ownership is generally high in the New Towns. The aggravation
of parking demands in the shopping centers is matched by the apparently inadequate

3 Town and Country Planning, January 1961.

344

NEW HORIZONS

provision for automobiles in the residential areas. The use of cars has increased at
an unusual rate in the new towns, and one car space for each dwelling is now the
planning standard.

There are more than 200,000 fewer residents and many fewer factory jobs in the
County of London since the Plan was placed into effect in the late forties. Over 80
per cent of the new town population is from the London metropolitan area, and 400
industries have moved to the New Towns, providing employment for 57,000 in factory
jobs and 35,000 in related enterprise. 4 But the attraction of the metropolitan magnet
is strong. The London Region has extended its influence to some 4,600 square miles
with a population of 12,000,000. Decentralization of industrial employment has
offered relief, but central London continues to be the commercial hub. Office space
is increasing constantly, with the relentless burden it imposes upon the communica-
tions system. Attention to the development of more New Towns has been diverted
to preservation of the Greenbelt, which leaves the ultimate issue in doubt: without
planned urbanization throughout the entire expanding Region, the Greenbelts may

PROGRESS OF NEW TOWNS*

.*, Corporation
Name Appointed

Desig-
nated
Area
(acres)

Population

Estimated Capital Expenditure
by Development Corporation

Orig-
inalf

Pro-
posed t

At
Dec. 31,
1961

Housing Since
Designation
to Dec. 31, 1961

Total
(incl. housing)
to Dec. 31, 1961

LONDON RING

Basildon Feb. 1949

7,818

25,000

106,000

56,000

24,040,000

37,550,000

Bracknell Oct. 1949

2,950

5,142

54,000

21,563

8,513,000

15,747,000

Crawley Feb. 1947

6,047

9,000

70,000

55,000

19.000,000

32,500,000

Harlow May* 1947

6,395

4,500

80,000

56,700

24,446,000

40,580,000

Hatfield June 1948

2,340

8,500

25,000

21,500

5,900,000

8,650,000

Hemel Hempstead Mar. 1947

5,910

21,200

80,000

56,500

21,100,000

33,800,000

Stevenage Dec. 1946

6,156

7,000

80,000

44,000

19,105,000

34,280,000

Welwyn G.C. June 1948

4,317

18,500

50,000

36,000

8,400,000

16,450,000

Total: London Ring

41,933

98,842

545,000

347,263

130,504,000

219,557,000

OTHERS

Corby May 1950

2,696

15,700

55,000

37,500

8,250,000

10,500,000

Cwmbran Nov. 1949

3,160

12,000

55,000

31,000

7,552,000

11,836,000

Newton Aycliffe July 1947

865

20,000

12,800

6,543,000

8,693,000

Peterlee Nov. 1948

2,350

200

30,000

12,935

6,505,000

9,338,000

Total: England and Wales

51,004

126,802

705,000

441,498

159,404,000

259,924,000

SCOTLAND

East Kilbride Aug. 1947

10,250

2,400

70,000

32,500

16,473,000

22,529,000

Glenrothes Oct. 1948

5,730

1,100

30,000

13,500

5,235,000

7,739,000

Cumbernauld Feb. 1956

4,150

3,000

70,000

4,065

2,810,000

4,798,000

Total: Great Britain

71,134

133,302

845,000

493,898

183,922,000

294,990,000

* Data from Town and Country Planning.

f Population of original community.

j Proposed population upon completion of New Town.

4 Wyndham Thomas, Town and Country Planning, May 1961.

THE NEW TOWNS

345

HOUSING IN THE NEW TOWNS

Name

Total Completed Under Construction
Dec. 31, 1961 Dec. 31, 1961 (est.)

To Be Completed
1962 (est.)

Dev.
Corp.

Local
Author.

Others

Dev.
Corp.

Local
Author.

Dev.
Others Corp.

Local
Author.

Others

LONDON RING

Basildon

10,209

1,050

870

1,190

115

1,000

110

130

Bracknell

4,705

220

281

none

208

Grawley

10,803

840

1,626

100

225

Harlow

14,035

721

551

900

144

880

154

Hatfield

3,147

940

100

162

none

182

none

Kernel Hempstead

9,738

1,395

1,110

1,025

250

768

200

Stevenage

10,100

629

424

1,700

none

105

1,300

110

Welwyn G.C.

4,576

1,149

210

481

216

461

216

Total: London Ring

67,313

6,944

4,927

5,839

377

679

5,024

473

727

OTHERS

Corby

4,000

1,908

234

770

190

550

131

Cwmbran

4,454

1,388

504

325

319

165

Newton Aycliffe

3,848

274

none

300

none

Peterlee

3,953

498

321

Total: England and Wales

83,568

10,250

5,708

7,706

462

914

6,514

713

942

SCOTLAND

East Kilbride

8,472

950

none

900

none

Glenrothes

3,190

316

244

300

Cumbernauld

1,159

750

none

750

none

Total: Great Britain

96,389

10,642

5,798

10,079

464

932

8,834

727

970

result in the imposition of another barrier to be crossed between outlying residential
districts and the commercial center.

"The New Towns have been a great experiment and are on the way to being a great
success. Mistakes have been made and there are many problems still to resolve. But
for thousands of families they are providing living conditions among the best in
Britain; and for industry they are providing the conditions for efficiency. They will
prove a first-class investment, in money as well as in health and productivity. They
will repay study." 5

Variations of the Theme. The British New Towns are an expression of the
national disposition. Whereas most of the people live in the great industrial centers,
the English village and the open countryside represent the cherished qualities of an
ideal environment. This ideal was given tangible expression by Ebenezer Howard and
established the garden city as a traditional British objective. Urban desires have not
followed this firm direction in other places, however. The self-sufficient community as
a module for decentralization of the urban metropolis does not present the same
attraction in other countries as it has in Great Britain. The strong affirmative approach
to decentralization represented by the New Town program has exerted positive influ-
ence elsewhere, but the traditional bond with the older cities in most countries is;

5 Dame Evelyn Sharp, Permanent Secretary, Ministry of Housing and Local Government, Town and Country
Planning, January 1961.

346 NEW HORIZONS

strong. As a consequence, the movement of planned decentralization is marked by
variations of this theme.

The theory of the New Towns apparently has been adopted by the Soviet Union in
their extensive plans for decentralization. Industries are discouraged from settling in
cities which have reached a population of 500,000, but the new communities will
probably become satellites of the large cities to assure proximity to the cultural
activities in the existing cities. Eighteen such towns have been proposed around
Moscow. It is the intention to limit the future size of this great urban complex to
5,000,000 people and the first of the new towns under construction is Kryukov. Three
optimum sizes seem to be favored for the new towns: 30,000-50,000, 80,000-100,000
and 100,000-300,000, but the criteria for determination of these population groups
are indefinite. The general standards of planning in the Soviet Union are similar to
those of other European countries, but the advantages of low population density
associated with decentralization are not present in the Soviet plans. The five-story
walk-up apartment building is the prototype for the new housing, and the quality of
construction and standards of dwelling space are inferior.

The places of greatest historic interest in the city of Paris, and the principal com-
mercial, financial, educational, recreational, and political activities, are confined to
an area of less than ten square miles in the center. The city, however, covers an area
of 40 square miles with a population of 3,000,000, and more than 4,000,000 people
have settled in the surrounding districts. This region of between 7,000,000 and
8,000,000 people, occupying 300 square miles, is growing at a rate of about 150,000
persons a year, and the local authorities have estimated a need for 70,000 new
dwellings per year.

To accommodate this increasing population and relieve congestion within the city,
the government in August 1960 approved a plan for three new urban nuclei beyond
the city limits. Not subscribing to the concept of the British New Towns, the decentral-
ization of Paris is planned in large increments. One nucleus is La Defence-Montesson
where it is proposed to develop a new city for 700,000-800,000 people. Another is a
conversion of the area about Le Bourget airfield for a community of 50,000 dwellings
or 150,000 to 200,000 people, since the airfield may require relocation to accom-
modate supersonic aircraft The third community will be for 150,000 to 200,000
persons near Versailles. It is intended that these become new cities with all facilities
including industrial development. To complement this program it is proposed to intro-
duce industries into a number of the villages near Paris, having populations ranging
between 20,000 and 30,000, as a means to bolster their economy as well as remove
the pressure upon the central city.

Although Sweden was the first country in Europe to enact legislation for planning,
with the Urban Building Act of 1874, the social and economic circumstances in that
country have not compelled attention to planning on a regional scale such as that
which prevailed in England. The first Town Planning Act of 1907 and the 1931 Act were
similar to the 1909 and 1932 Town and Country Planning Acts in England but

THE NEW TOWNS 347

emphasis was placed on site planning, street and building arrangements, rather than
regional relationships.

The consumer cooperative movement reflected the direct and pragmatic approach
to the solution of economic and social conditions for which the Swedish people have
demonstrated capability. The self-help small cottage, or "Magic-House," program
initiated in 1927 is another example. One-tenth acre plots on city-owned land were
made available for 60-year lease and a ground rent of 5 per cent of the land value.
Pre-fabricated houses were also made available for erection by the owner, his labor
amounting to 10 per cent of the cost. The balance of 90 per cent of the dwelling cost
was to be repaid to the city in thirty annual installments. This program presented a
practical means for families of low income to acquire decent homes as a substitute
for substandard tenements in the congested city.

The plan for decentralization of Stockholm has resulted in two noteworthy develop-
ments in urban planning Vallingby and Farsta. Some 50,000 people, whose sources
of employment are in the central city, have had to seek dwellings within the suburban
districts. This is equivalent to about one-third of the housing in the new suburban
developments. These two new communities are therefore related to the general plan of
the city and are served by a subway to the center. It was intended that the usual
development of small suburban increments, unable to support an adequate community
center, be avoided. The Vallingby group was therefore planned for a population of
60,000 which, including the immediate existing suburbs about it, could support a
complete shopping and commercial center. The Farsta district, with a surrounding
population of 35,000, was planned for an equal number of 35,000 people. Industrial
sites were reserved within the vicinity of these new communities as part of the decen-
tralization program.

These towns, built on publicly owned land, attest to the wisdom of the policy adopted
by the city many years ago to acquire large tracts of land about the periphery of the
city. Planning for the greater city of Stockholm was thus implemented and the com-
plete development of these new communities was made possible. Whereas the city
built some of the housing, land was leased to the cooperatives and other private
organizations for housing and commercial and industrial development. Open space
for recreation was reserved between these towns and Stockholm, but the relatively
convenient proximity (Vallingby seven miles and Farsta six miles) to the central city
offers a diversification of employment and the advantages of cultural facilities in
the city.

The policy of planned decentralization of large urban agglomerations, represented
by Vallingby and Farsta, is also illustrated in the new community of Tapiola in
Finland. This town of some 15,000 population was designed as a satellite of Helsinki
and demonstrates the advantages of the land acquisition policy of that city over
the years.

A series of urban concentrations in a linear alignment, known as the "Finger Plan,'*
was adopted in 1949 for the extension of urbanization about the city of Copenhagen,.

Courtesy Hugo Priivita

FARSTA Town center

VALLINGBY Town center

Courtesy Hugo Priivits

VALLINGBY Town center and apartments

VALLINGBY AND FARSTA

Neither Vallingby nor Farsta are, nor were they intended to be, self-contained "New Towns." They are
integral developments of the general plan for the decentralization of the city of Stockholm. They were planned,
however, to support a complete marketplace and business center, provide industrial employment to complement
the employment opportunities in the central city, and accommodate a diversification of dwelling types to meet
the wide range in family composition in a balanced community. When completed, Vallingby will have nearly
500,000 square feet of shops and more than 1,000,000 square feet in office space, social and welfare facilities,
and entertainment. Some 40 per cent of the employment has been within the nearby new industrial district.

Courtesy Swedish-American News Exchange

Parking

Footpath and pavement

H Green belts

Place for entertainments
and festivities
Building

Plot

Area for rail traffic
TOWN CENTER VALLINGBY

THE FINGER PLAN-COPENHAGEN

The "Finger Plan," recommended for the regional develop-
ment of Copenhagen in 1949, is based upon a series of satellite
towns linked to the central city by rapid rail transit and
vehicular roadways. Connecting these radial routes are ring
roads. Industrial areas are located at the intersections of these
travel routes to implement the convenient cross-circulation be-
tween the various communities and the centers of industrial
employment. Urbanization is indicated by the light-shaded
areas, the industrial districts by the dark-shaded areas.

The two new large urban centers are within the dark-
shaded areas to the southwest of the central city of Copen-
hagen.

INDUSTRIAL

MULTIPLE

PARK-LAND. GREEN BELT
E23 60LF ft COUNTRY CLUB
l""~1 RESIDENTIAL

DON MILLS

Courtesy Jack Oldham in Urban Land, January 1960

This community, near Toronto, Canada, was developed by a private investment company and compares with
the basic planning approach of the British New Towns. Planned for a population of 25,000, it is a complete
industrial community.* The site is 2,058 acres, of which 65 per cent is residential development, including;
schools, churches, and neighborhood parks. Industry occupies 14 per cent of the land area, and commercial
districts are allocated about 4 per cent of the area. The balance of 17 per cent is devoted to a greenbelt
park area.

The overall population density is 12 persons per acre. Single-family and semi-detached dwellings predominate,,
some 80 per cent of the residential area being so developed, but the high level of architectural quality which
has been applied to the entire community is reflected in the excellence of design and popular acceptance of
the "terrace," or row, housesf in the apartment districts.

* In charge of planning were M. L. Hancock, D. W. Petit, and George Wregglesworth.
t Designed by James A. Murray and Henry Fliess, Architects.

THE NEW TOWNS 351

It is estimated that the urban population of this region will increase 70 per cent, about
1,000,000 people, by 1980, and application of the "Finger Plan" was expanded in
1958 with the recommendation for two large urban centers southwest of Copenhagen.
Each of these new centers will accommodate 250,000 people, a population considered
by the planners to be an optimum size to support all necessary major urban services,
provide a desirable diversification of industrial employment, and yet facilitate the
convenient circulation of motor vehicles without the congestion which afflicts the
larger cities. The concept of this plan is the development of an integrated decentraliza-
tion of the entire metropolitan region of Copenhagen. Although the new communities
are intended to have a self-sufficient economic base, and their size and facilities would
exclude them from the category of satellite towns, a key purpose of the "Finger Plan"
is convenience of communication between the new centers as well as to the central
city of Copenhagen. The aim is integration with, rather than isolation from, the
metropolitan complex, and this linear structure is therefore dependent upon a rapid
and efficient system of rail transportation. 6

Numerous and extensive land subdivision has occurred on the periphery of the
cities of America. Many of these developments have incorporated parks, schools, and
shopping centers, but usually they have been random residential tracts without benefit
of a plan for decentralization of the cities to which they are attached. The plan-
ning and development of complete self-contained towns in North America are rare.
Kitimat, a company town in British Columbia for the Aluminium Company of Canada,
planned by Clarence Stein, is an exception. Another is Don Mills, near Toronto in
Canada.

This community was begun in 1953 by the Don Mills Development Corporation, a
private land investment company. Being part of North York, one of the 13 munici-
palities in the Toronto metropolitan area, it is not politically independent but repre-
sents an approach similar to the New Towns of England. Occupying a site of 2,058
acres, it was planned as a new industrial community for a population of 25,000.
Located one-half mile from a limited access highway and 25 minutes from the Toronto
airport, it is served also by two railways that traverse the site. The entire town has
been developed by private companies, and the sponsoring development company has
encouraged a wide diversification of industrial enterprise. The town is distinguished
for the high level of architectural quality that prevails.

Perhaps the most significant aspect of this new town is the policy of the development
company to seek an economic balance between residential and industrial or com-
mercial development. It is the objective to maintain a ratio of 60 per cent in the
assessed values of residential development and 40 per cent in industrial and com-
mercial development. This policy of a balanced economy in the administration of
urban affairs suggests an approach to the regulation of urban growth and development.

The importance of economic balance was also illustrated in the community of York-
town, in Westchester County, New York. This community, with a 1960 population of

6 Journal of the Land Planning Institute, London, December 1961-January 1962, by Eric Reade, author.

352 NEW HORIZONS

16,500, was originally developed as a subdivision of single-family homes. Concern
for the increasing tax rate and annual tax deficit of some $100 for each dwelling led
to a study to ascertain the proportion of land uses which might produce a balanced tax
structure. The results indicated the need for the community to have 8 per cent of the
area in industrial and laboratory facilities and 4 per cent of the area in business and
commercial uses. 7 With the rapid and continuing increase of urbanization in the
United States, other communities may profit from attention to the economic balance in
tax revenue and expenditure as a guide to planning control.

Chandigarh and Brasilia. The planning of government capitals is outside the
context of new towns as they relate to the mammoth problems of metropolitan urban
expansion, but two recent examples warrant attention. 8 Capital cities have offered the
opportunity for expression of dramatic form, and Chandigarh in India and Brasilia in
Brazil are no exceptions. Razing of the city walls about Vienna created the Ringstrasse,
for which that city is famous. Moved by the splendor of Paris, Pierre L'Enfant deline-
ated the plan for Washington, B.C. The classic influence was impressed upon the
governmental section of New Delhi. An international competition was held in 1911
for Canberra, the new capital of 35,000 for Australia, and won by Walter Burley
Griffin, an American. But the occasion to undertake the building of new cities to serve
as government capitals is rare, and those in progress in Brazil and India are unusual
both in this respect and in the boldness of their expression of urban form.

The Constitution of the Republic of Brazil in 1889 included a provision for a new
capital for that country. The location was not determined until 1955, when a site at
the confluence of two rivers some 600 miles from Rio de Janeiro was selected. A
development corporation, appointed by the President, assumed charge of the building
of the new city, and a competition for the plan was held in 1957. It was won by the
Brazilian architect Lucio Costa.

The concept is bold two huge axes in the sign of the Cross. The principal multi-
level traffic arteries traverse these axes. Separate centers for government, commerce,
and entertainment are located along one axis and the residential districts are dis-
tributed about the other. Building of the city has progressed as rapidly as funds were
available, and the creative talents of Oscar Niemeyer are among those employed for
the virile architectural forms throughout the city. Great blocks of tall apartment build-
ings dominate the residential sections, and the entire theme of the city is a monumental
expression of concrete and glass.

The positive conviction, uncompromising courage, and daring forms represented in
this new city are inspiring. Perhaps a faint question can be heard through the powerful
thrusts of this dynamic place: is it really for people?

7 American City, December 1961. This study was sponsored by the original developer, David Bogdarff, with
the planning services of Frederick P. Clark & Associates, and Mickle and Marcon. It indicated that for each
increment of 500 homes, occupying 312 acres, 25 acres should be devoted to laboratory and industrial uses and
12 acres to business and commercial uses.

8 The headquarters of the United Nations should be numbered among these. The site and physical form of the
U.N. in New York, however, expresses a concept better suited for efficient conversion to future commercial use
than the capital for an inspired world organization dedicated to the peaceful cooperation of all nations.

THE NEW TOWNS 353

The ancient capital city of the state of Punjab in India was Lahore. When India and
Pakistan were partitioned, the city of Lahore was contained within Pakistan. The site
of Chandigarh, on the rolling plains near the foothills of the Himalayas, was selected
for the new capital of the Punjab. Prime Minister Nehru appointed Le Corbusier to
serve as advisor to the government for the plan of the new city. In collaboration with
Maxwell Fry and Jane Drew of England and P. L. Varma, chief engineer for the state,
a master plan was developed in 1951.

A future population of 500,000 is anticipated, but the initial stage of the plan pro-
vides for a population of 150,000 on a 9,000-acre site. The plan is a huge gridiron of
major roads intersecting at distances of one-half mile in one direction and three-
quarters of a mile in the other. These roads define neighborhood "sectors/' each 240
acres in size and housing about 15,000 people. The commercial and civic center
occupies the heart of this great square.

The Capitol complex is set apart along one boundary of the city on a site of 220
acres. Comprising the Palace of Ministers or Secretariat, the Palace of the Assembly,
the Palace of the High Court, and the Palace of the Governor, this complex and the
buildings within it were designed by Le Corbusier, who added a symbolic sculptural
feature the "Open Hand" to the group.

The plan is no more bold than might be expected from the creative mind of Le
Corbusier. Situated on a vast plain in a hot and arid region, it nevertheless evokes
positive response from those who view it. The highly disciplined order and the sweeping
scale of the entire concept is at once impressive. In this respect it shares an affinity
with the tradition of the Mogul empire when, during the period of Islamic domination
in India, unsurpassed strokes of bold planning and city building were executed. Yet a
basic difference distinguishes the monumental group of this new Capitol from the
earlier Mogul tradition. It is a distinction in quality expressed by the scale of space
and the shape of the forms which enclose it. Even in a dead city like Fatepur-sikri a
human scale seems to pervade the paved courts and the varied structures within and
about them. This city lived for only 50 years but, stark and empty though it now is,
the relation between buildings and space, the light and shade of arcades and sheltered
areas, convey a vivid impression that the place was meant for people. Somehow this
quality is not present at Chandigarh.

The Palace of Ministers, a tremendous concrete structure 800 feet long and nine
stories high, is one-quarter of a mile distant from the High Court Palace. Perhaps
trees may one day provide a welcome canopy of shade within this vast space, but a
rich landscape to cover the dimensions of the open space in this complex is hardly
indigenous to the region nor reminiscent of the delightful gardens which once graced
this country. The great structures are powerful expressions of abstract form and
pattern, and the space between them is of mighty proportions. Yet they seem to with-
hold an invitation for people to share in the experience, and tender no protection from
the burning sun. Thus one may ponder the art of planning and await the emergence of
Chandigarh as a complete reality to evaluate the grand concept it represents.

CHANDIGARH-Ceneral Plan

CHANDIGARH-India

CHANDIGARH DWELLINGS

Courtesy Brazilian Government Trade Bureau.

BRASILIA-General Plan

1. Plaza of the Three Powers

2. Esplanade of the Ministries

3. Cathedral

4. Cultural Area

5. Amusement Section

6. Books and Offices

7. Commercial Area 8. Hotels
9. Radio and Television Towers

10. Sports Area

1 1. Municipal Plaza

12. Sentry Outpost

13. Railroad Station

14. Warehouses, Small Industries

15. The University

16. Embassies and Legations

17. Residential Zone

18. Twin Houses

19. Twin Super-Blocks

20. Botanical Gardens

21. The Zoo

22. Highway Terminal

23. Yacht Club

24. Residential Palace

25. Tourists' Hotel

26. Exhibition Grounds

27. Horse Club

28. The Cemetery

29. Airport

30. Golf Club

31. Individual Residences (So.)

32. Printing Facilities

33. Individual Residences (No.)

34. Suburban Residences (Pky.)

356 NEW HORIZONS

As one meditates upon the qualities which charge a city with the human spirit, the
images of many places loom in contrast to these remarkable new towns in Brazil and
India. Probably none is more heart-warming than that of Paris. The charm of its
monumental spaces, the saucy animation of its avenues, the delight in its varied per-
spectives, seem less to have been "planned" than to have blossomed. Perhaps, more
than an efficient arrangement of its streets or the abstract shape of its buildings, it takes
"the music of men's lives" to give a city character.

CHAPTER 19

THE NEW UTOPIANS

The population of the world is exploding. Mechanization is driving people to the
cities. The rising flood of urbanization is surging outward from the center and engulfing
the surrounding countryside. Congestion festers within and eats about the edges. Com-
munications are breaking down. Medical science is sustaining health and prolonging
the life span. Famine and pestilence are no longer the levellers of excess population.
Nuclear war may be. If mankind is to live on, the urban pattern he occupies will
require major unravelling and reweaving. Much understanding will be required, and
the nature of the metropolis will undergo severe examination.

Men in all walks of life have raised their voices against the inequities, the ugliness,
and the congestion of the city. John Ruskin and William Morris pleaded for crafts-
manship, Charles Dickens portrayed the evils of the workhouses, Edward Bellamy in
Looking Backward warned and predicted, Patrick Geddes in his Outlook Tower urged
a broader vision, Karl Marx threatened, Robert Owen experimented, Ebenezer Howard
reasoned, Jacob Riis exposed. Many turned the light of critical analysis upon the city,
tested the forces of disintegration in the laboratories of their keen minds, and some
dared to describe cities men could build when they acquired the will.

Nor were they all cries in the wilderness. Housing, the most appalling testimony to
neglect in the urban scene, received attention. Planning agencies were formed, zoning
and building laws were enacted. But these efforts remained a step behind the improve-
ment of which society was capable; they never quite caught up with technological and
scientific progress. The overgrown metropolis fed upon its inhabitants, gnawing at the
physical, mental, and spiritual fabric of the people. No inhabitant could escape the
heavy weight of urban living, regardless of fortune or social status. The insidious
course of urban disintegration has forced an examination of the basic nature of the
urban structure, and it has been to this task that the new Utopians set themselves.

The Search for Space. The driving urge has been for release from the cruel
congestion that degrades individual dignity. It has been a search for space in which

357

358 NEW HORIZONS

man may recapture his identity as a person. This quest lends unity to otherwise appar-
ently divergent views on the future urban structure.

The persistent expansion about the periphery of the great cities has removed the
countryside farther and farther from the urban population. Abandoning the concentric
form of the crowded city, Soria y Mata, in 1882, propounded the theory of the linear
city La Ciudad Linear. He sought to expand the city along the spine of communica-
tion the highway. Stretching along the roadway, housing and industry bordered a
continuous artery linking the existing cities. In the tradition of the garden city,
Raymond Unwin, a pioneer in housing in England, espoused the cause of satellite
communities about the periphery of the city. Each of these communities would range
in population between 12,000 and 18,000 and be small enough to require no vehicular
transport within them. They would have some industry, but be connected to the central
city by rapid transportation.

The garden city and satellite town rely upon their relatively small size to maintain
a balance between urban development and surrounding open space. The linear city
employs the countryside to contain urbanization along the highway. Integrating these
elements, Tony Gamier presented his ideas in 1917 for La Cite Industrielle. These
inspiring plans for a modern industrial city separated the civic center and residential
sections from the factory district by a "greenbelt," and the highway and railroad
traversed this broad buffer space.

Another Utopian expression among the variety of protests against the dull environ-
ment of the industrial metropolis was the swan song of Victorian grandeur "The
City Beautiful." Absorbed in the monumental splendor of avenue and plaza, Daniel
Burnham reflected the fading era with his famous words:

Make no little plans ; they have no magic to stir men's blood and probably will not be realized.
Make big plans; aim high in hope and work, remembering that a noble, logical diagram once
recorded will never die, but long after we are gone will be a living thing, asserting itself with
ever-growing insistency. Remember that our sons and grandsons are going to do things that
would stagger us. Let your watchword be order and your beacon beauty. 1

As the twentieth century drew on, many opportunists became articulate. Congestion
inspired a variety of panaceas, and some fantastic proposals were suggested by other-
wise practical men. Probably the most popular theme was the double- and triple-deck
street. High land cost was so firmly rooted in the urban state of mind that its effect
was accepted as the normal course of "land economics." Nevertheless the traffic
problem had to be solved, and piling layers of streets upon each other had the appear-
ance of plausibility. As the roofs of skyscrapers moved upward so did proposals for
multiple-level streets.

Beneath, on the surface of the earth, darkness pervaded man's environment. A
growing apprehension of the light gripped the people. Man was building so broad and
so high that the more there was light the deeper were the shadows. They engulfed
humanity. People cultivated a preference for the darkness; it veiled the contrasts of

1 Daniel Burnham: Architect, Planner of Cities, Charles Moore, Boston, 1921.

The Linear City of
Soria y Mata, 1882

Diagrammatic Scheme of
Central City with Satellite Towns
by Raymond Unwin

LA CITE INDUSTRIELLE
by Tony Gamier, 1917

A Civic Center

B Residential District

C Industrial District

D Port

E Railroad

THE LINEAR AND THE CONCENTRIC CITY

The linear city is as old as the village. In 1882 Soria y Mata proposed it as a conscious form of urban develop-
ment with housing and industry growing along the highway between existing cities and contained by the
continuous open space of the rural countryside.

In contrast to the linear form, or ribbon development, is the concentric form, which is more or less typical
of the metropolis today. Seeking to overcome the congestion of the city, Sir Raymond Unwin suggested separate
satellite communities surrounded by permanent open space and connected to the central city by rapid
transportation.

In "La Cite Industrielle," Garnier combined the linear and concentric elements by separating the residential
district from the factory area with a greenbelt.

These features containment of urban development, open space, and separation between land uses recur in
all subsequent proposals by the new Utopians.

360 NEW HORIZONS

their daily existence. The artificial glow of night-life became popular, and the people
found release from the realities about them. With the dawn they scurried into their
shells of office cubicles or apartment cells.

The art of walking was all but discarded. A subway train brought the people to the
heart of the city; the less time in the open air and daylight, the more readily was the
conscience of man assuaged. Escape from reality was sought in the brilliant shadows
of the motion pictures; into this world of fantasy and make-believe all could retreat
momentarily.

The metropolis lay heavily upon its inhabitants. The problem of the underprivileged
increased, social welfare expanded, and more and more of the tax income was directed
to charity.

In his Ford Ideals, the great industrialist said what was in the minds of many
people: "Nothing will finally work more effectively to undo the fateful grip which the
city has taken upon the people than the destruction of the fictitious land values which
the city traditions have set up and maintained.' 92 Since these words came from a
leader of industry it is rather perplexing that Henry Ford did not suggest how land
values might be "destroyed," but he pointed his words at a major obstacle to im-
provement of the urban environment.

All who have protested the congestion and ugliness of the city reveal the anachronism
of our industrial age the inability of society to muster the forces of technological
progress in the cause of urban organization. Directed toward the same objective im-
provement of the urban environment theories conflict and opinions vary. It is inevi-
table and it reflects the enigma of the age. The tremendous advance of science and
invention thrusts forward the horns of a dilemma and civilization is perched upon them.

In 1922 there was displayed in a Paris exposition a vision of La Ville Contemporaine
by the architect Le Corbusier. His Utopian scheme was a city of magnificent skyscraper
towers surrounded by a broad and sweeping open space. The city was a huge park.
Sixty-story office buildings accommodating 1,200 people per acre and covering only
5 per cent of the ground area were grouped in the heart of the city. The transportation
center, rail and airfield, was the hub. Surrounding the skyscrapers was the apartment
district, eight-story buildings arranged in zigzag rows with broad open spaces about
them, the density of population being 120 persons per acre. Lying about the outskirts
were the cite jardins, the garden cities of single houses. The city was designed for a
population of 3,000,000.

The beautifully delineated plans and succinct reasoning with which they were
described created a sensation, and in 1925 Le Corbusier adapted his "City of Tomor-
row" to the Plan Voisin for the center of Paris. The contrast with the old city was
dramatic and the architect hammered at his theme, pointing his finger of scorn at the
feeble but still undesirable population density in Paris an average of 146 persons
per acre, and 213 persons in the overcrowded sections spread thin over the city.

2 The Modern City A Pestiferous Growth, pp. 156-157; Ford Ideals, being a Selection from "Mr. Ford's
Page" in the Dearborn Independent, The Dearborn Publishing Company, Dearborn, Michigan, 1922.

"LA VILLE CONTEMPORAINE" BY LE CORBUSIER

The City of Tomorrow for 3,000,000 people was proposed by Le Corbusier in 1922. Sixty-story office buildings
with a density of 1,200 persons per acre and covering only 5 per cent of the ground area are set within land-
scaped open space. Eight-story apartment buildings with a density of 120 persons per acre surround the office
skyscrapers and the cite jardins of single houses occupy the outskirts of the city. The hub of the plan is the
transportation center for motor and rail lines, the roof of which is the airfield. Main highways are elevated-

"PLAN VOISIN" by Lc Corbusier, Paris, 1925

CONTRAST Between Old and New in "Plan Voisin"

After the introduction of "La Ville Contemporaine," Le Corbusier applied the same theories to a section of
Paris. In this "Voisin Plan," the 60-story skyscraper office buildings are set in vast open space, main traffic
highways are defined with complete separation of traffic, and parking space for vehicles is provided. The
plan is a rectangular arrangement of streets, but local and through traffic are distinctly separated, and the
large open spaces are treated with informal pedestrian circulation and landscaped. The difference in scale of
open space and building coverage is indicated in the plan sketch.

362 NEW HORIZONS

"LA VILLE RADIEUSE" by Le Corbusier

The plan submitted in the international competition of 1933 for the replanning of Nedre Nonnalm in Stockholm
was an adaptation of Le Corbusier's scheme for continuous "staggered" rows of high buildings (shown in
black) set upon piers within broad open space. This plan also shows the distinction between the various
types of roadways: the encircling "freeway" raised above the ground level, the secondary traffic ways uninter-
rupted by the building forms, and the informal system of local traffic and pedestrian ways which likewise
circulate beneath the buildings open at the ground leveL The existing or new proposed low buildings < cross-
hatched) are provided settings within landscaped open space.

A Railroad Station

B City Hall

C Concert Hall

D Palace

Le Corbusier followed this conception with his Ville Radieuse, the Radiant City,
a city of continuous rows of tall buildings woven in zigzag form across landscaped
space, A prolific writer and indefatigable reformist, he prepared his visionary schemes
for Algiers, Nemours, Antwerp, and Stockholm. He was enamored of the skyscrapers
of America and the energy of the industrial processes. His "shock" value was tre-
mendous, and those who waved aside his proposals as another wild dream were them-
selves quite blind to the wilderness which had overtaken the city in which they
themselves were trapped.

The Search for Form. A brutal quality of the great city is the absence of human
scale. The sense of community is obscured by the common grayness of the industrial
metropolis. Despite the durability of great cities, they are caving in beneath the mam-
moth weight piled up at the center. As they spiral upward and outward the people are
forsaking the centers for the suburbs. Satellite dormitory communities cling to the

THE NEW UTOPIANS

363

ILOT INSALUBRE No. 6
Paris, 1938

A variation of "La Ville Radieuse" was proposed
by Le Corbusier for rebuilding "Hot Insalubre
No. 6," a slum area in Paris. The principal apart-
ment buildings shown in black are about 120 feet
high 18 floors set upon columns. The ground
area is free for unobstructed ground circulation
of people and traffic beneath the buildings. The
low buildings, shown in white, are garages, shops,
entertainment and various service facilities. The
contrast with the present dense ground coverage
of buildings is apparent.

economic lifeline of the city, and regions of greatest urban settlement have actually
become continuous linear cities. But expanding suburbanization is exhausting the
space it was intended to preserve and overextending the lines of communications.

The basic yearning for harmony between the individual and the scale of the com-
munity is no less reflected in the suburban sprawl about great cities than in the garden
city, the greenbelt, the towers of Le Corbusier, or the British New Towns. Movement
to the suburbs is essentially motivated by the search for a desirable environment. The
contrast between worn-out, second-hand residential districts and neighborhoods in new
subdivisions; between shopping centers and stores without parking on traffic-ridden
streets; or the advantages of an industrial park over the disorderly factory district: all
suggest the same aspirations which appear in the models of the new Utopians. The search
is for an organic structure for the city of the industrial and scientific age in which we
are destined to live. As we move toward an integration of the urban components there
emerges the form of a regional city.

The International Congress of Modern Architects (CIAM) subjected the city to
re-examination and posed four basic elements of the urban biology: (1) sun,
(2) space, (3) vegetation, (4) steel and concrete. Le Corbusier assumed a leading
role in CIAM and organized the Assembly of Constructors for an Architectural

364 NEW HORIZONS

Renovation (ASCORAL) to extend the investigations into the character of the city.

ASCORAL set forth the "Three Human Establishments" 3 : the farming unit, the
radioconcentric city, and the linear industrial city. The farming unit is the space for
agriculture and the villages that serve it; the radioconcentric city is the existing urban
area in which the theory of concentration evolved. Although the third "human estab-
lishment" the linear industrial city stems from earlier Utopians, it is a new element
in the theories espoused by Le Corbusier. Leaving the "evils of the sprawling town,"
the studies of ASCORAL move into the country, and new industrial communities are
located along the main arteries of transportation water, rail, and highway connect-
ing the existing cities. Factories the "green" factories are placed along the main
transportation routes, separated from the residential section by the auto highway and
green strips. The residential area includes the "horizontal garden town" of single
houses and a vertical apartment building with its complement of communal facilities.
Sports, entertainment, shopping, and office facilities are distributed in this district, and
all the facilities of the community are placed within ample open space enhanced with
natural verdure. These industrial groups are placed at intervals along the highway and
railway linking the existing cities, the latter remaining as administrative, commercial,
and cultural centers.

Thus the image of a regional city unfolds and, with it, the exposure of conventions
which dominate our concept of urban practices today.

Implicit in the planning postulates of the new Utopians is the assumption" that land
zoned for specific uses will be reserved for those uses. This is the reason, presumably,
for planning, and it is apparent that the effective reorganization of the urban structure
depends upon acceptance of this assumption. Our present practice of zoning, however,
runs quite counter to this; any use is permitted in an industrial zone, only industry is
excluded from a commercial zone but all types of residential uses are permitted
therein. As a consequence of this zoning practice, the only zone actually reserved for
its planned use is the single-family district. This indiscriminate mixture of land uses
is inconsistent with planning, and means by which it may be corrected are essential to
the effective relationship between land uses in the future. The distinction between
present trends and the theories of the new Utopians would appear less sharp were the
chaotic mingling of incompatible uses replaced by the principle that urban land uses
shall conform to the classifications for which they are planned and zoned. This is a
rather disarming thesis, since it would reveal excessive overzoning and materially
alter prevailing attitudes toward zoned uses f9r which there is inadequate economic
support.

As the future decentralized city form emerges, some land will necessarily be with-
drawn from intense use, while the intensity of use for other land will increase. The
changes should result from planning decisions rather than fortuitous speculation.
Under the system of zoning for public control of land use, the potential capacity of
land is thereby a function of community determination. Land values thus created by

3 Les Trois Etablissements Humains, ASCORAL, Denoel, 19, Rue Amelia, Paris, 1945.

J H

LA CITS INDUSTRIELLE

by Le Corbusier

A Existing Central City

B Auto Highway

C Vertical Residences

D Community Facilities

E Horizontal Residences

JH'G

F Factories

G Railroad

H Service Highway

J River

K industrial Communities

In 1945 ASCORAL, under the leadership of Le Corbusier, shifted attention from the existing urban center to
a consideration of the basic organization of urban settlement in this industrial age. In the studies by this
group, we find a fusion between the concentric form of the "garden city" and the ribbon form of the "linear
city." The principal forms of circulation water, rail, air and highway become the arteries along which self-
contained industrial cities are distributed. Although it is assumed that open space surrounding these industrial
clusters would be maintained, the "greenbelt" is here used as a buffer between the various and separate
land uses: housing, highway, and factories.

The basic organization is shown in the left-hand sketch, the passenger highway connecting the great existing
cities, and between it and the river, rail line, and service highway are the groups of "green factories."
Opposite are the housing areas which contain the administrative, shopping, sports, and educational facilities
for the immediate population. The existing metropolis remains the principal administrative, commercial, and
cultural center.

The sketch at the center indicates the distribution of industrial "cities" between the great cities, and the
one on the right indicates the separation of traffic forms: the distinction between through traffic and local
traffic, and the separation between them. Le Corbusier retains the tall building the vertical residence for
apartments near the civic center while he places the community of single-family homes away from this center
for the greater freedom for families.

LA ROCHELLE-PALLICE

A Old City of La Rochelle
B Old Industrial Area of La

Pallice
C Extension of Industrial

Area

D New Vertical City
E Highways
Dotted Lines Show Railroads

ST. GAUDENS LA ROCHELLE-PALLICE

In addition to St. Die, Le Corbusier prepared plans for
the reconstruction of these two cities, the application
of the "industrial city" theory being even more ap-
parent in the separation of rail and highway traffic
from the housing areas, and the removal of new resi-
dential development from the existing city.

ST. GAUDENS

A New Factory Area
B New Residential Area with
Community Facilities

C Main Highway

D Secondary Highways

E Railroad

ST. DIE

A Civic and Cultural Center

B Industry

C Single-Family Houses

D Railroad Station

E Tall Apartment Buildings (First Stage)

F Tall Apartment Buildings (Second Stage)

G Meurthe River

H Automobile Highway

J Railroad

A postwar plan by Le Corbusier for the reconstruction of St. Die. Destroyed by bombs, the central part of
the city north of the River Meurthe has been replanned as the civic, cultural, and residential section. Eight
tall apartment buildings surround the civic center, each building being about 150 feet high and housing
1,500 persons. The displaced population numbered 10,000 people, and the initial development presupposes the
building of four tall buildings a "vertical garden city" to accommodate 6,000 people, while the single-family
district to the north would house about 4,000 persons. The large open space throughout the town plan permits
the retention of historic old buildings which survived the fire of war.

The plan incorporates certain of the theories embraced in the "industrial city" scheme the Meurthe River
serves as a buffer between the factories on the south bank and the residential and civic area on the north.
The large cells created by the major traffic arteries are developed as landscaped parks and informal pedestrian
circulation.

PLAN FOR LONDON
by the M.A.R.S. Group

A Residential Units

B Main Shopping Center

C Administrative and

Cultural Center
D Heavy Industry
E Local Industry
F Main Railway and

Passenger Stations
G Belt Rail Line

Believing that the destruction by war offered an opportunity for a radical re-formation of London, a number
of British architects, identified as the M.A.R.S. group, suggested a general plan for space reorganization
Consisting of a series of residential units connected by mass transportation to the industrial commercial and
transportation spine along the Thames River, the plan provides for broad greenbelts separating all elements
of the city. A rail belt-line encircles the city for distribution to subcenters and local industries.

Relationship of residential areas to light
industrial and commercial areas, as pro-
posed by Ludwig Hilberseimer.

A Industry

B Main Highway

C Local Highway

D Commercial Area

E Residential Area

F Schools in Parlc Area

URBAN REORGANIZATION

Searching for an urban form appropriate
to the metropolis of the industrial age, the
new Utopians have produced some prin-
ciples which may guide a reorganization of
the city of tomorrow. These principles
merge the common characteristics of the
"linear" and the "concentric" city forms;
they accept the physical properties of the
neighborhood unit in favor of the basic
needs of the family and regain the prospect
for identity of the individual parts of the great city now lost within the dreary grayness of the present metrop-
olis. Because the city form must change if it is to survive and because it must survive as an integral element
of the industrial age, the proposals of the new Utopians are essential ingredients of urban thought and action.

As Garnier's "La Cite Industrielle" used the greenbelt for separation between the factory and the home not
present in Howard's "garden city," and the plan for Stalingrad suggests a cellular organization of residential
and industrial units not present in the linear city of Soria y Mata, so the ASCORAL plans by Le Corbusier syn-
thesize the essential characteristics of a new urban form.

The variety of this synthesis is further expressed in the diagrammatic presentation of other proposals.

Plan for Stalingrad,
by N. A. Milyutin, 1930

A
B
C
D
E
F

Volga River

Greenbeli

Residential

Highway

Industrial

Railroad

*. *", "" "."."-"." * i

.:-. -..,..? {'....-

Courtesy Architectural Forum

STALINGRAD

THE LINEAR CITY

Airfield
2 Rest Homes
3 Wood Industry
4 Metallurgy
S Tractor Plant

6 Machine Plant

7 Lumber Mills

8 Chemical Plant and

Electric Station
9 Shipbuilding
10 Central Park
X Residential and School

t 5345

MILES

EXPANSION

-. T\\ t

till! 1 J^-n^l *\ I "{''I 1

PREVAILING
BREEZES

Civic Center
Township Center

Light Industry

Heavy Industry

Main Highway

Main Railway
Airfields

PLAN FOR A CITY, by Jose Sert

A Group of "Townships" with a Total Population of
about 960,000

CITADE DES MOTORES near Rio de Janeiro
Paul Lester Wiener and Jose Sert

A Dormitories

B Tall Apartment Build-
ings

C Low Dwellings

D Parks, Schools, Shop-
ping

E Civic Center

F Sports Center

G Industry

Shaded Areas Are Com-
munity Space

/>
i \
V *...*""

CTr^

50 l

f ~~\

:''

*? 1.
I f'

A city planned for aircraft production was sponsored by the government of Brazil. Contemplating an
ultimate population of 25,000, the plan provides four neighborhoods, each having a population of about
6,000 persons. Each neighborhood contains eight-story dormitory buildings, each accommodating 800 persons,
located near the industrial areas; eight-story apartment buildings housing a total of about 1,200 persons;
2,600 people in three-story apartment buildings; and a school, and social facilities. A central business district
and sports center are located near the residential section, the principal factory area being somewhat removed.
The major traffic arteries surround and demark the neighborhood units, by-passing, and not traversing,
either the residential units or the commercial (civic) center.

BROADACRES

by Frank Lloyd Wright

Essentially a "linear" city form, Frank Lloyd Wright's proposal distributes industry, commerce, housing, social

facilities, and agriculture along the railroad artery and has access to highways. The unit which dominates-

this plan is the minimum of one acre of land for each family rather than the neighborhood unit, although:

the various neighborhood facilities are provided.

Area of Plan is
Two Scjuare Miles

A County Seat Ad-
ministration

B Airport

C Sports

D Professional Offices

E Stadium

F Hotel

G Sanitarium

H Small Industry

J Small Farms

K Park

L Motor Inn

M Industry

N Merchandising

P Railroad

R Orchards

S Homes and Apart-
ments

T Temple and Ceme-
tery

U Research
V Zoo
W Schools

THE NEW UTOPIANS 371

the community should be retained by the community; by the same token, losses in
value imposed by the community should be compensated by the community. 4

The Density Equation. The extreme population density to which we have become
accustomed is due for critical review. The density equation is compounded by the
introduction of factors which serve the mental and spiritual needs of man, the environ-
mental features which enrich the process of living. Such an environment, to be sure,
should be the overriding aim of planning in an advanced civilization, but the practical
issues alone compel attention to the density equation.

The balance between floor space occupied by people and the ground space for
circulation is among these practical factors. The city must accommodate the vehicles
of transportation on the streets and provide space for their storage. It might be possible
to so regiment people's lives that the freedom of movement afforded by modern motor
vehicles could be rigidly curtailed, but the means for such control would hardly be
consistent with the doctrine of liberty upon which our institutions are founded. The
density equation must therefore embrace three practical elements: population in
buildings; space for the movement of vehicles on streets; and parking space for the
vehicles. A workable urban pattern requires a balance between these elements.

Man has demonstrated consummate ability to build tremendous structures. The
construction of a skyscraper is a remarkable feat, but the "high-rise" has struck a
popular chord by default rather than by design. It is presumed to compensate for high
land cost and thus maintain a semblance of economic balance. In reality it induces ever-
mounting land prices. Every urban dweller is familiar with the consequences intoler-
able congestion.

The attraction of the skyscraper is undeniable. The drama has been eloquently
expressed by Le Corbusier. With boundless enthusiasm for the ingenuity, the daring,
and the skill of those who made the tall building possible, his desire for the machine,
conditioned air, push-buttons, and swift elevators is like a romance with science.
Dreaming of his future city from within the medieval context of the European city, he
sees the "tonic spectacle, stimulating, cheering, radiant, which from each office appears
through the transparent glass walls leading into space. Space! That response to the
aspiration of the human being, that relaxation for breathing and for the beating heart,
that outpouring of self in looking far, from a height, over a vast, infinite, unlimited
expanse. Every bit of sun and fresh, pure air furnished mechanically. Do you try to
maintain the fraud of hypocritical affirmations, to throw discredit on these radiant
facts, to argue, to demand the 'good old window,' open on the stenches of the city and
street, the noise, air currents, and the company of flies and mosquitoes? For thirty years
I have known the offices of Paris: conversations cut to pieces by the uproar, suffocating
atmosphere, the view broken thirty feet away by the walls of houses, dark corners,
half-light, etc. . . . Impostors should no longer deny the gains of our period and by
their fright prevent changing from one thing to another, keeping the city or cities in
general from going their joyously destined way." 5

4 Refer to discussion of compensation and betterment in Chapter 18.

5 When the Cathedrals Were White, Le Corbusier, Reynal and Hitchcock, 1947.

372 NEW HORIZONS

The towers of Manhattan and the gridiron plan are straight and clear to the European
eye, the hygiene of plumbing so inviting, the illuminated brilliance by night so thrill-
ing. It is a fascination not reserved to Europeans alone; Americans find it appealing
too. Le Corbusier argues concentration versus congestion. He demonstrates that his
city will concentrate the people, conserve the daily hours they consume in horizontal
travel, and direct this time into productive effort and leisure. He contends the American
skyscraper is too small and proposes a residential population of 6,000,000 on Man-
hattan, with a density of 400 persons per acre and 88 per cent of the ground left
free and open. In his City of Tomorrow the density is 1,200 per acre in 60-story
office towers with 95 per cent of the land in open space, a "green" city. The concept
is magnificent, but it reflects the deception of high density, high buildings, and
open space.

Structures permitting such densities are not unusual. Several times the density pro-
posed by Le Corbusier is found in huge apartment buildings of America. The density
in his proposed office towers is less than half that of Radio City, and the Empire State
Building can accommodate nearly 10,000 people per acre. Concentration is an accom-
plished fact in the cities of America. The drama of the "high-rise" building is height-
ened by the space about it and the prospect it offers for trees and landscaped gardens.
Such space, in which the tensions of the day may be dispelled, has strong appeal in
contrast to the cluttered surroundings of the congested city.

But here enters the delusion of high density and open space. When the automobile
is reckoned with, a site housing 400 persons per acre becomes not a lovely garden, but
a parking lot. And the open space for an office building with a density of 1,200 per
acre would be a roof garden atop a three- or four-story garage. The balance of the
"open" space is in the streets that carry the cars into and out of these storage places.
The "green" space, to which we aspire and which offers much promise, actually
becomes a pavement for the vehicles of transportation. Complicating the situation
further is the fact that preservation of the air space above the ground could be assured
only by restricting all buildings to "high-rise"; low buildings with high density would
cover the ground as it is now covered.

The desirability of low density for a residential environment is obvious; it has been
demonstrated in all places and for all people on the face of the earth. Low density does
not forestall blight, but with the exception of apartment developments with com-
modious space and enriched facilities, high density has induced blight. A protest
against the density of population that our gigantic buildings can accommodate does not
deprecate the ingenuity of the builders, but some direct questions require deliberation
if concentration is an organic necessity of the future metropolis.

Is every man destined to live in an apartment cubicle in high-rise buildings? Is this
the way every man desires to live? Is man to be conditioned by science and economics?
Or are these the servants of man? Are they creatures of man or is man their slave?
Does not man so mold his economics that it may distribute the goods of this world for
his use, and does he not invent so that his wants may be better served? If these be true*

11 HHID

con

rnrni I

And the street?
The street was forgotten

A complete biology, a
reasonable existence

Cellular reorganization of the city

Cellular reorganization,
apartment buildings

MANHATTAN

These sketches illustrate Le Corbusier's theories applied
to the island of Manhattan. He says the skyscrapers of
Manhattan are "too small" and proposes that the island be
developed in huge blocks in which large and tall buildings
may be placed in adequate surrounding open space, only
12 per cent of the ground being covered by buildings, 88
per cent remaining free for circulation and landscaped space.

The three sketches at the left contrast the street system
of today with the large cells proposed by Le Corbusier;
below, the present coverage of the diminutive blocks is
contrasted with the open space provided in the large cellular
block; and, above, the building coverages over a number
of blocks are contrasted.

The validity of Le Corbusier's proposition is proved by
the American skyscraper, but it is defeated by the ex-
ploitation of land for which the skyscraper has been em-
ployed. This question also remains to be reflected upon:
Are we to capture the advantages of high density in tall
buildings in ample open space and require that every
building must be tall in order to have it thus? This ques-
tion is important since high density plus broad open space
is only feasible when buildings are very tall and if the
same density is also permitted in low buildings we return
directly to the congested form of city we have today.

In the photograph at the bottom, one can vaguely per-
ceive the city of Le Corbusier emerging through the haze
of reality.

T^A^^P, I
^-f&^ ^.U^JL

For the horse age

For the automobile age
(cellular reorganization)

New York in its
second metamorphosis

The third
metamorphosis

Courtesy The American Architect

The drama of the Skyscraper, RADIO CITY, New York

Paul J. Woolf Photo

THE DENSITY EQUATION

Congestion in the city is not new. It has occurred in all civiliza-
tions from the beginning of urbanized existence. The gregarious
instincts of man are satisfied by the agglomeration of people.
Crowds have a natural attraction. The density equation does not
turn about this issue; it hinges upon the necessity to maintain
a balance between enclosed and open space to accommodate the
functions of both.

The drama of the city by day and by night will be enhanced
when this balance is achieved. There will be room for people to
circulate with convenience and pleasure. The ground level will
not be reserved solely as conduits for moving vehicles or storage
places for them. The spectacle of the city will be a visual experi-
ence from all about from below as well as from above when
interior and exterior space is in balance.

NEW YORK CITY

The spacing of skyscraper towers in the

Wall Street district.

Setbacks that begin too late and too
far above the man in the street.

American Airlines

THE NEW UTOPIANS 375

are we not obliged to evaluate first our desires and define our wants so as to employ
science and economics to our advantage?

The city performs a far greater variety of services today than ever before. Its
functions are more complex. Yet the same forces that have made this so are those
which now render congestion unnecessary. Science, commerce, and industry have
intensified the functions of the city. They have also created the instruments to neu-
tralize its effect. The heavy concentration of people is no longer necessary for the
conduct of business or for convenient and comfortable living. Methods of transpor-
tation, power, and communications invalidate the crowded concentration we unwit-
tingly accept as a necessary evil of urban existence. Crowding of people and buildings
is a negation of every contemporary means of communication and transportation at
our command. Congestion denies them the chance to serve to their full capacity.

There is stimulation in great distances seen from the skyscraper. Conditioned air
has its advantages. The elevator rising 1,000 feet a minute is rapid vertical transit.
But do these render the human desire for a house on its land a phenomenon or a
whim? Horizontal space means much to the human being. Contact with the earth is
not a choice reserved to the agrarian, the tiller of the soil, alone. There is a sense of
freedom, human freedom, in traversing the space of the earth under one's own power
on foot. There is a healthy sensation when interior and exterior living space merge
into unity, with no more visual separation than a crystal sheet of glass. There is mental
freedom and a quiet repose in horizontal space.

Because the "economy" of ownership is often a fiction or because the people are
frequently tenants does not alter the essential desire for the horizontal space for living.
This is not a question of politics, economics, or social reform. It is a matter of human
aims, aspirations, desires, and the mental repose in physical reality. It is not a theory
of esthetics, nor is it romantic nonsense that people desire a home and garden. It is
not enough to substitute air-conditioned cells in multistory buildings because we have
the technical know-how to create them.

It is the fundamental desires that beat in the human breast which must shape the
city. The skyscraper holds its head aloft with an air of plausibility; it can absorb
high land cost and save utilities and transportation time. But it also can create con-
gestion and high land values that nullify its advantages and remove all choice for
another form of habitation from the hope of the urban dweller. If we are concerned
with economy, it is not the skyscraper that produces it; the skyscraper is not built
because it is economical it is not so. It is built because the cost of land is extravagant,
and continuing this process without restraint only adds fuel to the flames of urban
congestion, blight, and disintegration.

On Common Ground. It is significant that whatever may be the direction taken
in the search for a new urban form and however persistent the trend of decentraliza-
tion, the idea of the City is not forsaken. The complex and diverse functions are
reshaped, regrouped, reorganized, but the constituent elements of the city are not
abandoned. The commerce, the industry, the cultural institutions upon which our

376 NEW HORIZONS

society depends for its spiritual and material enrichment are retained. That the inherent
advantages of the city have been abused, misused, exploited, or simply allowed to lie
dormant, does not deny their necessity.

There is a wavering line of continuity springing from the dismal factory town of
the nineteenth century through the garden city and the New Towns, the urban "biology"
of ASCORAL, and the reorganization of industrial community clusters in the future
regional city. The line moves at a tangent to the city we know today, but there is a
strong affinity with the decentralization and sprawling suburbs that are drawing the
life-blood from the overgrown, overzoned, and congested metropolis. A comparable
liberation of space appears in the greenbelt of the New Towns and the London plan by
Abercrombie, Frank Lloyd Wright's Broadacre City, and Le Corbusier's towers in
green space. It is likewise present in the standards for flexible zoning in modern sub-
division practice.

A human scale is recovered in the statements by the new Utopians for a planned
integration of land uses. The assumption that the metropolis should absorb an unlimited
population is challenged, and density standards are related to the organic functions of
the city. The natural forces at work within and upon the great city are forcing the
re-evaluation of form and structure which the new Utopians have anticipated. Liberation
is open to us by way of science and invention in transportation and communications.
They can free us from the conventions that now inhibit the inevitable change. We may
have tall buildings and low buildings, open space and convenient communication. The
people may have the amenities of good living with the color, animation, and variety
inherent in the modern city. These advantages will be forthcoming when a rational
view is taken of the density equation and the relation between planning and zoning for
land use. They will develop when we learn to exploit the manifold frontiers of our
future civilization.

CHAPTER 20

METAMORPHOSIS

Symbols of Purpose. Freedom is a native characteristic of mankind. It has been
sought and fought for from time immemorial. Transcending creature instinct for
self-preservation, the human mind makes of man a social entity. The creature is con-
ditioned by its environment, whereas man, through his intellect, has the capacity to
mold his environment to his purpose. Purpose, then, lies at the vital core of human
conduct.

Material progress marks peaks of civilization, but the culture of a people is meas-
ured by relative social values and the purpose that directs human progress. The
cultivation of human sensibilities, the shaping of intuitive powers, and the spiritual
content of social institutions elevate a people to the cultural plane. These processes are
nurtured in the soil of freedom wherein people share responsibility for society and
each man is an active collaborator with his fellowman in directing their mutual
affairs.

The city is a laboratory in which the search for freedom is carried on and expe-
riences are tested. The design of the city is the warp and woof of people's lives; the
pattern is woven with the toil of mind and hand guided by a purpose. We cannot
dissociate purpose from achievement in evaluating the aifairs of men or charting a
course toward human welfare. We detect symbols of that purpose in city building;
symbols of the dominant will of a tyrant or the common weal of free men, the rigid
formality of ruling authority or the plastic form of liberty, the sumptuous pretension^
of aristocracy or the humble simplicity of democracy.

The Pharaohs of Egypt created their symbol of unity the pyramid. Forged with the*
toil of countless slaves, the pyramid is a symbol of the unity of uncontested power
wielded by autocratic rulers over the lives of people. The Emperors of Rome built
great fora, a series of huge projects dedicated to the glory of mighty rulers*

377

378 NEW HORIZONS

forum was designed about an axis, the arrangement of structures and spaces
dictated by symmetry. Like a symbol of undaunted might, the centerline dominated
the cities built by emperors, and when their power waned there were no strong citizens
to sustain the social order.

The monarchs of France built avenues and plazas designed about the symbolic
axis of autocratic power. The liberated space of the baroque city was appropriated
by the rulers rather than the ruled. Louis XIV built his palace and gardens at Ver-
sailles. Aloof from the motley crowd of the city, he transferred his court to these
magnificent spaces and ordered the streets to focus upon them. Uetat, c'est moL . . .
Louis XV built the Place de la Concorde, and in the center of the formal square he
placed a statue of himself. The city was a formless mass of slums on which the
bloated forms of palaces and gardens, boulevards and plazas were grafted. The urban
population lost its identity as the people and became the crowd. Uniform fagades lined
the avenues as a frame for royalty. The people receded to the borders of the boule-
vards and took their places as spectators of the stately display rather than participants.

The city of Hellenic democracy was planned for the people. The houses were
designed for the amenities of living each dwelling arranged as every other dwelling
for appropriate orientation and privacy. The agora was the meeting place for
people and the market place and center of urban activity designed as an outdoor room
for the mingling of citizens. The axis was incidental, it was not a dominant feature.
Hellenic builders composed rectilinear forms with subtle refinement, shifted the scene
from major to minor squares, and surrounded them with the continuous rhythm of
colonnades. Streets did not bisect and obstruct the open space reserved for public
assembly, and sculpture adorned the public square about the periphery of the open
space. Size itself was not the aim of Greek city builders. The agora was large enough
to accommodate the citizen population; its space was commodious, but the urban
population was small. A monumental quality in public spaces was obtained through
a juxtaposition of small and large spaces, contrast between the shape of forms, and
the rhythm of voids and solids. The distinction between space for the movement
across and circulation within the simple rectangular forms produced an order of
quiet dignity.

Human scale was the measure of design in the Hellenic city, and it likewise guided
the builders of the medieval town. Emerging from the Dark Ages and unprotected by
the broad reaches of empire, the feudal town huddled within the confines of its
encircling walls. The church provided the new common bond for humanity and, in
response to the spiritual need of the people, the cathedral dominated the town but
was not set apart from its surroundings. Built against other buildings, it formed an
integral part of the enclosing walls of the plaza. Town life centered upon this plaza
and it was designed for the mingling of people intent upon exchanging the products of
their labor and learning the news of their fellowmen. The urban facilities were
designed for use and they were arranged accordingly. Roadways traversed the plaza
but left open space free for the movement of people. Fountains served the vital

THE PYRAMIDS, Symbols of Totalitarian Might

A HUMAN SCALE

The scale of the space-forms in cities reflects in some measure the degree of participation a people enjoyed
in their civic affairs. The agora of the Hellenic city (see page 21) was large enough to accommodate the
citizen population; its space was commodious but the city population was small. Size itself was not the aim
of Greek city builders; the human scale was a measure of design for their urban environment. A monu-
mental quality was obtained through the juxtaposition of small and large spaces, the contrast between the
shape of forms and the rhythm of voids and solids.

The self-reliance of ancient society produced the unity of solid horizontal forms, the positive rhythm of
colonnades. Builders in the Middle Ages, less certain of their mortal destiny, directed their vertical forms
toward infinity. Released from the limitations of the monolithic structure of ancient forms, the heavy walls of
the Roman vault, a greater play of forms was introduced to the medieval town. The massive forms of the
classic city were transformed into the pointed arch and the flying buttress thrust heavenward to the spiritual
unity of Christendom.

There was harmony among these forms, but devices were employed to link the enclosing frame of the open
spaces. The width of streets entering a plaza was pinched, or the openings were spanned with a portal.
Adjacent roads were diverted to spread the effect of their opening entering the square; or they were joined
to enter the plaza as a single opening. Building mass was increased to compensate for the gap created by two
intersecting streets at a corner of the square. Irregular angles of entering streets distorted the per-
spective to subdue the apparent penetration of enclosing walls.

Intimate scale marked the church square and the marketplace of the medieval town (opposite). The
great bulk of the cathedral was given scale by the variety of its structural forms and sculptural interstices.
Its mass was fused with the scale of the open space. Its size dominated the town such was the spiritual need
of a people emerging from the Dark Ages but it was not set apart from its surroundings. It was a part
of them, built against other buildings on one or more sides, and becoming an integral part of the enclosing
walls. When its size warranted, more than one plaza was created about its dominant features, a fagade, a
tower, or a transept.

Sculpture adorned the public spaces, but they were placed so as to avoid interference with the natural cir-
culation about the marketplace.

Serving as the principal water supply, fountains were situated to one side of open spaces, accessible for
use without obstructing circulation. The parts of the urban form were disposed in a manner natural to their
function in the community and, although this description is not intended to encourage a return to or the
adaptation of the "picturesque medieval town" in development of the industrial and commercial city of
tomorrow, we might well compare the integral character of the ancient urban forms with the unrelated and
useless ornamental centerpieces to which many features of the contemporary urban scene have degenerated.

o
o

a 2

VERONA

1 Piazza d'Erbe

2 Piazza del Signoria

San Michele
LUCCA

Cathedral Square
VERONA

Saint Louis Plaza

AUTUN
I Fountain

San Fermo Maggiore
VERONA

MODENA

Santa Anastasia
VERONA

Cathedral Square

RAVENNA

Piazza del Santo
PADUA

I Fountain and Statue

HILDESHEIM
Cathedral

WURZBURG

Cathedral

THE MEDIEVAL CITY

Piazza dei Signoria
FLORENCE

I Fountain and Statue
of David

METAMORPHOSIS 381

function of water supply and they, like buildings and sculpture, were not isolated
within the open space of the public squares.

City design is extricably woven in the social order of people. The design reveals
symbols of the dominant economic, social, political, and spiritual patterns of civili-
zation. The city is a melting pot of cultural forces and its design is the expression.

Eclecticism. In the latter part of the eighteenth and early nineteenth centuries
social upheaval burst the bonds of monarchical tyranny; the violent tensions of the
industrial revolution broke the chain of cultural development. A new freedom was
unleashed, but uncertainty of our cultural direction aroused emotional conflicts. An
air of overconfidence concealed the indecision of society. The fancy of personal taste
was the new right of every individual and it confused critical judgment. Taste sank to
mediocre levels, and ugliness settled upon the city.

Recoiling from the dread monotony of the industrial city, people sought escape
from the ugly reality. They cloaked public edifices with an artificial pomposity and
found retreat in dwellings that simulated sumptuous surroundings of a glorified
ancestry. As though to insulate themselves from esthetic degradation, the arts donned
the mantle of classic pedigree. A cultural veneer obscured the ugly environment of
the "brown decades" and eclecticism engulfed society. Artificial taste flavored parlor
conversation on the arts. Art became a commodity to be bought, sold, and collected;
it moved from the streets of the people into the salon.

The muralist who once adorned the walls of buildings stepped down from his
scaffold, retired to his studio, and painted pictures to be framed and hung in gal-
leries. Works of art were no longer integral with the environment of people. The
stained-glass legends of the cathedral were replaced by book printing. Sculptured
figures draped in Roman togas were fitted into the classic pediments of banks and
courthouses. Fountains no longer supplied water for the population; they dripped
or spouted in memory of some event or person.

Civic design reflected the confusion and uncertainty about esthetics. Scholars studied
the cities of old; they observed the assurance and strong centerline of imperialism
and the picturesqueness of the Middle Ages. The past was like a vast storehouse of
historic forms available for reproduction. New buildings, each with its historic proto-
type, were assembled about a whole complex of axes shooting off in all directions.
Plazas were laced with major and minor axes, streets bisected open spaces at
diagonals and at right angles, avenues focused upon pompous structures, and a galaxy
of artificial features, statues, fountains, and formal landscape effects were arbitrarily
distributed about these spaces. The variety of symmetrical effects interrupted the flow
of traffic; both the utility and the scale of open spaces were lost to the people who
traversed them.

The grandiose formality of open spaces was awe-inspiring, and the people were
impressed. The grand planning of the World's Fairs "took." Like the great Mall in
Washington, D.C., generous open space was admired but did not invite relaxation and
rarely served as gathering places for the people. Their formal character was more like

382 NEW HORIZONS

a picture to be observed rather than partaken of. The delightful quality of our capital
city lies in the fine old elm trees that grace the residential streets and the quaint
Georgian houses of the eighteenth century. Frederick Law Olmsted, the great land-
scape architect, strove to design open spaces for the people rather than an abstract
feature in a grand plan, and Central Park in New York City is a case in point. While
the people might be better served if this huge space had been more adequately dis-
tributed, it is nevertheless designed as a natural park for the people to use.

Eclecticism was a masquerade, and a veritable bazaar of planning forms appeared.
The face of the city concealed the misshapen bulk behind the masque. Once functional
features occupying a graceful place in the environment of people were now used as
decorations on the false face of the city. The shopping street became the main variety
show, but there were also special features. Forms of ancient Rome were frozen into
civic centers, and plazas were carved out of slums to reveal a railroad station or open
a traffic artery. New obstructions were then substituted: interrupting "squares" or
"circles" as spots in which to isolate diminutive statues. The entire range of architec-
tural and planning styles from the past were applied to the new city. Tastes were torn
asunder in the process of selecting the appropriate garment or applying the right
cosmetic. Inspired by the Gothic cathedral, the impressiveness of St. Peter's, the charm
of the colonial meeting house, and the dignity of the Georgian mansion, the choice was
not an easy one.

Cities Are Dated. Eclecticism with its parade of "styles" beclouded the tradition
of city building, concealing the fact that urban forms in all great periods of culture
were the contemporary expression of creative workers in their day. Neither order in
our cities nor culture in our society can be expected without the creative expression
of the contemporary character of our time.

There were undoubtedly accidental effects among the attractive features in cities
of old, but we may be reasonably confident that the harmony is not due alone to the
patina of age. There is an integrity of character in fine buildings and spaces that
commands respect through the years. It is the integrity of creative effort, the quality
of being genuine. It is the quality that gives harmony and continuity to creative works
of all cultures. The process of reproducing the works from another period leaves
a cultural void, and eclecticism is the expression of that void in our present stage of
civilization.

When we observe the cities of old, we find little evidence of the eclecticism we suffer
today. Cultures developed their own characteristics and it is by these characteristics
that we identify them. When we detect signs of imitation we suspect a decline in
civilization or a culture that is not yet mature. Cultures grew, expanded, evolved; just
so did the forms of their cities. Changes in the style of buildings were reflected in the
forms. A cathedral begun during the Romanesque period was built with heavy walls
and small windows, round arches and vaults. Additions during the Gothic period were
designed with pointed arches, refined tracery, and flying buttresses. The parts of a
building were dated; we identify the time when they were built by the style in which

METAMORPHOSIS 383

they were built. The quality of thus speaking from the past is one we respect; it tells
us of the character of the people; it has meaning for us.

Is it not significant that builders of today assume an opposite view of building
design? How often we have observed objection to a design which would "date" a
building! This contradiction marks a singular contrast with building of past ages and
it is, in truth, the base following of fancy, the fashion of substituting artificial pedigree
for creative expression. If we were to follow the tradition of great cultures of the past,
we today would engage in the most powerful period of creative contemporary city
building the world has ever seen. We have the people, the tools, the science, the industry,
and the ingenuity to make the finest cities of all time.

Symmetry or Freedom? Democracy in city building is a framework in which
the manifold functions of contemporary urban life may be accommodated with freedom
of expression. Such freedom in organized society, as we are gradually coming to realize,
implies self-discipline and respect for the dignity of our fellowmen.

Building laws not only permit but have actually forced an enormous bulk to be loaded
on the land. Consequently, the city has been reduced to a network of street pavements
lined with fagades of unrelated buildings. Architectural banality and chaos are inevi-
table. The "right" to build as one wishes has approached a degree of license, and the
ugliness has frequently provoked the panacea of architectural control.

In the name of democracy the proponents of architectural control suggest it will not
interfere with free expression. Actually there is little else it can do. By its nature archi-
tectural control sets a form, usually in terms of some particular "style of architecture"
or its equivalent, and the designer is henceforth bound by the capricious taste of a
select few.

There are designers who produce a higher order of creative work than men of lesser
talent, but should their genius deny the right of self-expression to those of lesser com-
petence? Rare is the genius in the welter of men that can capture the sublime in steel,
stone, and space. This is clear when we observe all the buildings of past ages rather
than the isolated monuments alone. If talent to produce appropriate and beautiful
buildings is limited, it is the task of society to raise the level of competence and widen
the cultural horizon, not remove freedom of expression.

The city takes shape over the years through the enterprise of all the people. Moved
by their desires, their opportunities, and the evolution of changing conditions, the city
is in a continuous state of flux and its plan must accommodate a variety of forms.
Eclecticism cultivated the impression that harmony of form is synonymous with sym-
metry, and planning assumed a rigid formality. Symmetry about an axis was assumed to
produce a grand unity among the forms of the city. City building did not follow those
plans, however, and the result was most discouraging if not a little puzzling; it seemed
that planning was a futile enterprise and indeed the form it had acquired was futile.
There was reason for the failure of "grand" planning: boldly reminiscent of im-
perial domination over the lives of people, its forms were inimical to the tenets of
democracy. Not only is the urge for free expression an integral characteristic of

BUILDINGS ARE DATED

To be genuine is a characteristic of integrity
and this is a distinguishing feature of the cul-
tures of past ages. When men built they did so
in the essential spirit of their times, and, in turn,
the builders served in the shaping of that spirit.
This is discernible in such a structure as the little
church of Saint Nazaire in Carcassonne. Begun
in the 12th century, the front and nave of the
church was in the Romanesque style. The apse
was not completed until late in the 13th and early
14th centuries and was built in the Gothic man-
ner of the time. The differences are seen in the
photographs, and the heavy masonry of the
original portion is distinguishable in the plan
from the lighter structure of the Gothic addition.
The significance of ancient buildings and towns
is due in large part to the distinctive character they portray for us. It is this character that forms the real
tradition of culture it is this tradition which has since vanished and needs restoration in city building of our
time the tradition of solving problems and shaping an esthetic in contemporary terms.

PIAZZETTA OF
SAN MARCO,
VENICE

METAMORPHOSIS 385

democratic society, it is a distinct right. There can be no "centerline" about which the
city of democracy is built; it is a fluid, changing form. The rigid symmetry of formal
planning is alien to democracy. An autocrat may decree a great plan and he has the
power to draft the labor of people to execute it accordingly, but when that power
transfers to the people a new concept of urban conduct emerges. It is then the people
seek a set of standards we call laws adopted according to the will of the people as
guides in the conduct of their mutual and independent affairs. A new concept of plan-
ning also emerges, not less compelling but more plastic and sensitive to the will and
expression of individuals in society. The "grand" plan was conceived by a single mind
to be imposed upon the future. Thenceforth skill in its execution was not the creative
power of the individual to solve a problem, but the ingenuity with which the require-
ments of a later time could be warped into a precast mold. It was suggestive of a solu-
tion before the problem was stated.

That democracy imposes great responsibility upon the individual is self-evident; with
the privilege of freedom goes responsibility. Harmony in the city of democracy calls
for the exercise of individual responsibility and the mutual self-respect of a people.
Since it was by means counter to democratic procesess that a monarch carried out a
vast venture like Versailles, so it is contrary to democratic behavior that individuals
should ignore the works of others to memorialize their own vanity or expand the con-
tents of their purses. Rivalry for "bigger and better" cities can do no more to open the
way to creative civic design than can the stamp of classic planning.

The harmonious integration of various forms is the art of planning space, and the
Piazza of St. Mark's in Venice is a dramatic illustration.

Building the Piazza of St. Mark's spanned five centuries. In it we find no sterile
symmetry. It was an open space in which throngs of people could congregate. The
ornate church of St. Mark's was erected in the eleventh century in the flourishing
Byzantine style. The Palace of the Doges, built in the fourteenth and fifteenth cen-
turies, was designed in the Gothic style of that period. It was a colorful building, but
the fagades were simple rectangles facing the sea and forming one side of the Piazzetta.
The fagade leading from the waterfront was set back to frame a view of the
church from the canal. Detached from the church, the Campanile was a powerful
accent in the group arrangement. When the Procuriatie buildings were built late
fifteenth and early sixteenth centuries the Renaissance style was in flower. They were
arranged about a long Piazza placed at right angles to the Piazzetta. Located at the
intersection of these two plazas, the Campanile was visually linked with the long
fagades of the Procuriatie Vecchie and Library; the tower was not isolated in space
like a centerpiece.

There was variety among the forms, each successive addition to the plaza built in
the "style" of its period. The spaces were planned to harmonize these variations; no
part was tacked on to complete an "original." The differences in architectural styles
enhance the effect of this great plaza, the absence of axial symmetry impresses the
observer. The flat fagade of the Doges' Palace was not imitated elsewhere to conform to

386 NEW HORIZONS

a preconceived "scheme" ; the f agades of the Procuriatie buildings were stretched into
an oblong plan at an angle to the Piazzetta, and the contrasts in the forms and spaces
were emphasized by slanting the buildings in plan. The plastic quality of this great
plaza is eloquent refutation of the sterile process of symmetrical planning which has
been frequently substituted for monumentality in our period of eclecticism. Forms
may be harmoniously integrated by appropriate contrasts contrasts in plan forms
adjusted to accommodate the contrasts in contemporary expression as it evolves in
successive periods of culture.

New Dimensions. With the abundant labor of slaves ancient cities were built of
blocks of stone and wood, their heavy forms refined by sculpturing the structural mem-
bers. Laying stone upon stone the medieval builders formed soaring arches, flying but-
tresses, and intricate tracery. During all these centuries all construction was wall-
bearing; all structural stresses were in compression.

The industrial revolution brought a violent change. The massive construction of
ancient cities was transformed to the lightness of steel in tension. Processed in the
crucibles of smelting plants and testing laboratories, materials were refined, their basic
qualities extracted and synthesized. A wide range of synthetic materials were assembled
mechanically upon light structural frames. The dynamism of forces in tension replaced
the static forms of compression, and the machine released a new freedom in the
organization of space.

With the positive thrusts of railway, highway, and airway, new dimensions pene-
trated the twentieth-century city. Vehicles of transportation no longer mingle informally
in the fashion of the Middle Ages. Seeking channels of uninterrupted directness,
moving with uncompromising direction, straight ribbons stretch across level spaces and
merge with irregular terrain in graceful sweeping curves. The highway is shaped to the
contours of the land. Continuity is uninterrupted by natural obstacles; with almost
defiant sureness bridges span chasms and tunnels pierce mountains. Unimpeded con-
tinuity is essential and insistent. Almost unnoticed, this new dimension has forced a new
scale in city building.

The new scale appears in the Mount Vernon highway, the Westchester County Park-
ways, the New York City freeways, the Outer Drive in Chicago, and the freeways of
Los Angeles. More rural than urban, the parkway combined with clear channel rapid
transit for mass transportation is the salvation of the traffic dilemma in the heart of
the city.

Matching the expanse of the parkway is the horizontal span of enclosed floor space.
The city of today is a series of horizontal planes, one above the other, and the relatively
constant floor heights retain the impression of human scale. Utility and economy are
inconsistent with the inflated scale of eclecticism; excesses in scale that characterized
the Baroque city are restrained. Scale is not absent in the volume of floor space
enclosed in tall buildings; it has been lost in the congestion of these buildings upon
the land the absence of open space as a foil for their size. The skyscraper readily
expresses the multiplicity of its floors, but the sense of scale has been destroyed by

METAMORPHOSIS 387

the depressive bulk of buildings in proportion to the open space about them. It is
toward the restoration of adequate space that the new dimensions of the city are
forcing urban development.

The Penetration of Space. The parkway brooks no interference; freedom of
movement is continuous. The futility of the usual network of streets is exposed. Like an
irresistible force meeting an immovable object, the freeway meets the gridiron. The
static form of the right angle meets the dynamic thrust of free form. ;

A rectilinear street arrangement has been generally interpreted as evidence of
conscious planning. The assumption must be qualified by an appraisal of the purpose
and functions for which the form was devised. The Roman city was patterned after
the military camp, and agricultural and urban land has been subdivided into rectilinear
plots, but it does not necessarily follow that the organization of a military camp or a
convenient form for legal description and recording of deeds are keys to the con-
scious design of cities for the residence and commerce of people. On the other hand,
Hippodamus adopted the checkerboard street arrangement for the purpose of allocating
lots which would provide proper orientation of all the dwelling units erected upon them.
Vehicular traffic was light, towns were small, and direct communication about them
was of no particular import.

Today the city is the battleground between the right angle and the curve; the tight
gridiron of the surveyor versus the swirling twists of our "planned" suburbia. The
battle is being waged in a vacuum; chaos prevails in both, the monotony of one, the
variety of disorder in the other. The process is one of dividing the land rather than
forming spaces, laying out roads and lots rather than planning appropriate and
related uses, and allocating parcels as merchandise tagged with a price rather than
arranging space for living or business.

Planning circulation about the city implies a twofold purpose: the direct and
natural connection between two or more points, and clear direction for those traversing
the roadways. The gridiron provides the latter, but it is essentially a devious zigzag
route between two points. Complete loss of orientation is the curse of curving road-
ways, and no amount of picturesqueness can compensate for the confusion it creates:

A test of planning is the order it produces, and the freeway is a new instrument for
orderly space arrangement. Its horizontal expanse clearly defines it as an artery with'
positive direction in contrast to minor roadways. Reliance upon signs of nature or the
rigid orientation of the gridiron in the old city is supplanted by the positive identifica-
tion and direction of the sweeping freeway. A dominant feature of the modern city, it
brings time and space into harmony. The parkway is destined to force an orderly
development not yet apparent in the cluttered urban environment, or it will sweep the
city clean.

Just as the freeway has rendered obsolete the corridor and gridiron street, a new
relation between buildings and open space was introduced in the great housing develop-
ments during the 1920-30 decade. Park-like open space was incorporated in the
eighteenth-century "terrace" dwellings of the Royal Crescent and Lansdowne Crescent

BALDWIN HILLS VILLAGE, Los Angeles

Margaret Lowe

NEW DIMENSIONS

Space is returning to the city. The flying
highways of the freeway slash across the
face of the city. Vehicular parking gouges
great chunks of space out of the core.
Space penetrates large-scale housing de-
velopments. Plazas embellish the fore-
ground of skyscrapers. Shopping malls are
restoring a place for the pedestrian.

The design of open space in the city
presents the new challenge. As zoning reg-
ulations, by mandatory requirements or
flexibility, implement the provision of open
space, the value will be measured by the
degree to which the design of space is in-
viting to and serves people.

York City Housing Authority

JAMES WELDON JOHNSON HOUSES, New
York City

ROCKEFELLER PLAZA, New York City

Courtesy Rockefeller Center

PENN CENTER,
Philadelphia

Courtesy Claire Kofaky

U. S. Coast and Geodetic Survey

TRIBORO BRIDGE, New York City

FREEWAY INTERSECTION, Detroit

Courtesy Detroit City Planning Commission

DOWNTOWN LOS ANGELES

Courtesy Division of PwbZic Works,
Dimm of Highways, State of California

392 NEW HORIZONS

in Bath and Regent's Park in London, and the "squares" of Bloomsbury introduced
the garden to residential streets. However these developments were generally confined
to the aristocratic classes, and the amenities were absent from the living environment
of the majority of the urban population. Berlage in Holland and Otto Wagner in
Vienna, during the early twentieth century, strove to treat the dwellings of the people
as integral parts of civic design, but they retained the corridor street and uniform
fagades reminiscent of Baroque planning.

When the international housing crisis after World War I forced a widespread
program of dwelling construction, the new dimensions pierced the archaic armor of
the city. Large-scale planning, freed from the restrictions of single lots, completely
altered the relation between dwelling and open space. The corridor street was
abandoned, space between building fagades was no longer devoted exclusively to
vehicular circulation, and building units were arranged in orderly groups within free
open space.

Space was designed for use, traffic arteries by-passed residential groups, and
internal circulation was by way of service roadways and pedestrian walks. Recrea-
tion space was accessible from all dwellings, and buildings were planned so each
dwelling unit enjoyed the same orientation as every other dwelling. For the first time
since the building of Hellenic cities a common standard of amenities was applied
uniformly to all dwellings in the community plan. There was an affinity between the
continuity and breadth of space along the parkway and the flow of space through the
developments of large-scale housing.

The infiltration of space in the center of the city is insistent although it expresses
the anachronism of urban growth. While automobile parking lots expand and slums
are cleared, adjacent lots are improved with a greater density than before and con-
gestion persists round about; one ugly improvement is substituted for another. Never-
theless, space is forcing its way into the heart of the city.

Much land still lies vacant within the city and more lies fallow on the periphery.
No pattern, no plan, and little thought have been directed to the future destiny of this
land save outmoded zoning and ineffective building laws. Should we not profit by
experience? The tragic results of chaotic expansion lie all about us, the heavy hand of
public debt gropes frantically to support the crumbling environment, and all because
we waited too long!

To pursue this course is to invite the same ills that now plague the central urban
areas and incur the same debt for blight and redevelopment again and again. It is
a challenge to invest in the future.

Laws to prevent the abusive use of land is one step. Common sense suggests another:
the reservation of space for public use plan today our program for tomorrow. We will
not save by waiting; now is the time for decision. Now is the time, not later, to decide
upon the orderly expansion of the urban pattern, or abandon it to the termites of
civic decay. If we intend to restore decency to the environment, now is the time to
prepare.

METAMORPHOSIS 393

The failure of inaction is written in the spectacle of present cities. The success of
action is demonstrated in those rare instances when vision triumphed. What would
Manhattan do without Central Park, Chicago without Lincoln Park, San Francisco
without Golden Gate Park? In contrast, what a price the people have paid to "make"
the land for Chicago's lake front, and the Moses parkways in New York! If ample
space for public facilities is not reserved now, speculation will grip only more firmly
sink its roots deeper into the nourishment of urban expansion. To delay the day of
reckoning will cost the future much too much.

Reservation of open space "greenbelts" for recreation, broad thoroughfares, public
services is the least our urban program should include. It would make sense to
plan regional park systems as permanent lungs and circulation to protect future
expansion. It would make more sense for cities to acquire sections of outlying land as
an antidote to the insidious effect of future speculative inflation.

There is need for civic enterprise to provide leadership for urban growth and
development rather than remain forever a step behind. Our society requires such lead-
ership it represents the dominant will of the people. Civic enterprise is the joint
participation of private and public initiative; it is neither one nor the other alone. The
ultmate goal in our democracy the general welfare is approached when both act
in unison. And it is then that profit becomes a healthy motive in our economic, social,
and political system. This purpose can be well served by preventing urban ills from
infecting new development while the cancer is being carved from the old city. Pre-
vention will come by reservation of ample space before the cost renders adequate room
too expensive.

The Habit of Congestion. Congestion has a strong grip upon the megalopolitan
-city. Excess upon excess of people and buildings are heaped upon the land. Size is an
accretion of ever-increasing population; people are piled in a pyramid expanding
at the base in proportion to the accumulation at the center. The heavy burden of
building bulk has created a Frankenstein of land values, and the result is a paradox.

The value of land is a product of its use. Presumably the use is designed as a service
to people, and the value of the land is measured by the income derived from per-
forming that service. When, by increasing the intensity of land use, the income from
it can be increased, the value of the land is likewise increased.

Following this logic with enthusiasm, city building proceeded according to the
"highest and best use" to which urban land could be put. Absorbed with pursuit of
this theory, attention to the basic concept that land value is derived from service to
people shifted to the concept of land as a speculative commodity, and this is the
status of urban land "economics" today.

It is not a new situation since exploitation of land has been common throughout
history and its effect upon the development of cities has been one of degree, the extent
to which urban growth in any period has been dominated by speculative excesses or
implemented by tempered investment. The novel character of this process today is the
self -consuming nature of land economics. The upward spiral of value has created con-

394 NEW HORIZONS

gestion and, seeking to maintain an economic balance, more congestion is the usual
antidote. As a result, value is not measured in terms of service to people; on the con-
trary, the people are now obliged to adjust themselves to congestion in order to maintain
land values.

This paradox is at the root of the urban problem, but it is being resolved. Decen-
tralization is gnawing at the values in congested areas, even though the unplanned
and disorderly process has the effect of shifting the disease about the urban anatomy
rather than curing the malady.

Congestion is a habit hard to break and we see it illustrated in some of the most
courageous efforts to release the city from its shackles. The remarkable program of
highways directed by Robert Moses in New York City may be fairly compared with
achievements of the Roman Empire or Baron Haussmann in Paris. Yet the adminis-
trative prowess and engineering skill it represents are unconsciously tangled in the
web of congestion.

Struggling to escape from congestion, the smooth freeways loosen themselves from
one complicated intersection only to find themselves caught in another. High land cost
is a challenge to engineering ingenuity and the results are triumphs of technical skill,
but the capacity to build these structures is sometimes a delusion. The ready escape
from congestion offered by the freeways is part of the formula for dissipation of
excessive land values, but the highway design is threatened with early obsolescence
when it is warped into complicated and extravagant intersections to avoid high land
cost. Avoidance of high land cost is inadequate compensation if the civic improvement
is a crippled rather than a permanent asset to the community. A full statement of the
problem cannot omit the necessity for the most direct system of circulation integrated
with redevelopment of congested areas.

A rare example of conscious civic design, Radio City in New York reaches for a
new space freedom and its attractive plaza is a showplace of the city. In proportion
to the tremendous building bulk that rises vertical above it, this forecourt is diminu-
tive, but the illusion of space is a dramatic commentary on the overburdened physical
congestion of the city. More apparent than real, the illusion is created not by its own
spaciousness but by its contrast with the utter absence of space elsewhere about it.

In paying its compliments to a new order of horizontal space in urban design, this
spectacular project focuses upon the habit of congestion. Utility and economy guided
the design; the planning was directed by practical requirements. Yet it was found
practical in this project to plan an area of six city blocks in contrast to the usual
single lot or block. The buildings were planned to meet the practical requirements of
space and construction, and yet it was also practical to allot an open space for a
handsome plaza.

Do not these features pose a pertinent question as to just where practical planning
begins and where it ends? The rare features in Radio City were considered practical for
this great commercial project; might it not be considered equally practical to plan
even more adequate space in the city? This great venture demonstrated the practicality

CIVIC ART

People respond to improvement in their community; they are affected
and their pride is lifted by evidence of cultural energy in their city. They
may not appraise these deeds with accuracy or identify them with dis-
crimination, but they are moved by the existence of urban enterprise
that transcends mediocrity. This is illustrated by the popular response
to Radio City in New York City. In reality the "court" is a relatively
diminutive space, but, in contrast with the absence of space within the
environs, the appearance of size is exaggerated and the people are im-
pressed. It is space for which the urbanite yearns and seeks and it is the
design of space that presents the challenge to city building in the future.

Attention to the proportion of open spaces and building masses was
an integral part of city building in the great cultural periods of the
past. Studies by Camillo Sitte indicated that certain relationships be-
tween space and buildings were recognized in the medieval town. From
these observations he estimated that the minimum dimension of a plaza
should be equal to the height of the principal building facing upon it
and the maximum distance should not exceed twice the height of the
building. He considered that the length of a plaza should not exceed
three times the width.

Designers of the Renaissance were also apparently guided by rules of proportion between open spaces and
building masses as well as the classic proportions of the buildings themselves. To obtain the effects they
sought, the guides were more elaborate than those that appear in the medieval town. Studies by H. Maertens
indicate that, to encompass the architectural detail within the height of a building, the spaces were
arranged so that the distance from the observer to the building would be equal to the height. In order for
an observer to contain properly within his vision an entire fagade the distance was calculated at twice the
height of the building. If the building fagade was part of a group of buildings, the effect of the group
arrangement required a distance between the observer and the building equal to three times its height.
These general proportions seem to have been considered in creating the great plazas of the Renaissance and
Baroque Periods and, as the scale of open spaces increased, the designers introduced sculptural forms
fountains, statues and monuments at appropriate intermediate points within the spaces. The sketches give
some key to the manner in which these devices were employed.

RADIO CITY, New York

RENAISSANCE PROPORTIONS

OBSERVERS

PLAN

27'

CIVIC ART-TWENTIETH CENTURY

A suggestion of the civic art to which we have become accustomed in the first half of the present century.

METAMORPHOSIS 397

of planning forms hitherto adjudged impractical in our day; perhaps it is projects
like Radio City that will break the habit of congestion in our cities.

The city needs space for the free flow of transportation and movement of people,
space in which to create a desirable environment for living and for work, space in
which the functions of the city and the esthetics of our time may be welded into an
inseparable unity. Space in the city will encourage the inventive genius of mankind
to fulfill the wants of people and free them from the wanton congestion that renders
the city a detestable place in which to live and work.

The urban environment shrieks with the production of science and industry and the
commodities of commercial enterprise. The city is like a cave in which a multitude
of weird and raucous echoes create a psychological din. Self-discipline in organizing
the advantages of our industrial age is lagging, and the city dweller is suifering
distraction.

Reams of statistics show the habits of the urbanite. They reveal, for example, the
short distance people will walk from their parking place to their shopping destination.
This reluctance to walk is interpreted as a significant characteristic of the present-day
shopper, but the fact that these statistics also measure the repellent character of the
urban environment is overlooked. There is ample evidence of the response of the
people to studied civic design and their hunger for open space. The diminutive plaza
in Radio City evokes spontaneous response, and the success of planned residential
communities and neighborhood shopping centers attests to the good business of ade-
quate space. Statistics may show the characteristics of the urban population, but they
may also reveal the deficiencies of the environment that induce those traits ; they may
tell the story of how rank congestion violates human sensibilities and how abhorrent
are slums to the human spirit.

The Cultural Vacuum. City building is neglectful of human feeling; it is a cold,
harsh enterprise devoid of the amenities for living. It explains the desire for escape
which eclecticism provided, a refuge from reality in which the people could draw
the walls of romanticism about themselves. It was not a real existence the people lived,
but it showed that they could still dream, and it is dreams that will lead civilization
out of the darkness dreams of the future rather than the past.

The significance of freedom is not yet fully grasped; society is not yet adjusted
to the democracy of our industrial age. Political rights have been won, and mechanical
tools of phenomenal number and variety are at our disposal, but the significance of
man's achievement is blurred in its whirling presence. It was entertaining and amusing
fiction that Jules Verne wrote in the nineteenth century. Today reality so far sur-
passes his visionary anecdotes that society is bewildered. There is a strangeness about
the powers science has thrust into the hands of man; his capacity to manipulate these
powers and the responsibility it bestows cast a spell upon society. When we contem-
plate their effect upon our social and economic life, the stupendous possibilities are
appalling. Imagination pulsates with the vibrating tempo of the modern world.

Evidence of technical progress is all about us. The material benefits of our age

398 NEW HORIZONS

are delivered ready-made; gadgets are a part of our daily existence and we take for
granted the marvelous developments of science. But the assimilation of these accom-
plishments into our cultural environment is coming hard. Forging a culture from the
technology of our time is a complicated process. Ultimately adjustment of civilization
to the reality of our age will generate the cultural climate in which the creative work
of artists flourishes.

Meanwhile we are moving in a cultural vacuum, into which has been drawn the
technological progress we misinterpret for culture itself. Mediocrity is the standard
bred of materialism. Inured to this standard, we are hardly conscious of its reality and
unaware of the cultural potentials present but undeveloped. Their development offers a
whole new frontier in our world of progress the cultural expression of democratic
freedom in which the vitality of contemporary art will shape our physical environment.
There is resistance to a new esthetic, but it is more passive than active. The pursuit of
material welfare distracts attention from cultural achievement as we bow low before
the great god Mammon, but the result is indifference more than wilful denial. Economic
distortions exert more convincing pressures for improvement of the urban environment
than does the creative urge for a fine city. The loss of land values due to congestion
and the economic burden of blight and social maladjustments are more impressive
than the esthetic and spiritual baseness to which the city has degenerated.

Unity of Purpose. The search for form in the urban environment would stagnate
without the imagination of fertile minds. It is the more regrettable that official planning
agencies are so timid in their leadership. The aspirations of city people are suffocating.
Some cities may have illusions of grandeur, others have ambitions for greatness, but
false pride obscures their decadence. We can hardly conclude that the ugliness of
our environment is due to a complete absence of civic pride, that nerve-racking
congestion and unhealthful overcrowding answer the natural desire for activity and
vitality, and that people have become so inured to their surroundings they prefer
mediocrity to an environment of decency and culture regardless of their social or
economic station in life.

What is there to stir the city-dweller in the prospect of nothing better than more of
the same? The people need to see new plans. Civic leadership needs to emerge with
standards of urban development that will convince the people it will be worth the cost
to restore decency to their cities. Planning implies a goal to be reached. This, in turn,
suggests some unity of purpose. Sorely needed progress is frustrated by disunity and
unimaginative leadership. Unity of purpose a conviction about the form and char-
acter we desire for our cities has been absent. Consequently, planning has wandered
aimlessly, frequently promising much but delivering little.

Cities have not yet reached the stage of crowding and congestion present laws permit,
and yet they are already pitifully overcrowded and congested. These legal limits
have induced a state of anarchy in city building. Feeble innovations for improvement
are not enough. Face-lifting will not do the job; it will take a major operation. Our
conception of unlimited exploitation of urban property and people will need modifica-

METAMORPHOSIS 399

tion; the relation between the amount of space occupied by buildings and the amount
of land about them must be altered. An inspiring projection of the City of Tomorrow
by Le Corbusier, a studied group like Radio City, a well-planned subdivision like
River Oaks, and the Parkways of New York and Chicago have pointed the way. If we
expect our cities to be shaped in their images, however, we must look to the laws that
set the standards for that accomplishment.

Cities are breaking down. As they are rebuilt they must conform to standards which
ensure they will not break down again. This will require major decisions, and we must
be prepared to make them. Unless these decisions are made wisely, it would be far
better and more economical to beat a hasty retreat from the congested urban centers
and build new communities elsewhere.

We can build better cities when we quit gnawing at the fringe of the urban garment
and accept some of the bitter with the sweet. We will replan our cities to provide a
rational density of population, and from these plans we will lay a foundation of law
that prohibits crowding and congestion of people and buildings. We will plan for such
expansion and decentralization as the regions about our cities require, and we will
plan for such rebuilding as obsolescence and decay demand. We will go about this as
civilized human beings with due consideration for each other, rather than barbarians
bent upon destruction or as creatures of greed and deception bent on personal power
and profit. We will seek the values in cities Thomas Guthrie described in the early
nineteenth century:

. . . They have been as lamps of life along the pathways of humanity and religion. - Within
them science has given birth to her noblest discoveries. - Behind their walls, freedom has fought
her noblest battles. - They have stood on the surface of the earth like great breakwaters, rolling
back or turning aside the swelling tide of oppression. - Cities, indeed, have been the cradles of
human liberty. . . .

The tragic impact of the great city upon human welfare aroused the search by the
new Utopians, and their vision may light the way toward a metamorphosis of the city.
Statistics, economic analyses, graphs, and charts urge a popular plea that planning
must adopt scientific methods for the direction of future urban growth. The facts are
essential; there can be no question about the necessity for full and complete informa-
tion about our cities. But cities are the creatures of people, built by people for
people, and their form is subject to the will of the people. Scientific analysis may
indicate trends, but it does not direct action.

Science is an invention an instrument with which man reaches his objectives, the
goals he may set for himself. The force that moves mankind in the selection of these
goals is Morality, not science; it is a Morality rooted deep in his culture and sharp-
ened by his intuitive capacity. Man has the power to control his environment; he can
mold it to his purpose. He can observe trends, determine their direction, then reverse
or shift them to suit his purpose. The course of human events is not some inevitable
fate to which the people are destined; it is subject to their will. They can examine the

400 NEW HORIZONS

facts and from them they can select their course. This is the power of man and it is the
purpose of planning. Guided by a high moral sense, and acting with freedom, the
people can plan their cities of tomorrow. And, in the words of John Ruskin, "Let it
be as such work that our descendants will thank us for, . . . and that men will say,
as they look upon the labor and the wrought substance of them, 'See this our fathers
did for us.' "

BIBLIOGRAPHY

PART I

Adams, Thomas; Outline of Town and City Planning, Russell Sage Foundation, New York, 1935.

Aristotle; Politics.

Bannister, Turpin; Early Town Planning in New York State, American Society of Architectural

Historians.

Bemis and Burchard; The Evolving House, Vol I, A History of the Home, 1933-36.
Benson, Edwin; Life in a Medieval City, London, 1920.

Bosanquet, R. C.; "Greek and Roman Towns," Town Planning Review, January, October 1915,
Breasted, James Henry; Ancient Times: A History of the Early World, Ginn & Co., Boston, 1914
Bridgeport Brass Company; History of Sanitation, Bridgeport, 1930.
Brion, Marcel; Pompeii and Herculaneum, Crown Publishers, Inc., New York, 1960.
ChurchiU, Henry; The City Is the People, Reynal & Hitchcock, New York, 1945.
Davis, K.; "The Origin and Growth of Urbanization in the World," Amer. /. Sociology,

60(5) :429-437, March 1955.

Gardner, Percy; The Planning of Hellenistic Cities.
Giedion, Sigfried; Space, Time and Architecture, Harvard University Press, Cambridge, 1943,

rev. ed., 1954.
Glotz, Gustave; The Greek City and Its Institutions, Kegan Paul, Trench, Trubner and Co., Ltd.,

1929.

; The Aegean Civilization, Alfred A. Knopf, New York, 1925.

Green, Alice Stopford; Town Life in the 15th Century, 2 Vols., London, 1894.

Green, Constance M.; American Cities in the Growth of the Nation, John de Graff, Inc., New

York, 1957.

Hamlin, Talbot; Architecture Through the Ages, G. P. Putnam's Sons, 1940.
Hammarstrand, Nils; "Cities Old and New," Journal of the American Institute of Architects, New

York, 1926.
Hatt, P. K., and A. J. Reiss, Jr.; Cities and Society; The revised reader in urban sociology. Free

Press, Glencoe, 111., 1957.

Haverfield, Francis J.; Ancient Town Planning, Clarendon Press, Oxford, 1913.
; Town Planning in the Roman World, Town Planning Conference, Transactions, R.LR.A.,

London, 1910.
Hegemann, Werner, and Elbert Peets; Civic Art: The American Vitmvius, Architectural Book

Publishing Co., New York, 1922.

Hilberseimer, Ludwig; The New City, Paul Theobald, Chicago, 1944.
Hiorns, Frederick Robert; Town Building in History, Harrap, London, 1956.
Korn, Arthur; History Builds the Town, Lund Humphries, London, 1953.
Lavedan, Pierre; Histoire de I'Urbanisme, Vol. I, Antiquite, Moyen Age, Paris, 1926,
Lee, R. H. ; The City: Urbanism and Urbanization in Major World Regions, J. B. Lippincott Co.,

Philadelphia, 1955.
Lloyd, Nathaniel; A History of the English House, From Primitive Times to the Victorian Period,

London, 1931.

Marinatos, Spyridon; Crete and Mycenae, Harry N. Abrams, New York, 1961.
Marshall, Sir John; Mohenjo-daro and the Indus Civilization, published by Arthur Probsthain,

London, 1931.

McDonald, William A. ; The Political Meeting Places of the Greeks, Johns Hopkins Press, Balti-
more, 1943.
Moses, Robert; "What Happened to Haussmann," Architectural Forum, July 1942.

401

402 BIBLIOGRAPHY

Mumford, Lewis; The Culture of Cities, Harcourt, Brace & Co., New York, 1938.

; The Condition of Man, Harcourt, Brace & Co., New York, 1944.

; City Development, Harcourt, Brace & Co., New York, 1945.

; The Natural History of Urbanization, in International Symposium on Man's Role in

Changing the Face of the Earth, Chicago U. Press, 1956.
-; The City in History: Its Origins, Its Transformations, and Its Prospects, Harcourt, Brace

& Co, New York, 1961.
Peets, Elbert; "The Genealogy of L'Enfants Washington," Journal of the American Institute of

Architects, April, May, June 1927.

Pirenne, Henri; Medieval Cities, Translated from the French by Frank Halsey, Princeton Uni-
versity Press, 1925.
Plato; The Republic.
Poete, Marcel; Introduction a VUrbanisme; Involution des ViUes, La Leqon de I'Antiquite, Paris,

1929.

Renard, Georges Frangois; Guilds in the Middle Ages, London, 1919.
Robinson, David M.; Excavations at Olynthus, Part XII, Domestic and Public Architecture, Johns

Hopkins Press, Baltimore, 1946.
and J. Walter Graham; Excavations at Olynthus, Part VIII, The Hellenic House, Johns

Hopkins Press, Baltimore, 1938.
Robson, W. A, Ed.; Great Cities of the World, Their Government, Politics and Planning, The

Macmillan Co., New York, 1955.

Roseman, Rose; The Ideal City, Boston Book & Art Shop, Boston, 1959.

Rostovtzeff, M.; A History of the Ancient World, Vol. I, The Orient and Greece, Oxford Press.
Seminar Research Bureau; City in Crisis, Boston College, Chestnut Hill 67, Mass., 1959.
Sitte, Camille; The Art of Building Cities, Reinhold Publishing Corp., New York, 1945.
Smithsonian Institution; Bureau of Ethnology, 8th Annual Report, Government Printing Office,

1891.
Stewart, C.; A Prospect of Cities; Being Studied Towards a History of Town Planning, Longmans,

Green & Co., London, 1952.
Town Planning Review; Haussmann, June 1927.
Triggs, H. I. ; Town Planning, London, 1890.

Tunnard, C.; The City of Man, Charles Scribner's Sons, New York, 1953.
Vitruvius; The Ten Books on Architecture, Harvard University Press, 1914.
Wallbank, T. Walter, and Alastair M. Taylor; Civilization Past and Present, Scott, Foresman

& Co., Chicago, 1942.

Williams, Henry Smith; The Historian's History of the World, The Outlook Co., 1904.
Wycherley, R. E.; How the Greeks Built Cities, The Macmillan Co., New York, 1949.
Yutang, Lin; Imperial Peking, Crown Publishers, Inc., New York, 1961.
Zucker, Paul; Town and Square, Columbia University Press, New York, 1959.

PART II

Abrams, Charles; The Future of Housing, Harper & Brothers, New York, 1946.

Ackerman, Frederick; "Controlling Factors in Slum Clearance and Housing," Architectural Forum,
February 1934.

; "Debt as the Foundation for Houses," -Architectural Forum, April 1934.

Aim, Ulla; Cooperative Housing in Sweden, published by The Royal Swedish Commission, Stock-
holm, 1939.

American Institute of Architects; Reports of Committee on Community Planning, New York,
1924, 1925, 1926, 1927.

Architectural Forum; "Limited Dividend Roll Call," January 1935.

Aronovici, Carol; Housing the Masses, John Wiley & Sons, New York, 1939.

Augur, Tracy; "Planning Principles Applied in Wartime," Architectural Record, January 1943.

BIBLIOGRAPHY 403

Bassett, Edward M. ; Zoning, Russell Sage Foundation, 1940.

Bauer, Catherine; Modern Housing, Houghton Mifflin Co., Boston, 1934.

Boardman, Philip; Patrick Geddes: Maker of the Future, University of North Carolina Press,
Chapel Hill, N.C., 1944.

Boyd, John Taylor, Jr.; "Toward the Reconstruction of New York's Lower East Side," Archi-
tectural Forum, January, August 1932.

Bridgeport Brass Co.; History of Sanitation, Bridgeport, Conn., 1930.

Buckingham, James Silk; National Evils and Practical Remedies, London, 1849.

Census of the U.S. (16th) ; Census of Housing, 1940, U.S. Department of Commerce, Washington,
D.C., 1943.

Changes in Distribution of Manufacturing Wage Earners, 1899-1939; U.S. Departments of Com-
merce and Agriculture, Washington, D.C., 1942.

Childs, Marquis; The Middle Way, Yale University Press, 1936.

Churchill, Henry; The City Is the People, Reynal & Hitchcock, New York, 1945.

Cobden-Sanderson, T. J.; Art and Life, and the Building and Decoration of Cities, London, 1897.

Dean, John P.; Home Ownership: Is It Sound? Harper & Brothers, New York, 1945.

DeForest and Veiller; The Tenement House Problem, Vols, I and II, The Macmillan Co., New
York, 1903.

Denby, Elizabeth; Europe Rehoused, W. W. Norton & Co., New York, 1938.

Dickens, Charles; Hard Times, London, 1854.

Eddy, H. P. ; Sewerage and Drainage of Towns, Proceedings American Society of Civil Engineers,
September 1927.

Engels, Friedrich; The Condition of the Working-Class in England in 1844, Leipzig, 1845,
London, 1887.

Federal Emergency Administration of Public Works ; Homes for Workers, Housing Division Bul-
letin No. 3, Washington, D.C., 1937.

Federal Housing Administration; Planning Rental Housing Projects, Washington, D.C., 1947.

Filene, Edward A.; The Way Out, New York, 1924.

Ford, James ; Slums and Housing, Harvard University Press, Cambridge, Mass., 1936.

Fortune Editors; Housing America, Harcourt, Brace & Co., New York, 1935.

Geddes, Patrick; Cities in Evolution, London, 1915; revised, Williams and Northgate, Ltd., Lon-
don, 1949.

; City Deterioration and the Need of City Survey, The Annals of the American Academy of

Political and Social Sciences, July 1909.
-; "Talks from My Outlook Tower," Survey Graphic, February, April 1925.

Gray, George; Housing and Citizenship, Reinhold Publishing Corp., New York, 1946.

Graham, John; Housing in Scandinavia, University of North Carolina Press, Chapel Hill, N.C.,
1940.

Hardy, Charles 0., assisted by Robert R. Kucznzki; The Housing Program of the City of Vienna,
The Brookings Institution, Washington, D.C., 1934.

Home Loan Bank Board; The Federal Home Loan Bank System, Washington, D.C., August
1947.

Housing and Home Finance Agency; Housing Costs, Bulletin No. 2, National Housing Agency,
Washington, D.C., 1944.

; Housing Needs, National Housing Agency, Washington, D.C., 1944.

; Comparative Analysis of the Principal Provisions of State Housing Authority Laws Relat-
ing to Housing, Slum Clearance and Urban Redevelopment, National Housing Agency, Wash-
ington, D.C., 1944.
-; War Housing in the U.S., Government Printing Office, Washington, D.C., 1945.

Housing and Public Health Committee; London Housing, London County Council, 1937.
Howard, Ebenezer; Garden Cities of Tomorrow, London, 1902; First Edition Tomorrow

London, 1898.
Hoyt, Homer; One Hundred Years of Land Values in Chicago, University of Chicago Press,

Chicago, 1933.

404 BIBLIOGRAPHY

Hoyt, Homer (continued) ; Structure and Growth of Residential Neighborhoods in American

Cities, Federal Housing Administration, Washington, B.C., 1945.
Kurd, Richard M.; Principle of City Land Values, New York, 1903.
International Housing Association; Housing and Building, Julius Hoffman Verlag, Stuttgart,

1931 and 1932.

; Slum Clearance, Vols. I and II, Julius Hoffman Verlag, Stuttgart, 1935.

Johansson, AH, and Waldemar Svenson; Swedish Housing Policy, The Royal Swedish Com-
mission, reprinted from the Annals of the American Academy of Political and Social

Sciences, May 1938.
Kahn, Ernest; "The Economics of Housing in the U.S.," Architectural Forum, August 1935.

; "The Upkeep of Housing," Architectural Forum, September 1935.

Leven, Maurice, Harold G. Moulton and Clark Warburton; America's Capacity to Consume, The

Brookings Institution, Washington, D.C., 1934.

Lohmann, Karl B.; Principles of City Planning, McGraw-Hill Book Co., New York, 1931.
McAllister, Gilbert., and Elizabeth Glen; Town and Country Planning, Faber & Faber, Ltd.,

London, 1941.
Merriam, Robert E. ; Subdivision of Land, American Society of Planning Officials, 1313 E. 60th

Street, Chicago, 1942.

Moore, Charles; Daniel Burnham: Architect, Planner of Cities, 2 Vols., Boston, 1921.
Mumf ord, Lewis ; The Story of the Utopias, New York, 1922.
National Resources Board; A Report on National Planning and Public Works in Relation to

Natural Resources and Including Land Use and Water Resources with Findings and Recom-

mendations, Washington, D.C., December 1, 1934.

; State Planning: A Review of Activities and Progress, Washington, D.C., June 1935.

National Resources Committee:

Regional Factors in National Planning, December 1935.

Regional Planning, Part I, Pacific Northwest, May 1936.

Our Cities: Their Role in the National Economy, June 1937.

Technological Trends and National Policy, June 1937.

The Problems of a Changing Population, May 1938.

Consumer Incomes in the United States, 1938.

Residential Building, Housing Monograph, Series No. 1, Industrial Committee, 1939.

Legal Problems in the Housing Field, Housing Monograph, Series No. 2, Industrial Com-
mittee, 1939.

Consumer Expenditures in the United States, 1939.

Urban Planning and Land Policies, Vol. II of the Supplementary Report of the Urbanism
Committee, 1939.

Urban Government, Vol. I of the Supplementary Report of the Urbanism Committee, 1940.
Nolen, John; City Planning, New York, 1929.

Olmsted, Frederick Law; Public Works and the Enlargement of Towns, Cambridge, Mass., 1870.
Owen, Robert; A New View of Society, London, 1813.

Post, Langdon W.; The Challenge of Housing, Farrar & Rinehart, Inc., New York, 1938.
President's Conference on Home Building and Home Ownership, Washington, D.C., 1931.
Purdom, Charles B.; Building of Satellite Towns, London, 1926.

; Town Theory and Practice, London, 1921.

; The Garden City, London, 1923.

Regional Survey of New York and Its Environs, Russell Sage Foundation, New York, 1927-31..

See Bibliography, Part III.
Reiss, Richard L.; British and American Housing, National Public Housing Conference, Inc.,.

1937.

Riis, Jacob; How the Other Half Lives, Charles Scribner's Sons, New York, 1934. Original edi-
tion, 1890.

Robinson, Charles Mulford; City Planning, New York, 1916.
Rosenman, Dorothy; A Million Homes a Year, Harcourt, Brace & Co., New York, 1945.

BIBLIOGRAPHY 405

Sennett, Alfred R. ; Garden Cities in Theory and Practice, 2 Vols., London, 1905.

Sert, Jose; Can Our Cities Survive? Harvard University Press, Cambridge, 1942.

Silk, Leonard; Sweden Plans for Better Housing, Duke University Press, Durham, N.C., 1948.

Simon, Sir E. D.; Rebuilding Britain A Twenty Year Plan, Victor Gollancz, Ltd., 1945.

; The Rebuilding of Manchester, Longmans, Green & Co., New York, 1935.

Smith, Adam; An Inquiry into the Nature and Causes of the Wealth of Nations, 2 Vols., London,
1776.

Steffens, Lincoln; The Shame of Cities, Collection from McClure's Magazine.

Stein, Clarence; "The Price of Slum Clearance," Architectural Forum, February 1934.

Straus, Nathan; The Seven Myths of Housing, Alfred A. Knopf, New York, 1944.

Survey Graphic; "Homes," a special number, February 1940.

; "The Case Against Home Ownership," by Stuart Chase, May 1938.

Thoreau, Henry David; Walden, Boston, 1854.

Unwin, Raymond; Town Planning in Practice, London, 1909.

; Nothing Gained in Overcrowding, Garden Cities and Town Planning Association, Lon-
don, 1912.

Wood, Edith Elmer; Recent Trends in American Housing, The Macmillan Co., New York, 1931.

; Introduction to Housing: Facts and Principles, United States Housing Authority, Wash-
ington, D.C., 1939.
-; Slums and Blighted Areas in the U.S., Housing Division, Federal Emergency Adminis-

tration of Public Works, 1933.
Wright, Henry; Rehousing Urban America, Columbia University Press, New York, 1935.

PART III

Abrams, Charles; Revolution in Land, Harper & Brothers, New York, 1939.

A Standard State Zoning Enabling Act, Government Printing Office, Washington, D.C., 1926.

Action for Cities; A guide for community planning, American Municipal Association, Public
Administration Service, Chicago, 1943.

Adams, Thomas; Outline of Town and City Planning, Russell Sage Foundation, New York, 1935.

American Bar Association; Municipal Law Service Letter (News and comments on Local Govt.
Law), Vol. 10, No. 1, January 1960.

American Institute of Planners, California Chapter; California Planning Commissioner Hand-
book, January 1954.

American Society of Planning Officials; Exclusive Industrial and Commercial Zoning (Planning
Advisory Service Information Report No. 91), Chicago, October 1956.

; The Restoration of Nonconforming Uses (Planning Advisory Service Information Report

No. 94) , Chicago, January 1957.
-; Newsletter, monthly publication, Chicago.

Bair, Frederick Haigh, and Ernest R. Hartley ; The Text of a Model Zoning Ordinance, American
Society of Planning Officials, Chicago, 111., 1960.

Bair, Fred H. Jr., and Ernest R. Bartley; The Text of a Model Zoning Ordinance with Com-
mentary, Studies in Public Administration #16 Public Administration Clearing Service of
the University of Florida, 1958.

Bartley, Ernest A., and Frederick H. Bair, Jr.; Mobile Home Parks and Comprehensive Com-
munity Planning, Public Administration Clearing Service, University of Florida, Studies in
Public Administration #19, Miami, Florida, 1960.

Bartholomew, Harland, and J- Wood; Land Uses In American Cities, Harvard University Press,
Cambridge, Mass., 1955.

Bassett, Edward M.; Model Laws for the Planning of Cities, Counties and States, Harvard Uni-
versity Press, Cambridge, Mass., 1935.

; The Master Plan, Russell Sage Foundation, New York, 1938.

; Zoning, Russell Sage Foundation, New York, 1940.

406 BIBLIOGRAPHY

Bauer, C; The Pattern of Urban and Economic Development, American Academy Political

Science Annual, May 1956.
Bettman, Alfred; The Decisions of the Supreme Court of the U.S. in the Euclid Village Zoning

Case, University of Cincinnati Law Review, March 1927.

; City and Regional Papers, edited by Arthur C. Comey, Harvard University Press, Cam-
bridge, Mass., 1946.
Black, EL; Detroit: A Case Study in Industrial Problems of a Central City, Land Economics,

August 1958.
Black, Russell Van Nest; Planning the Small American City, Public Administration Service,

Chicago, 1944.

; Building Lines, Harvard University Press, Cambridge, Mass., 1935.

Blumenfeld, H.; Are Land Use Patterns Predictable? American Institute of Planners, Journal,

May 1959.

Bogardus, E. S.; Fundamentals of Social Psychology, D. Appleton-Century Co., New York, 1942.
Bogue, D. J., Ed.; Applications of Demography: The Situation in the United States in 1975,

Scripps Foundation Studies in Population, Oxford, Ohio, 1957.
Building the Future City, Annals of the American Academy of Political and Social Sciences,

Philadelphia, 1945.
California State Reconstruction and Reemployment Commission, Forecasting a City y s Future,

Sacramento, 1946.

Chapin, F. Stuart, Jr.; Urban Land Use Planning, Harper & Row, Publishers, New York, 1957.
Chase, Stuart; Rich Land, Poor Land, New York, 1936.

; Zoning Comes to Town, Readers Digest, February 1957.

Cheney, Charles; Architectural Control of Private Property, Proceedings, National Conference on

City Planning, 1927.

Citizens' Housing and Planning Council of New York ; A Citizen's Guide to Rezoning, 1959.
Clawson, Marion, R. Burnell Held, and Charles H. Stoddard; Land for the Future, Johns Hopkins

Press, Baltimore, 1960.

Comey, Arthur C.; Transition Zoning, Harvard University Press, Cambridge, Mass., 1933.
County of Los Angeles; Guide to Departmental Organization and Functions, Los Angeles, Sep-
tember 1959.

Dickinson, R. E. ; City, Region and Regionalism, Grove Press, New York, 1954.
Duke University School of Law; Land Planning in a Democracy, Law and Contemporary Prob-
lems, Spring 1955.
Duncan, Scott, Lieberson, Duncan, Winsborough; Metropolis and Region, Resources for the

Future, Inc., Johns Hopkins Press, Baltimore, 1960.

Encyclopaedia Britannica; Land, Vol. 14, R. S. Peale Edition, The Werner Co., Chicago, 1893.
Federal Housing Administration; Planning Profitable Neighborhoods, Washington, D.C., 1938.
Ford, George B.; Building Height, Bulk, and Form, Harvard University Press, Cambridge, Mass.,

1931.
Fowlkes, John Guy; Planning Schools for Tomorrow, Committee on Planning for Education,

Washington, D.C., 1942.
Goldston, Eli, and James H. Scheur; Zoning of Planned Residential Developments, Harvard Law

Review, December 1959.

Guiding Metropolitan Growth; Committee for Economic Development, New York, 1960.
Haar, Charles M.; Land Planning in a Free Society, Harvard University Press, Cambridge, Mass.,

1951.
; Land Planning Law in a Free Society: A Study of the British Town and Country

Planning Act, Harvard University Press, Cambridge, Mass., 1951.

; In Accordance With a Comprehensive Plan, Harvard Law Review, May 1955.

-; Land Use Planning, A Casebook on the Use, Misuse, and Re-use of Urban Land, Little,

Brown & Co., Boston, 1959.
Haar, Charles M., and Barbara Hering; The Lower Gwynedd Township Case: Too Flexible
Zoning or an Inflexible Judiciary? Harvard Law Review, June 1961.

BIBLIOGRAPHY 407

Hoagland, Henry; Real Estate Principles, McGraw-Hill Book Co., New York, 1940.

Hodes and Roberson; The Law of Mobile Homes, Commerce Clearing House, Inc., Los Angeles,

1957.

Home Title Guaranty Co.; Pitfalls of Zoning, A Guide for Attorneys, New York, 1959.
Horack, Frank E., Jr., and Val Nolan, Jr. ; Land Use Cojitrols, American Casebook Series, West

Publishing Co., St. Paul, Minn., 1955.
Housing and Home Finance Agency; Comparative Digest of Municipal and County Zoning

Enabling Statutes, Supt. of Documents, U.S. Government Printing Office, Washington, D.C.,

October 1952.
Inter-County Regional Planning Commission; Metropolitan Growth Plan, 1970-2000, Denver,

1959.

; Standards for New Urban Development, Denver, Colo., 1960.

Isard, Walter; Location and Space-Economy, John Wiley & Sons, New York, 1956.

Isard, Walter, and Robert E. Coughlin ; Municipal Costs and Revenues Resulting from Community

Growth, Federal Reserve Bank of Boston and American Institute of Planners, Boston,

1957.

Journal of Land and Public Utility Economics, Quarterly, University of Wisconsin, Madison.
Kingsley, S. C.; Methods of Winning Public Support for a City Planning Program, Proceedings,

14th National Conference on City Planning, 1922.
Kitagawa, E. M., and D. J. Bogue; Suburbanization of Manufacturing Activity Within Standard

Metropolitan Areas (Scripps Foundation Studies in Population Distribution #9), Oxford,

Ohio, 1955.

Land Use Survey, County of Los Angeles, Regional Planning Commission, Los Angeles, 1940.
Lautner, Harold W.; Subdivision Regulations An Analysis of Land Subdivision, Public Admin-
istration Service, Chicago, 1941.
Lewis, Harold MacLean; City Planning Why and How, Longmans, Green & Co., New York,

1939.

; Planning the Modern City, 2 Vols., John Wiley & Sons, Inc., New York, 1949.

Lohmann, Karl; Principles of City Planning, McGraw-Hill Book Co., New York, 1931.

Los Angeles County Regional Planning Commission; Exclusive Agricultural Zoning, Uniform

Zoning Ordinance Study, 1958.

; Landscaping of Industrial Areas, Uniform Zoning Ordinance Study, 1958.

; Nonconforming Uses, Uniform Zoning Ordinance Study, 1959.

; Performance Standards, Uniform Zoning Ordinance Study, 1959.

; Signs and Outdoor Advertising, Uniform Zoning Ordinance Study, 1959.

; Variances and Permits (Special Use and Conditional), Uniform Zoning Ordinance

Study, 1959.

Yards, Uniform Zoning Ordinance Study, 1959.

Lovelace, Eldridge, and William L. Weismantel; Density Zoning, Organic Zoning for Planned
Residential Developments, Urban Land Institute, Technical Bulletin No. 42, July 1961.

Mayer, Harold H., and Clyde F. Kohn; Readings in Urban Geography, University of Chicago
Press, 1959.

McClenahan, Bessie Averne; The Sociology of Planning, Sociology and Social Research, Uni-
versity of Southern California.

McHugh, K. S., Commissioner; Local Planning and Zoning, State of New York, Department of
Commerce, 1960.

Meier, R. L.; Science and Economic Development: New Patterns of Living, John Wiley and Sons,
New York, 1956.

Metzenbaum, James; The Law of Zoning, Baker, Voorhis & Co., 1955, 3 vols. and supplement,
New York, 1961.

Mobile Homes Research Foundation, Today's Mobile Home Park Important to Your Community,
Chicago, 1959.

Moody, W. D.; backer's Manual of the Plan of Chicago, Chicago Plan Commission, Calumet
Publishing Co., Chicago, 1916-

408 BIBLIOGRAPHY

Mumford, Lewis; Human Problems of Dispersal, Town and Country Planning, Summer 1946.

Muncy, D. A.; Land for Industry, Harvard Business Review, March 1954.

National Industrial Zoning Committee, Performance Standards in Industrial Zoning, Columbus,
Ohio, 1958.

National Municipal League; The Citizen Association How to Organize and Run It, New York,
1958.

; The Citizen Association How to Win Civic Campaigns, 2nd ed., New York, 1958.

National Resources Committee; Regional Factors in National Planning and Development, Wash-
ington, B.C., 1936.

; Our Cities: Their Role in the National Economy, Washington, D.C., 1937.

; Suggested Procedure for Population Studies by State Planning Boards, Washington,

B.C., 1938.

; Urban Planning and Land Policies, Vol. II of the Supplementary Report of the Com-
mittee on Urbanism, Washington, D.C., 1939.

; Industrial Location and National Resources, Washington, D. C., 1943.

The Problems of a Changing Population, Washington, B.C., 1943.

National Resources Planning Board; Human Conservation, Washington, B.C., 1938.

; Transportation and National Policy, Washington, B.C., 1943.

New Orleans City Planning Commission; Central Business Bistrict, New Orleans, 1957.
New York City Planning Commission ; Zoning Maps and Resolution, 1961.

; Zoning Handbook, New York, 1961.

New York Metropolitan Region, Harvard University Press:

Vernon, Raymond; Metropolis 1985, 1960.

Lichtenberg, Robert M.; One-Tenth of a Nation, 1960.

Robbins, Sidney M. and Nestor E. Terleckyn; Money Metropolis, 1960,

Hoover, Edgar M. and Raymond Vernon; Anatomy of a Metropolis, 1959.

Chinitz, Benjamin; Freight and the Metropolis, 1960.
Northeastern Illinois Metropolitan Area Planning Commission, Land Use Handbook, A Guide to

Understanding Land Use Surveys, Chicago, 1961.
Packard, Walter E.; The Economic Implications of the Central Valley Project, Adcraft, Los

Angeles, 1942.

Parking Guide for Cities, Government Printing Office, Washington, B.C., 1956.
Person, H. S.; Little Waters, Their Use and Relations to the Land, for the Soil Conservation

Service, Resettlement Administration, Rural Electrification Administration, November 1935,

revised April 1936, Washington, B.C.
Pfouts, Ralph W.; The Techniques of Urban Economic Analysis, Chandler-Bavis Publishing Co.,

West Trenton, N.J., 1960.
Pomeroy, Hugh R.; Modern Trends in Zoning, Municipal Law Section, New York State Bar

Association, New York, January 1960.

; Trends and Forecasts in Planning, Public Management, October 1951.

Present and Future Uses of Land; Planning Commission of the City and County of San Francisco,

California, 1944.

Proposed Generalized Land Use Plan, City of Betroit, City Plan Commission, Betroit, 1947.
Providence City Plan Commission; College Hill, Providence, R.I., 1959.
Ranes, Herman; The Impact of Political Decision Making on Planning, Master's Thesis, Bivision

of the School of Architecture, Columbia University, New York, 1959.
Rannels, John; The Core of the City: A Pilot Study of Changing Land Uses in Central Business

Districts, Columbia University Press, New York, 1956.

Ratciiff, Richard U.; Urban Land Economics, McGraw-Hill Book Co., New York, 1949.
Redman, Albert E., Secretary, National Industrial Zoning Committee; Steps to Secure Sound

Zoning, Columbus, Ohio, 1958.
Regional Plan Association, Inc. ; Planning and Community Appearance, Henry Fagin and Robert

S. Weinberg, New York, 1958.
; The Race for Open Space, Bulletin No. 96, New York, 1960.

BIBLIOGRAPHY 409

Regional Survey of New York and Its Environs; Russell Sage Foundation, New York, 1927-31,
Vol. I. Major Economic Factors in Metropolitan Growth and Arrangement.
Vol. II. Population, Land Values and Government.
Vol. III. Highway Traffic.
Vol. IV. Transit and Transportation.
Vol. V. Public Recreation.

Vol. VI. Buildings: Their Uses and the Spaces About Them.
Vol. VII. Neighborhood and Community Planning.
Vol. VIII. Physical Conditions and Public Services.
Regional Plan, Vol. I, The Graphic Plan.
Regional Plan, Vol II, The Building of the City.

Renne, R. L. ; Land Economics, revised edition, Harper and Row, Publishers, New York, 1958.

Roterus, Victor; The Economic Background for Local Planning, Proceedings, Annual Meeting of
American Society of Planning Officials, Chicago, 1946.

Sanders, S. E., and A. J. Rabuck; New City Patterns; The Analysis and a Technique for Urban
Reintegration, Reinhold Publishing Corp., New York, 1946.

Santa Clara County Planning Department; Exclusive Agricultural Zoning, 1958.

Schulze, E. E. ; Performance Standards in Zoning Ordinances, Pittsburgh, Pa. Air Pollution Con-
trol Association, 1959.

Scott, Mel; Cities Are for People, Pacific Southwest Academy, Los Angeles, 1942.

Segoe, Ladislas; Local Planning Administration, International City Managers' Association, Chi-
cago, 1941, 3rd ed., 1959.

Siegel, Shirley Adelson; The Law of Open Space, Regional Planning Association, Inc., New York^
1960.

Southwestern Legal Foundation Continuing Legal Education Center, Institute on Planning and
Zoning, Dallas, Texas, November, 1960.

Spangle, Wm. E., Jr.; Model Zoning Ordinance, Menlo Park, Calif., 1960.

Stanford Research Institute, An Analysis of Organized Industrial Districts, 1958.

Stanislaus Cities-County Advance Planning Staff, Standard Terminology for Planning and Zoning,
Modesto, Calif., 1959.

State of California Recreation Commission; A Check List for Public Recreation Services in.
California Communities, Sacramento, Calif., 1955.

State Laws Related to "Freeways," Public Roads Administration, Federal Works Agency, Wash-
ington, D.C., 1940.

Strauss, Max William; Zoning for Parking: A Thesis, School of Public Administration, Univer-
sity of Southern California, Los Angeles, 1959.

Sutherland, Robert L., and Julian L. Woodward; Introductory Sociology 9 J. B. Lippincott Co.*
New York, 1937.

The Preparation of Zoning Ordinances, Advisory Committee on City Planning and Zoning, U.S.
Department of Commerce, Washington, D.C., 1931.

Thompson, Warren S.; Population Problems., McGraw-Hill Book Co., New York, 1942.

; Growth and Changes in California's Population, Haynes Foundation, Los Angeles, 1955.

To Hold This Soil, U.S. Department of Agriculture, Washington, D.C., 1938.

Trailer Coach Association; Factors Influencing Social Patterns in Mobile Home Parks and Munic-
ipal Costs and Revenues, Los Angeles, 1960.

United States Chamber of Commerce; Zoning and Civic Development, Construction and Civic
Development Department, Washington, D.C., 1950.

United States Department of Agriculture; Talks on Rural Zoning, Agricultural Research Service,.
Farm Economics Research Division, Washington, D.C., 1960.

; The Why and How of Rural Zoning, Bulletin No. 196, Superintendent of Documents, U.S..

Government Printing Office, Washington, D.C., 1958.

United States Department of Commerce; Highway Transportation Criteria in Zoning Law and
Police Power and Planning Controls for Arterial Streets, Bureau of Public Roads, Washing-
ton, D.C., 1960.

410 BIBLIOGRAPHY

Walker, Robert Averill; The Planning Function in Urban Government, University of Chicago
Press, 1950.

Webster, Donald H. ; Urban Planning and Municipal Public Policy, Harper and Row, Publishers,
New York, 1958.

; Urban Planning and Municipal Policy, Harper and Row, Publishers, New York, 1958.

Weimar, Arthur, and Homer Hoyt; Principles of Real Estate, The Ronald Press Co., New York,
1954.

Whyte, William H., Jr.; Securing Open Space for Urban America: Conservation Easements,
Urban Land Institute, Technical Bulletin No. 36, Washington, D.C., December 1959.

Wood, Robert C.; 1400 Governments, Harvard University Press, Cambridge, Mass., 1961.

Wood, Samuel E., and Alfred E. Heller; "California, Going, Going," California Tomorrow, Sacra-
mento, 1962.

Wooten, H. H., and J. R. Anderson; The Uses to Which We Put Our Land, U.S. Department of
Agriculture, 1958.

Yeomans, Alfred; City Residential Land Development, University of Chicago Press, 1916.

Yokley, E. C.; Zoning Law and Practice, Vols. 1 and 2, The Michie Co., Charlotte&ville, Va., 1958.

PART IV

Abercrombie, Patrick; Greater London Plan 1944, His Majesty's Stationery Office, London, 1945.

Abrahamson, Julia; A Neighborhood Finds Itself, Harper and Row, Publishers, 1959.

Adams, Thomas; Design of Residential Areas, Harvard University Press, Cambridge, Mass.,

1934.
; "What Proportion of Public Land and of Private Land Should be Reserved for Open

Space," American City, June 1928.
American Automobile Association; Parking and Terminal Facilities, Washington, D.C., 1940.

; Parking Manual How to Solve Community Parking Problems, Washington, D.C., 1946.

; Roadside Protection, Washington, D.C., 1951.

American City Planning Institute; Control of Land Subdivision and Building Development; City

Planning, July 1928.

American Institute of Planners; Land Use and Traffic Models, May 1959.
American Public Health Association; Planning the Neighborhood, Committee on the Hygiene of

Housing, Public Administration Service, Chicago, 1960.

; Planning the Home for Occupancy, Committee on the Hygiene of Housing, Public Admin-
istration Service, Chicago, 1950.
American Public Works Association; Airports: Location, Design, Financing, Zoning, and Control,

Chicago, 1945.
American Society of Planning Officials; Preliminary Report of Committee on Park and Recreation

Standards, Herbert Hare, Chairman, S. R. DeBoer, Russell H. Riley; Proceedings, Annual

Meeting, Chicago, 1943.

; A Program for Tax Abandoned Lands, Chicago, 1942.

; A Model State Subdivision Control Act, Chicago, 1947.

American Transit Association; Moving People in Modern Cities, New York, 1944.

Anderson, Nels, and E. C. Lindeman; Urban Sociology, Alfred A. Knopf, Inc., 1928.

A Policy on Arterial Highways in Urban Areas, American Association of State Highway Officials,

Washington, D.C., 1957.

Architectural Forum, "By 1976 What City Pattern?", September 1956.
Aronovici, C.; Community Building; Science, Technique, Art, Doubleday and Company, Garden

City, N.Y., 1956.
Automobile Club of Southern California; California Statutes Relating to Public Acquisition of

Off-Street Parking Facilities, Los Angeles, 1958.

Baker, Geoffrey, and Bruno Funaro; Parking, Reinhold Publishing Corp., New York, 1958.
; Shopping Centers Design and Operation, Reinhold Publishing Corp., New York, 1951.

BIBLIOGRAPHY 411

Barnett, Joseph; Express Highway Planning in Metropolitan Areas, Transactions of the American

Society of Civil Engineers, Vol. 112, 1947.

Bartholomew, Harland; The Place of the Railroad in the City Plan, Proceedings, National Con-
ference on City Planning, 1926.

Bibbin, J. R.; Planning for City Traffic, American Academy of Political and Social Sciences, 1927.
Blanchard-Nichols Associates; "The True Look of the Super Market Industry, 1958," Super

Market Merchandising, Los Angeles, 1959.

Bogue, Donald J.; Metropolitan Growth and the Conversion of Land to Nonagricultural Uses,
Studies in Population Distribution No. 1, Scripps Foundation for Research in Population
Problems, 1956.
Breese, G. W.; Industrial Site Selection, Burlington County, N.J.: A Case Study of Existing and

Potential Industrial Location^ Princeton University, Princeton, N.J., 1954.
Brewster Publishing Co.; Patterns on the Land, Geographical, Historical, and Political Maps of

California, Los Angeles, 1957.
Buckley, James C.; "Comprehensive Transportation and Terminal Planning for Large Urban

Centers," Journal of the American Institute of Planner s y Winter 1947.
Bureau of Public Roads; Toll Roads and Free Roads, Department of Agriculture, Washington,

D.C., 1939.
Butler, George; Introduction to Community Recreation, McGraw-Hill Book Co., New York, 1940.

; Recreation Areas, Ronald Press Co., New York, 1958.

California Committee on Planning for Recreation, Park Areas and Facilities; Guide for

Planning Recreation Parks in California, Sacramento, 1956.

California Committee on Planning for Recreation, Park Areas and Facilities; Guide for Planning
Recreation Parks in California; A Basis for Determining Local Recreation Space Standards,
Sacramento, 1956.

California Division of Highways; Los Angeles Regional Transportation Study, Los Angeles, 1960.
Central Association of Seattle; Planning the Future of Seattle 9 s Central Area, Planning Commis-
sion, Seattle, 1959.
Chamber of Commerce of the U.S.; Urban Transportation, Washington, D.C., May 1945.

; Making Better Use of Today's Streets, Washington, D.C., 1947.

Chamber of Commerce Parking Clinic; Shopper Bottleneck, U.S. Chamber of Commerce, Wash-
ington, D.C., March 1953.
Chicago Department of City Planning; Vacant Land in the City of Chicago, 1958 9 Land Use Study

Series No. 1, Chicago, 1959.
Chicago Plan Commission; Building New Neighborhoods, Subdivision Design and Standards,

Chicago, 1943.
Churchill, Henry, and Roslyn Meson; Neighborhood Design and Control; An Analysis of the

Problem of Planned Subdivisions, National Committee on Housing, New York, 1944.
Civil Aeronautics Administration; Small Airports, Washington, D.C., September 1945.

; Airport Planning for Urban Areas, Washington, D.C., 1945.

Claire, Wm. H.; Study of a Truck Terminal Under a Freeway, Community Redevelopment

Agency, Los Angeles, 1952.
Clawson, Marion; The Dynamics of Park Demand, Regional Plan Association, New York, 1960.

; Methods of Measuring the Demand For and Value of Outdoor Recreation, Resources for

the Future, Inc., Washington, D.C., 1959.
-; Outdoor Recreation, Resources for the Future, Washington, D.C., 1958.

Cleveland City Planning Commission; Downtown Cleveland 1975, Cleveland, 1959.

Contini, Edgardo; The Renewal of Downtown U.S.A., Victor Gruen & Associates, 1956.

Cornicfc, Philip H.; Premature Subdivision of Urban Areas in Selected Metropolitan Districts.,
Division of State Planning, Albany, N.Y., 1938.

; Premature Subdivision and Its Consequences , Institute of Public Administration, Colum-
bia University, New York, 1938.

County of Los Angeles Regional Planning Commission; Master Plan of Airports, Los Angeles,
1940.

412 BIBLIOGRAPHY

Dahir, James; The Neighborhood Unit Plan, Russell Sage Foundation, New York, 1947.

Davis, Harmer E.; How May the Planning, Financing and Construction of Vehicular and Mass

Transit Systems in the Modern Metropolitan Area Be Integrated? Part I: A Statement of the

General Problem, University of California, Berkeley, 1955.

De Leuw, Gather & Co.; Report on Parking Facilities for the City of Chicago, Chicago, 1956.
Denver Planning Office; Lower Downtown Denver, Denver, Colo., 1958.
Denver University; A "Before and After" Study of Effects of a Limited Access Highway Upon the

Business Activity of By-Passed Communities and Upon Land Value and Land Use, Bureau of

Business and Social Research, 1958.

Detroit City Plan Commission; Neighborhood Conservation, Committee for Neighborhood Con-
servation and Improved Housing, Detroit, March 1956.

Dobriner, William M.; The Suburban Community, G. P. Putnam's Sons, New York, 1958.
Dowling, Robert; "Neighborhood Shopping Centers," Architectural Forum, October 1943.
Engelhardt, N. L., and F. Engelhardt; Planning School Building Programs, Columbia University

Press, New York, 1930.
Eno Foundation for Highway Traffic Control, Saugatuck, Conn. :

Layout and Design of Parking Lots: Aesthetic Consideration, Traffic Quarterly, January 1952.

The Legal Responsibilities of Traffic Agencies, 1948.

Parking, 1957.

Parking Legal, Financial, Administrative, 1956.

Poissen & Traffic, 1955.

Shopping Centers, 1956.

Some Traffic Factors in Urban Planning.

Statistics with Applications to Highway Traffic Analyses, 1952.

Traffic Design of Parking Garages, 1957.

Traffic Performance at Urban Street Intersections, Elroy L. Erickson, 1947.

Turn Controls in Urban Traffic, 1951.

Zoning and Traffic, 1952.

Parking; Legal, Financial, Administrative, by Joint Committee on Urban Traffic Congestion
and Parking, 1956.

Highway Traffic Estimation, Robert E. Schmitt and M. Earl Campbell, 1956.

A Modified 0. and D. Survey, Robert D. Dier, 1953.
Fawcett, C. B.; A Residential Unit for Town and Country Planning, University of London Press,

London, 1943.

Federal Highway Acts, U.S. Department of Agriculture, Washington, D.C., 1922.
Federal Housing Administration; Planning Profitable Neighborhoods, Washington, D.C., 1938.

; Neighborhood Standards, Land Planning Bulletin No. 3, Los Angeles, 1953.

Federal Works Agency; State Laws Related to "Freeways" Public Roads Administration, Wash-
ington, D.C., 1940.
Foley, Donald L.; "The Daily Movement of Population Into Central Business Districts," American

Sociological Review, XVII, October 1952.
Ford, George B. ; Building Height, Bulk, and Form, Harvard University Press, Cambridge, Mass.,

1931.
Fordham, Jefferson B.; "Local Government's Power to Provide and Finance Parking Facilities,"

Traffic Quarterly, Eno Foundation for Highway Traffic Control, Saugatuck, Conn., 1951.
Forshaw, J. H., and Patrick Abercrombie; County of London Plan, Macmillan & Co., Ltd., London,

1943.

Fortune, "The Exploding Metropolis," Doubleday, Garden City, N.Y., 1958.
Fowlkes, John Guy; Planning Schools for Tomorrow, Committee on Planning for Education, U.S.

Office of Education, Washington, D.C., 1942.
Frank, Stanley; The Great Factory Sweepstakes, Reprint from Saturday Evening Post, The Curtis

Publishing Co., 1960.
Freeways for the Region, County of Los Angeles, Regional Planning Commission, Los Angeles,

1943.

BIBLIOGRAPHY 413

Garrison, William L., and Marion E. Marts; Influence of Highway Improvements on Urban Land:
A Graphic Summary, Highway Economic Studies, University of Washington, Seattle, 1958.
Geddes, Norman Bel; Magic Motorways, Random House, New York, 1940.
Gruen, Victor, and Larry Smith; Shopping Towns U.S.A., Reinhold Publishing Corp., New York,

1960.

Haar, Charles M.; Land Use Planning, Little, Brown & Co., Boston, 1959.
Harvard Graduate School of Design; The Traffic Problem, Department of Regional Planning,

Cambridge, Mass., 1952.

Heliport Design Guide, Federal Aviation Agency, Washington, D.C., 1959.
Herrey, Hermann; "Comprehensive Planning for the City: Market and Dwelling Place, Part I,

Traffic Design," Pencil Points, April 1944.

Highway Research Board; Parking Requirements in Zoning Ordinances, Bulletin 99, Publication
347, Washington, D.C., 1955.

; Zoning for Truck-Loading Facilities, Bulletin 59, Publication 243, Washington, D.C.,

1952.

Hjelte, George; The Administration of Public Recreation, The Macmillan Co., New York, 1939.
Horack, F. E., Jr., and V. Nolan, Jr.; Land Use Controls, West Publishing Co., St. Paul, Minn.,

1955.
Horwood, Edgar M., and Ronald R. Boyce; Studies of the Central Business District and Urban

Freeway Development, University of Washington Press, Seattle, 1959.
House and Home, "Land," August 1960.
Housing and Home Finance Agency; Suggested Land Subdivision Regulations, Division of

Housing Research, Washington, D.C., 1952.
H. S. B. and Foringen for Samhallsplanering, Att Bo and Plan, printed by Tryckeriaktiebolaget

Tiden, Stockholm, 1956.

Hubbard, H. V.; Parks and Playgrounds, Proceedings, 14th National Conference on City Plan-
ning, 1922.
Hubbard, Henry V., Miller McClintock, Frank B. Williams; Airports, Harvard University Press,

Cambridge, Mass., 1930.
Hurd, Fred W.; These Traffic Factors Are Involved in Intersection Design, Eno Foundation for

Highway Traffic Control, Saugatuck, Conn., 1953.

Hyde, D. C. ; "Fringe Parking," Traffic Quarterly, Eno Foundation for Highway Traffic, Sauga-
tuck, Conn., July 1953.

Ingraham, J.; Modern Traffic Control, Funk & Wagnalls Co., New York, 1954.
International City Managers Association; Municipal Recreation Administration, 4th ed., Chicago,

1960.
Isaacs, Reginald R.; "Are Neighborhoods Possible?", The Journal of Housing, July 1948.

; "The 'Neighborhood Unit' Is an Instrument for Segregation," The Journal of Housing,

August 1948.
Jurkat, E. H.; "Land Use Analysis and Forecasting in Traffic Planning," Traffic Quarterly, April

1957.

Justement, Louis; New Cities for Old, McGraw-Hill Book Co., New York, 1946.
Kelley, Eugene J.; Shopping Centers: Location Controlled Regional Centers, The Eno Foundation

for Highway Traffic Control, Saugatuck, Conn., 1956.
Kennedy, G. Donald; Modern Highways, Conference Committee on Urban Problems, U.S. Chamber

of Commerce, Washington, D.C., 1944.

Kitagawa, Evelyn M., and Donald J. Bogue; Suburbanization of Manufacturing Activity Within
Standard Metropolitan Areas, Miami University, Oxford, Ohio, 1955 (Scripps Foundation,
University of Chicago, Studies in Population Distribution No. 9) .

Kostka, Vladimir Joseph; Neighborhood Planning, University of Manitoba, School of Architec-
ture, Winnipeg, Manitoba, Canada, 1957.

; Planning Residential Subdivisions, University of Manitoba, School of Architecture,

Winnipeg, Manitoba, Canada, 1954.
Lavanburg Foundation, The; The Village in the City (N.D.).

414 BIBLIOGRAPHY

Lederman, Alfred, and Alfred Trachsel; Creative Playgrounds and Recreation Centers, Fred-
erick A. Praeger, New York, 1959.
Los Angeles County Regional Planning Commission; Landscaping of Industrial Areas, Los

Angeles, 1958.
Los Angeles Department of Public Works; More Than 14 Million People Want MY Property,

Division of Highways, District VII, Los Angeles, 1959.

Los Angeles Regional Planning Commission; Freeways for the Region, Los Angeles, 1943.
Lovelace, Eldridge, and William L. Weismantel; Density Zoning, Organic Zoning for Planned

Residential Developments, Urban Land Institute, Technical Bulletin No. 42, July 1961.
Lynch, Kevin; The Image of the City, Cambridge Technology Press and Harvard University

Press, 1960 (Publications of the Joint Center for Urban Studies).

MacElwee, Roy S.; Ports and Terminal Facilities, McGraw-Hill Book Co., New York, 1926.
Mandelker, Daniel R.; Green Belts and Urban Growth, University of Wisconsin Press, Madison,

Wise., 1962.
Marketers Research Services, Inc.; Baltimore Central Business District Projections, Planning

Council of the Greater Baltimore Committee, 1958.
Marks, Harold; "Subdividing for Traffic Safety," Traffic Survey Engineer, Los Angeles County

Road Department, Ninth Annual California Street and Highway Conference, University of

California, Berkeley, Calif., 1957.
Master Plan of Airports; County of Los Angeles, Regional Planning Commission, Los Angeles,

1940.
Master Plan of Highways; County of Los Angeles, Regional Planning Commission, Los Angeles,

1941.
McClintock, Miller; Short Count Traffic Surveys and Their Application to Highway Design?

Portland Cement Association, Chicago, 1935.
McKaye, Benton, and Lewis Mumford; "Townless Highways for the Motorist," Harper's Magazine,

August 1931.

McKenzie, R. D.; The Metropolitan Community, McGraw-Hill Book Co., New York, 1933.
Menlo Park Planning Dept. ; The Apartment Community, Planning Research Report No. 2, Menlo

Park, Calif., 1960.
Merriam, Robert E. ; The Subdivision of Land A Guide for Municipal Officials in the Regulation

of Land Subdivision, American Society of Planning Officials, Chicago, 1942.
Meyerson, M., and B. Terret; Metropolis Lost, Metropolis Regained, American Academy Political

and Social Science Annual, November 1957.
Minneapolis Planning Commission; Goals for Central Minneapolis Its Function and Design,

No. 0.103, Series 2, Minneapolis, 1959.
Mitchell, Robert B.; Metropolitan Planning for Land Use and Transportation: A Study, University

of Pennsylvania, Philadelphia, 1961.
Mitchell, R. B., and C. Rapkin; Urban Traffic, a Function of Land Use, Columbia University

Institute, Urban Land Use and Housing Studies, New York, 1954.
Mort, Seward H. 9 and Buford Hayden; Providing for Automotive Services in Urban Land Develop-

ment, Eno Foundation for Highway Traffic Control, Inc., Saugatuck, Conn., 1953.
Mott, Seward, and Max S. Wehrly; Shopping Centers: An Analysis, Technical Bulletin No. 11,

Urban Land Institute, Washington, D.C., 1949.

Moulton, Harold G.; The American Transportation Problem, The Brookings Institution, Wash-
ington, D.C., 1933.
Murphy, Raymond E., J. E. Vance, Jr., and Bart J. Epstein; Central Business District Studies,

Clark University, Worcester, Mass., 1955.
National Advisory Council on Recreation; A User-Resource Recreation Planning Method, Loomis,

Calif., 1959.

National Association of Home Builders; Home Builders Manual for Land Development, Wash-
ington, D.C., 1950.

National Association of Real Estate Boards; Blueprint for Neighborhood Conservation, The Build
America Better Council, Washington, D.C.

BIBLIOGRAPHY 415

National Committee on Urban Transportation; Better Transportation for Your City: A Guide to
the Factual Development of Urban Transportation Plans, Chicago, Public Administration
Service, 1958.
National Conservation Bureau; Manual of Traffic Engineering Studies, The Bureau, New York,

1945.

National Federation of Settlements and Neighborhood Centers; Neighborhood Goals in a Rapidly
Changing World., Action Research Workshop held at Arden House, Harriman, N.Y., 1958.
National Housing Agency; A Check List for the Review of Local Subdivision Controls, Wash-
ington, D.C., 1947.

; Public Housing Design, Federal Public Housing Authority, Washington, D.C., June 1946.

National Park Service; A Study of the Park and Recreation Problem of the U.S., U.S. Department

of the Interior, Washington, D.C., 1941.
National Recreation Association; Play Space in New Neighborhoods, A Committee Report on

Standards of Outdoor Recreation Areas in Housing Developments, New York, 1939.
National Resources Board ; Recreation Use of Land in the United States, Vol. IX, Report of Land

Planning Committee, Washington, 1938.
National Resources Planning Board; Transportation and National Policy, Washington, D.C,

1943.

Neff, Edgar R.; Planned Shopping Centers vs. Neighborhood Shopping Areas, Marketing Series
No. 3, Business Research Center, College of Business Administration, Syracuse University,
Syracuse, N.Y., 1955.
Neighborhoods, Schools, Recreation and Parks, The Metropolitan Planning Committee and the

Winnipeg Town Planning Commission, Manitoba, Canada, 1947.

Nelson, Richard Lawrence; The Selection of Retail Location, F. W. Dodge, New York, 1958.
Nichols, J. C.; Mistakes We Have Made in Community Developmejit, Technical Bulletin No.l,

Urban Land Institute, Washington, D.C., 1945.

Niering, William A. ; Nature in the Metropolis, Regional Plan Association, New York, 1960.
Nolting, Orin F., and Paul Opperman; The Parking Problem in Central Business Districts, Public

Administration Service, Chicago, 1938.
Outdoor Recreation Resources Review Commission; Outdoor Recreation for America, A Report

to the President and to the Congress, Washington, D.C., January 31, 1962.
Owen, W.; The Metropolitan Transportation Problem, Brookings Institute, Washington, 1956.
Parsons, Brinckerhoff, Hall & MacDonald; Regional Rapid Transit; A Report to the San Francisco

Bay Area Rapid Transit Commission, San Francisco, 1956.

Pennsylvania State University, College of Agriculture; The Economic and Social Impact of
Highways, A Progress Summary of the Monroeville Case Study, Agricultural Experiment
Station, University Park, Penn., Progress Report 219, 1960.

Perry, Clarence; The Neighborhood Unit, Vol. 7, Neighborhood and Community Planning, Re-
gional Survey of New York and Its Environs, New York, 1929.

; Housing for the Machine Age, Russell Sage Foundation, New York, 1939.

; Wider Use of the School Plant, Russell Sage Foundation, New York, 1910.

Peterson, John Eric; Airports for Jets, American Society of Planning Officials, Chicago, 1959.
Philadelphia City Planning Commission; Philadelphia Central District Study, Philadelphia, 1951.
Planning Facilities for Health, Physical Education, and Recreation, Athletic Institute, Inc.,

Chicago, 1956.
President's Advisory Committee on Government Housing Policies and Programs, A Report to the

President, December 1955, Washington, D.C.

President's Airport Commission; The Airport and Its Neighbors, Washington, D.C., 1952.
Rannels, John; The Core of the City: A Pilot Study of Changing Land Uses in Central Busijiess

Districts, Columbia University Press, New York, 1956.

Rasmussen, Steen Eiler; "Neighborhood Planning," Town Planning Review, January 1957.
San Francisco Department of City Planning; Daily Trips in San Francisco, San Francisco, June

1955.
Senate of the State of California; Subdivision Manual, Senate Chamber, Sacramento, Calif., 1959.

416 BIBLIOGRAPHY

Sharp, Thomas; The Anatomy of the Village, Penguin Books, Harmondsworth, Middlesex, 1946.

Siegel, Shirley; The Law of Open Space, Regional Plan Association, Inc., New York, 1960.

Simonson, Wilbur H.; The Mount Vernon Memorial Highway, American City, October 1930.

Smith, Paul E.; Shopping Centers, Planning and Management, National Retail Dry Goods Associa-
tion, New York, 1956.

Smith, Wilbur S., and Charles S. LeCraw; Parking, Eno Foundation for Highway Traffic Control,
December 1946.

Smith, Wilbur, and Associates; Future Highways and Urban Growth, The Automobile Manu-
facturers Association, 1961.

Snow, William Brewster; The Highway and the Landscape, Rutgers University Press, New Bruns-
wick, N.J., 1959.

Society of Industrial Realtors; Industrial Location Incentives, Atlantic City Conference, Wash-
ington, D.C., September 21-22, 1956.

; The 1959 Story: Financing Industrial Property, Washington, D.C., November 1, 1959.

Spengler, Edwin H.; Land Values in New York in Relation to Transit Facilities., Columbia Uni-
versity Press, New York, 1930.

Springfield, Oregon; Springfield Shoppers Paradise, August 1957.

Stein, Clarence, and Catherine Bauer; "Store Buildings and Neighborhood Shopping Centers,"
Architectural Record, February 1934.

Stonorov, Oscar, and Louis I. Kahn; You and Your Neighborhood, Revere Copper and Brass,
Inc., New York, 1944.

Strauss, Max William; Zoning for Parking, John W. Donner Publication No. 7, School of Publi-
cation Administration, University of Southern California, Los Angeles, June 1959.

Strayer, George D.; The School Building Program an Important Part of the City Plan, Proceed-
ings, National Conference on City Planning, June 1922.

Superintendent of Documents; Suggested Land Subdivision Regulations, U.S. Government Print-
ing Office, Washington, D.C., July 1960.

Sutherland, Robert L., and Julian L. Woodward; Introductory Sociology, J. B. Lippincott Co.,
New York, 1937.

Tax Institute, Inc.; Tax Policy The Impact of Outlying Shopping Centers on Central Business
Districts, Vol. 24, No. 8, Princeton, N.J., August 1957.

Technical Committee on Industrial Classification; Standard Industrial Classification Manual,
Office of Statistical Standards, Superintendent of Documents, U.S. Government Printing
Office, Washington, D.C., 1957.

Terre Haute Chamber of Commerce; Terre Haute C.B.D., Indiana, January 1959.

Thompson, Richard Grant; A Study of Shopping Centers, Real Estate Research Program, Institute
of Business and Economic Research, University of California, 1961.

Transit Research Foundation of Los Angeles, Inc., The; City and Suburban Travel, Issue 2X, Los
Angeles, 1960.

Tratman, E. E. R.; "Unification of Railway Passenger Terminals," Engineering News-Record,
February 24, 1927.

Tulsa, Okla., Department of Highways; Metropolitan Area Traffic Survey, 1954^-1955.

Tulsa Metropolitan Area Planning Commission; 1975 Metropolitan Tulsa, Tulsa, Okla., 1959.

Tunnard, C., and H. H. Reed; American Skyline: The Growth and Form of Our Cities and Towns,
Houghton Mifflin Company, Boston, 1955.

Turner, D. L.; The Fundamentals of Transit Planning for Cities, Proceedings, 14th National
Conference on City Planning, 1922.

United States Bureau of Public Roads; Parking Guide for Cities, Washington, D.C., 1956.

United States Chamber of Commerce; The Community Industrial Development Survey, Depart-
ment of Manufacture, Washington, D.C.

; Organizing for Community Industrial Development, Local Chamber of Commerce Service

Department, Washington, D.C., 1959.

United States Congress; Control of Advertising on Interstate Highways; Hearings, March 10,
1958, Senate Committee on Public Works.

BIBLIOGRAPHY 417

; The Impact of Suburban Shoppi?ig Centers on Independent Retailers; a report, January 5,

1960, Senate, Select Committee on Small Business (U.S. 86th Congress, Senate Report No.
1016).

United States Department of Commerce; Data Sources for Plant Location Analysis, Business and
Defense Services Administration, Office of Area Development, Superintendent of Documents,
U.S. Government Printing Office, Washington, D.C., 1959.

; Federal Laws, Regulations, and Other Material Relating to Highways. Bureau of Public

Roads, Through August 1960.

; General Location of National System of Interstate Highways, Superintendent of Docu-
ments, U.S. Government Printing Office, Washington, D.C., 1955.

; Highway Transportation Criteria in Zoning Law and Police Power and Planning for

Arterial Streets, Bureau of Public Roads, Washington, D.C., October 1960.

; National Airport Plan for 1958, Superintendent of Documents, U.S. Government Print-
ing Office, Washington, D.C., 1958.

Parking Guides for Cities, Bureau of Public Roads, Superintendent of Documents, U.S.

Government Printing Office, Washington, D.C., 1956.

United States Department of Health, Education and Welfare; Elementary School Administration
and Organization, Bulletin 1960, No. 11, Superintendent of Documents, U.S. Government
Printing Office, Washington, D.C., 1960.

United States Federal Aviation Agency; Small Airports, Washington, D.C., January 1959.

United States Housing Authority; Planning the Site, Department of the Interior, Washington,
D.C., 1939.

United States Small Business Administration; Basic Information Sources on Downtown Shopping
Districts, Washington, D.C., December 1955.

University of California; Business Decentralization, Bureau of Governmental Research, Los
Angeles, 1960.

University of North Carolina; Guidelines for Business Leaders and City Officials to a New
Central Business, Institute of Government, edited by Ruth L. Mace, Chapel Hill, N.C., 1961.

Urban Land Institute, Washington, D.C. ; Automobile Parking in Central Business Districts, Tech-
nical Bulletin No. 6, 1946.

; Technical Bulletin No. 40, January 1961.

; Technical Bulletin No. 42, July 1961.

; Community Builders Handbook, Executive Edition, 1960.

; Conservation and Rehabilitation of Major Shopping Districts, Technical Bulletin 22, Feb-
ruary 1954.

; Industrial Districts Restudied, An Analysis of Characteristics, Technical Bulletin 41,

April 1961.

; New Approaches lo Residential Land Development, Technical Bulletin 40, January 1961.

; A Re-Examination of the Shopping Center Market, Technical Bulletin 33, September

1958.

; Securing Open Space for Urban America, Technical Bulletin 36, 1959.

-; Shopping Centers Re-Studied, Part One: Emerging Patterns, February 1957.

Vernon, R.; The Changing Economic Function of the Central City, New York, Committee on Eco-
nomic Development, 1959.

Villanueva, Marcel; Planning Neighborhood Shopping Centers, National Committee on Housing,
Inc., New York, 1945.

Voorhees, A. M., Ed.; Land Use and Traffic Models, American Institute of Planners Journal,
May 1959.

Wagner, Hulse; The Economic Effects of Bypass Highways on Selected Kansas Communities,
Center for Research in Business, University of Kansas, Lawrence, Kansas, 1961.

Waverly, A Study in Neighborhood Conservation, Federal Home Loan Bank Board, Washington,
D.C., 1940.

Weir, L. H.; Parks: A Manual of Municipal and County Parks, A. S. Barnes & Co., New York,
1928.

418 BIBLIOGRAPHY

Weiss, Shirley F.; The Central Business District in Transition, City and Regional Planning Studies

Research Paper No. 1, Department of City and Regional Planning, University of North

Carolina, Chapel Hill, N.C., 1957.
Welch, Kenneth C.; Regional Shopping Centers, City Planning Commission, Grand Rapids,

Mich., 1948.
Westchester County Parks; Annual Reports, Westchester County Park Commission, Bronxville,

N.Y.
Whitten, Robert, and Thomas Adams; Neighborhoods of Small Homes: Economic Density of

Low-Cost Housing in America and England, Harvard University Press, Cambridge, Mass.,

1931.

Williams, Wayne R.; Recreation Places, Reinhold Publishing Corp., New York, 1958.
Wingo, Lowdon, Jr. ; Transportation and Urban Land, Resources for the Future, Inc., Washing-
ton, B.C., 1961.
Wirth, Louis; "Urbanism as a Way of Life," American Journal of Sociology, Vol. XLIV, No. 1,

July 1938.
Wolfe, M. R.; Locational Factors Suburban Land Development, Prepared for the Weyerhaeuser

Co. in the College of Architecture and Urban Planning, University of Washington, Seattle,

July 1961.
Wood, Elizabeth; A New Look at the Balanced Neighborhood: A Study and Recommendations,

Citizens' Housing and Planning Council of New York City, 1961.

; The Balanced Neighborhood, Citizens Housing and Planning Council, New York, 1960.

; The Small Hard Core, Citizens Housing and Planning Council, New York, 1957.

; Housing Design, Citizens Housing and Planning Council, New York, 1961.

Zettel, Richard M.; State Local Relations in Highway Affairs in the United States, Institute of

Transportation and Traffic Engineering, University of California, Berkeley, January 1960.
Zucker, Paul; The New Architecture and City Planning, Philosophical Library, Inc., New York,

1944.

PART V

Abercrombie, Patrick; Greater London Plan 1944, His Majesty's Stationery Office, London,

1945.

Abrams, Charles; Revolution in Land, Harper & Brothers, New York, 1939.
Academy of Political and Social Sciences; Building the Future City, The Annals, Philadelphia,

November 1945.
Ackerman, Frederick; "Controlling Factors in Slum Clearance and Housing," Architectural Forum,

February 1934.

; "Debt as the Foundation for Houses," Architectural Forum, April 1934.

Adams, Frederick J.; Density Standards for Multi-Family Residential Areas, American Institute

of Planners, Cambridge, Mass., 1943.
American Academy of Arts and Sciences; The Future Metropolis, Middletown, Conn., Wesleyan

University Press, 1960, 1960 Daedalus, Journal of the American Academy of Arts and

Sciences, Winter 1961, issued as Vol. 90, No. 1, of the Proceedings of the American Academy

of Arts and Sciences.

American Institute of Architects; "Urban Design," Journal of the A. LA., March 1961.
American Institute of Planners; Program for the Use of Tax Abandoned Land, Chicago, 1942.
; "Report of Committee on Urban Land Policies," Journal of American Institute of

Planners, Vol. XII, No. 2, 1946.
Armstrong, R. H., and Homer Hoyt; Decentralization in New York City, Urban Land Institute,

Washington, D.C., 1941.
Augur, Tracy; Citizen Participation in City Planning, The Annals, American Academy of Political

and Social Sciences, November 1945.
Bailey, F.; "Our Land Dilemma," Urban Land, April 1958.

BIBLIOGRAPHY 419

Barlow Report; Report of Royal Commission on Distribution of Industrial Population, H. M.

Stationery Office, London, 1940.
Bartholomew, Harland; The Present and Ultimate Effects of Decentralization Upon American

Cities, Urban Land Institute, Washington, D.C., 1940.

Bauer, Catherine; "Cities in Flux," The American Scholar, New York, Winter 1943-44.
Beyer, Glen H.; Housing: A Factual Analysis, The Macmillan Co., New York, 1958.
Boyd, John Taylor, Jr.; "Toward the Reconstruction of New York's Lower East Side," Architec-
tural Forum, January and August 1932.

Burnham, Daniel H., and Edward H. Bennett; Plan of Chicago, edited by Charles Moore, Com-
mercial Club, Chicago, 1909.

California Chapter of the American Institute of Planners; The Nature and Control of Urban

Dispersal, edited by Ernest A. Englebert, University Extension, University of California, 1960.

California Roadside Council, Inc.; More Attractive Communities for California, San Francisco,

1960.
Carnegie Institute of Technology; Planning and the Urban Community, edited by Harvey S.

Perloff, University of Pittsburgh Press, Pittsburgh, 1961.
Chamber of Commerce of the U.S.; Balanced Rebuilding of Cities, A Statement Issued by the

Construction and Civic Development Department Committee, Washington, D.C., 1937.
Chambless, Edgar; Roadtown, New York, 1910.
Chase, Stuart; The Road We Are Travelling, The Twentieth Century Fund, New York, 1942.

; For This We Fought, The Twentieth Century Fund, New York, 1946.

Churchill, Henry; Densities in New York City, Citizens Housing Council of New York, 1944.
Cole, William E.; Urban Society, Houghton Mifflin Co., Boston, 1958.
Colean, Miles L.; American Housing, The Twentieth Century Fund, 1947.

; Renewing Our Cities, Twentieth Century Fund, New York, 1953.

Colean, Miles, and Arthur P. Davies; Cost Measurement in Urban Redevelopment, National

Committee on Housing, New York, 1943.

Collection ASCORAL; Les Trois faablissements Humains, Denoel, 19 Rue Amelie, Paris, 1945.
Collison, Peter; "British Town Planning and the Neighborhood Idea," Oxford University,

Housing Centre Review (British) , Vol. 5, No. 6, December 1956.
Copenhagen Regional Planning Office; Preliminary Outline Plan for the Copenhagen Metropolitan

Region, August 1961.
Creighton, Thomas H., Ed.; Building for Modern Man, Princeton University Press, Princeton,

N.J., 1949.

Cullen, Gordon; Townscape, Reinhold Publishing Corp., New York, 1961.
Davidge, W. R., and Herbert Warren; Decentralization of Population and Industry, London, 1930.
Directive Committee on Regional Planning; The Case for Regional Planning with Special

Reference to New England, Yale University, Yale University Press, New Haven, 1947.
Duff, A. C.; Britain's New Towns, Pall Mall Press, London, 1961.
Editors of Fortune; The Exploding Metropolis, Doubleday & Co., New York, 1957.
Fagin, H., and R. C, Weinberg, Eds.; Planning and Community Appearance, New York Regional

Plan Association, 1958.

Ferris, Hugh; The Metropolis of Tomorrow, New York, 1929.

Ford, G. B.; Building Height, Bulk, and Form, Harvard University Press, Cambridge, Mass., 1931.
Ford, Henry; Ford Ideals, being a selection from "Mr. Ford's Page" in the Dearborn Independent?

The Dearborn Publishing Company, Dearborn, Mich., 1922.
Forshaw, J. H., and Patrick Abercrombie; County of London Plan, London County Council,

Macmillan & Co., Ltd., London, 1943.

Futterman, Robert A.; The Future of Our Cities, Doubleday & Co., New York, 1961.
Geddes, Norman Bel; Magic Motorways, Random House, New York, 1940.
George, Henry; Progress and Poverty, New York, 1879.

Gibberd, Frederick; Town Design, 3rd ed., Reinhold Publishing Corp., New York, 1959.
Giedion, Sigfried; Space, Time and Architecture, Harvard University Press, Cambridge, Mass.,
1943, rev. ed. 1954.

420 BIBLIOGRAPHY

Goodman, Percival and Paul; Communitas, University of Chicago Press, Chicago, 1947.

Goodrich, Carter; Migration and Economic Opportunity, Report on a study of population and
distribution, Philadelphia, 1936.

Gottman, Jean; Megalopolis, The Twentieth Century Fund, New York, 1961.

Grebler, Leo; Europe's Reborn Cities, Urban Land Institute, Technical Bulletin No. 28, Wash-
ington, D.C., March 1956.

Greer, "Guy; The Problems of the Cities and Towns, Conference on Urbanism, Harvard University,
March 5, 6, 1942.

; Your City Tomorrow, The Macmillan Co., New York, 1947.

Greer, Guy, Mrs. Samuel Roseman, and Ira S. Robbins; The Problem of Urban Redevelopment,
New York, 1944.

Gropius, Walter; Rebuilding Our Communities, Paul Theobald, Chicago, 1945.

Gruen, Victor, "The Emerging Urban Pattern," Progressive Architecture, July 1959.

Hansen, Alvin; "Financing Urban Redevelopment," Architectural Forum, April 1944.

and Guy Greer; Urban Redevelopment for Cities in the U.S., Federal Housing Administra-
tion, Washington, D.C., November 1941.

Urban Redevelopment and Housing, National Planning Association, Washington, D.C.,

1941.
Harrison, Bernard J., Jr., Henry Whitney, and Chloethiel Woodard; "From Rent to Space,"

Architectural Forum, June 1936.
Hawley, Amos H.; The Changing Shape of Metropolitan America; Deconcentration Since 1920 9

Free Press, Glencoe, 111., June 1956.
Hegemann, Werner; City Planning: Housing, Vol. I, Historical and Sociological, Architectural

Book Publishing Co., New York, 1936.
; City Planning: Housing, Vol. II, Political Economy and Civic Art, Architectural Book

Publishing Co., New York, 1938.
; City Planning: Housing, Vol. Ill, A Graphic Review of Civic Art, Architectural Book

Publishing Co., New York, 1938.
Hegemann, Walter, and Elbert Peets; Civic Art: The American Vitruvius, Architectural Book

Publishing Co., New York, 1922.
Herrey, Hermann and Erna, and Constantine Pertzoff; "An Organic Theory of City Planning,"

Architectural Forum, April 1944.

Higbee, Edward; The Squeeze: Cities Without Space, William Morrow & Co., New York, 1960.
Hilberseimer, Ludwig; The New City, Paul Theobald, Chicago, 1944.
; The Nature of Cities: Origin, Growth, and Decline; Pattern and Form: Planning

Problems, Paul Theobald and Co., Chicago, 1955.
Housing and Home Finance Agency; Comparative Digest of the Principal Provisions of State

Urban Redevelopment Legislation, Washington, D.C., April 1947.
; Comparative Digest of State Statutes Authorizing Insurance Companies, Building and

Loan Associations, and Savings Banks to Invest Funds Directly in Ownership and Operation,

or Construction and Sale of Housing Accommodations, Washington, D.C., January 1, 1948.

; Land Assembly for Urban Redevelopment, Washington, B.C., 1945.

; Urban Renewal Administration, Open Space Land Program, Initial Statement of Policies

to Govern Grants for Open Space Land.

Office of the General Counsel, Summary of the Housing Act of 1961, Public Law 87-70,

87th Congress, Washington, D.C.
Huxley, Aldous; On Living in a Revolution, Harper & Brothers, New York, 1944.
International Seminar on Urban Renewal; New Life for Cities Around the World; International

Handbook on Urban Renewal, 1958, Books International, New York, 1959.
Jacobs, Jane; The Death and Life of Great American Cities, Random House, New York, 1961.
Justement, Louis; New Cities for Old, McGraw-Hill Book Co., New York, 1946.
Land Value Taxation Around the World, Robert Schalkenbach Foundation, New York, 1955.
Le Corbusier; The City of Tomorrow, The Architectural Press, London, 1929.
; La Ville Radieuse, Boulogne, 1934.

BIBLIOGRAPHY 421

; When the Cathedrals Were White, Reynal & Hitchcock, New York, 1947.

; Concerning Town Planning, Translated by Clive Entwistle from Propos cFUrbanisme,

Yale University Press, New Haven, 1948.

; New World of Space, Reynal & Hitchcock, New York, 1948.

and Pierre Jeanneret; Oeuvre Complet, 1910-29, Verlag Dr. H. Girsberger & Cie., Zurich,

1930. 1929-34, Willy Boesiger, Zurich, Les Editions d'Architecture, Erlenbach, Zurich.
1934-38, Max Bill, Editions Dr. H. Girsberger, Zurich, 1945. 1938-46, Willy Boesiger, Les
Editions d'Architecture, Zurich. 1946-52, Editions Girsberger, Zurich, 1953. 1952-57,
Editions Girsberger, Zurich, 1957.

Le Corbusier, 1910-1960, George Wittenborn, Inc., New York, 1960.
Lewis, Harold MacLean; Planning the Modern City, Vols. 1 and 2, John Wiley & Sons, New York,

1949.

Lilienthal, David; Democrac