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Edita: Instituto Juan de Herrera. Av. Juan de Herrera 4. 28040 MADRID. ESPAÑA. ISSN: 1578-097X
Lewis Mumford[1]
Chicago, 1956.[2]
The natural history of urbanization has not yet been written, for
only a small part of the preliminary work has been done. The
literature of the city itself, until a half-century ago, was
barren to the point of nonexistence; and even now the ecologists
of the city, dealing too largely with a late and limited aspects
of urbanism, have hardly staked out the ground that is to be
covered. Our present purpose, accordingly, is to make use of such
studies as have so far been made in order to ask more pointed
questions and so, incidentally, to indicate further fields of
profitable study.
Whether one looks at the city morphologically or functionality,
one cannot understand its development without taking in its
relationship to earlier forms of cohabitation that go back to
non-human species. One must remember not only the obvious
homologies of the anthill and the beehive but also the nature of
fixed seasonal habitations in protected sites, like the breeding
grounds of many species of birds. Though permanent villages date
only from Neolithic times, the habit of resorting to caves for
the collective performance of magical ceremonies seems to date
back to an earlier period; and whole communities, living in caves
and hollowed-out walls of rock, have survived in widely scattered
areas down to the present. The outline of the city as both an
outward form and an inward pattern of life might be found in such
ancient assemblages. Whatever the aboriginal impetus, the
tendency toward formal cohabitation and fixed residence gave
rise, in Neolithic times, to the ancestral form of the city: the
village, a collective utility brought forth by the new
agricultural economy. Lacking the size and complexity of the
city, the village nevertheless exhibits its essential features:
the encircling mound or palisade, setting it off from the fields;
permanent shelters; storage pits and bins, with refuse dumps and
burial grounds recording silently past time and spent energy. At
this early stage, at least, Mark Jefferson's observation
[Jefferson, 1931] holds true: urban and rural, city and country,
are one thing, not two things.
Though the number of families per acre in a village is greater
than the number per square mile under a pastoral economy, such
settlements bring with them no serious disturbance in the natural
environment; indeed, the relation may even be favorable for
building up the soil and increasing its natural productivity.
Archeological explorers in Alaska have been able to detect early
settlements by noting the greenness of the vegetation around the
otherwise submerged village sites, probably due to the enrichment
of the soil from the nitrogenous human and animal waste
accumulated near by. Early cities, as we find them in Mesopotamia
and Egypt, maintain the symbiotic relation with agriculture that
we find in the village. In countries like China, still governed
by the principles of village economy, even contemporary cities
with high population density, such as Keyes describe, exhibit the
same reciprocal relations: «The most concentrated highly
developed agriculture is just outside the walls of cities»
[Keyes, 1951]. King estimated that each million city dwellers
in China account for more than 13,000 pounds of nitrogen, 2,700
pounds of phosphorus, and almost 4,500 pounds of potassium in the
daily night soil returned to the land [King, 1927]. Brunhes'
description of cities under «unproductive occupation of the soil»
does not altogether hold for the earliest types or, as I shall
show, for the latest types of city [Brunhes, 1920].
The emergence of the city from the village was made possible by
the improvements in plant cultivation and stock-breeding that
came with Neolithic culture; in particular, the cultivation of
the hard grains that could be produced in abundance and kept over
from year to year without spoiling. This new form of food not
merely offered insurance against starvation in the lean years,
as was recorded in the famous story of Joseph in Egypt, but
likewise made it possible to breed and support a bigger
population not committed to food-raising. From the standpoint of
their basic nutrition, one may speak of wheat cities, rye cities,
rice cities, and maize cities, to characterize their chief source
of energy; and it should be remembered that no other source was
so important until the coal seams of Saxony and England were
opened. With the surplus of manpower available as Neolithic man
escaped from a subsistence economy, it was possible to draw a
larger number of people into other forms of work and service:
administration, the mechanical arts, warfare, systematic thought,
and religion. So the once-scattered population of Neolithic
times, dwelling in hamlets of from ten to fifty houses
[Childe, 1954], was concentrated into «cities», ruled and
regimented on a different plan. These early cities bore many
marks of their village origins, for they were still in essence
agricultural towns: the main source of their food supply was in
the land around them; and, until the means of transport had
greatly improved and a system of centralized control has
developed, they could not grow beyond the limit of their local
water supply and their local food sources.
This early association of urban growth with food production
governed the relation of the city to its neighboring land far
longer that many observers now realize. Though grains were
transported long distances (even as special food accessories like
salt had circulated in earlier times), cities like Rome, which
drew mainly on the distant granaries of Africa and the Near East
(to say nothing of the oyster beds of Colchester in England) were
exceptions down to the nineteenth century. As late as fifty years
ago large portions of the fruits and vegetables consumed in New
York and Paris came from nearby market gardens, sometimes on
soils greatly enriched, if not almost manufactured, with urban
refuse, as Kropotkin pointed out in Fields, Factories and
Workshops [Kropotkin, 1899]. This means that one of the chief
determinants of large-scale urbanization has been nearness to
fertile agricultural land; yet, paradoxically, the growth of most
cities has been achieved by covering over and removing from
cultivation the very land (often, indeed, the richest alluvial
soils) whose existence at the beginning made their growth
possible. The tendency of cities to grow along rivers or near
accessible harbors was furthered not alone by the need for easy
transportation but by the need to draw on aquatic sources of food
to supplement those produced by the soil. This rich and varied
diet may itself have contributed to the vital energy of city
dwellers as contrasted with the more sluggish ways of
hinterlanders and perhaps may also have partly offset the bad
effect of close quarters in spreading communicable diseases.
While modern means of transport have equalized these advantages,
they have not yet hastened the migration of urban populations to
upland sites on poorer soils, though often these present more
salubrious climates and better living conditions.
The village and the small country town are historic constants.
One of the outstanding facts about urbanization is that, while
the urban population of the globe in 1930 numbered around
415,000,000 souls, or about a fifth of the total population, the
remaining fourfifths still lived under conditions approximating
that of the Neolithic economy [Sorre, 1952]. In countries as
densely peopled as India, as late as 1939, according to the
Statesman's Yearbook, less than 10 per cent of the total
population lived in cities. These «Neolithic» conditions include
the utilization of organic sources of energy, vegetable and
animal, the use of local supply of drinking water, the continuous
cultivation of land within walking distance of the village, the
partial use of human dung along with that of the animal for
fertilizer, a low concentration of inorganic refuse, like glass
and metals, and an absence of air pollution. In many parts of the
world, village settlements, far from encroaching on arable land,
occupy barren hill sites of little use for agriculture; the stony
outcrop of an Italian hill town involves only a slightly more
symmetrical arrangement of the original rock strata. The chief
weakness of these settlements, particularly in parts of the world
long cultivated, notably in Spain, Greece, or China, is due to
the peasant's begrudging the land needed for forest cover; he
thus tends, by overtillage, to promote erosion and to create a
further imbalance among the bird, insect, and plant population.
But, just as the early village economy was indebted to the
astronomical calendar produced in the temple cities for the
timely planting of their crops, so the present development of
ecological knowledge, which has led to increasing concern and
care for the woodland preserves in highly urbanized countries,
may in time counteract the otherwise destructive effects of
earlier stages in urban settlement.
With the first growth of urban populations in ancient
Mesopotamia, the symbiotic relations that originally held between
village and land were not greatly altered. «The city», as Childe
describes its earliest manifestations, is girt with a brick wall
and a fosse, within the shelter of which man found for the first
time a world of his own, relatively secure from the immediate
pressure of raw, external nature. It stands out in an artificial
landscape of gardens, fields, and pastures, created out of reed
swamp and desert by the collective activity of preceding
generations in building dykes and digging canals»
[Childe, 1942:94]. Though these cities represented «a new
magnitude in human settlements», the populations of Lagash, Umma,
and Khafaje are «reliably estimated to have been 19,000, 16,000,
and 12,000 respectively during the third millennium». The
Levitical cities described in the Bible, confirmed by modern
excavations of Gezer, had a town area of about 22 acres, with
pasture land, permanently reserved, amounting to about 300 acres
[Osborn, 1946]. More than four thousand years later, as late as
the sixteenth century, the characteristic size of the city in
western Europe ranged from 2,000 to 20,000 people; it was only
in the seventeenth century that cities of more than 100,000 began
to multiply. In both the Near East in ancient times and in
western Europe in the Middle Age, cities prudently retained some
portion of the land within their walls for gardens and the
harboring of animals for food in case of military siege. Even the
vast domains of Babylon must not mislead us into looking upon it
as comparable in density to modern London. A map drawn in 1895
by Arthur Schneider, and republished by [Hassert, 1907], shows
that Babylon covered an area big enough to contain Rome,
Tarentum, Syracuse, Athens, Ephesus, Thebes, Jerusalem, Carthage,
Sparta, Alexandria and Tyre, together with almost as much open
space between these cities as they occupied in their own right.
Even in Herodotus's time, Babylon had many of the aspects of an
overgrown village.
The Neolithic economy appears to have been a co-operative one.
The concentration upon plant cultivation in small neighborly
communities, never with a sufficient surplus of food or power to
promote too much arrogance in man's relation with other men or
with nature, established a natural balance between fields and
settlements. In Europe, as Élisée Reclus long ago noted, country
towns and villages tended to spread evenly, as far as topography
allowed, about the space of a day's walk apart. With the
introduction of metallurgy, during the succeeding period of
urbanization, came technological specialization, caste
differentiation, and heightened temptations to aggression; and
with this began a disregard for the welfare of the community as
a whole and, in particular, a tendency to ignore the city's
dependence upon its local resources. Excess of manpower abetted
an excessive belief in the power of man ---a belief deepened, no
doubt, by the efficacy of the new edged weapons and armor in
giving control to aggressive minorities who took the law into
their own hands. With the development of long-distance trading,
numerical calculation, and coinage, this urban civilization
tended to throw off its original sense of limits and to regard
all forms of wealth as purchasable by trade or procurable by a
demonstration of military power. What could not be grown or
produced in the local region could be, by theft or exchange,
obtained elsewhere. In time this urban economy made the mistake
of applying the pragmatic standards of the market place to the
environment itself: the process began of building over the
interior open spaces and building out over the surrounding land.
Until modern times the extensions of a city's walls marked its
growth as surely as does each additional ring of a tree. The wall
had perhaps a formative role in the transformation of the village
into the city; when made of heavy, permanent materials,
surrounded by a moat, it gave the city a means of protection the
little village could not afford. Not merely was it capable of
military defense, but the city, through its surplus population,
could muster enough manpower to hold against a large army of
attackers. The earliest meaning of «town» is an inclosed or
fortified place. The village that, because of its defensible
site, offered protection against predators of all kinds would in
times of peril attract families from more exposed areas and so,
with a larger, mixed population, would turn into a city. Thus the
temple citadel would add to its original population and, even
after the danger had passed, would retain some of those who
sought shelter and so become a city. In Greece, at least, the
city comes to the existence, historically, as such a synoecism.
But the morphological difference between the village and the city
is not simply the result of the latter's superior site or of the
fact that its geographic situation enables it to draw on a wider
area for resources, foods, and men and in turn to export their
products to a larger market, though both are facts conducive to
population growth and economic expansion. What distinguish city
from village are mainly two facts. The first of these is the
presence of an organized social core, around which the whole
structure of the community coheres. If this nucleation may begin
in the village stage, as remains of temples seem to indicate,
there is a general shift of household occupations and rituals
into specialized collective institutions, part of the intensified
social division of labor brought in with civilization itself.
But, from the standpoint of the city's relation to the earth, the
important point to notice is that, in this social core or
nucleus, the sharpest departures from the daily habits and the
physical structure of the village take place. Thus the temple,
unlike the hut, will be built of permanent materials, with solid
stone walls, often plated with precious stones or roofed with
rare timber taken from a distant quarry or forest, all conceived
on a colossal scale, while the majority of dwelling houses will
still be built of clay and reed, or wattle and daub, on the old
village pattern. While the temple area will be paved the streets
and alleys of the rest of the city will remain unpaved. As late
as imperial Rome, pavement will be introduced first into the
Forum, while most of the arteries remain uncovered, to become
sloughs of mud in rainy weather. Here too, in the urban palace,
as early as Akkad, such technological innovations as baths,
toilets, and drains will appear ---innovations that reaming far
beyond the reach of the urban populations-at-large until modern
times.
Along with this bold aesthetic transformations of the outward
environment, another tendency distinguishes the city from the
village ---a tendency to loosen the bonds that connect its
habitants with nature and to transform, eliminate, or replace its
earth-bound aspects, covering the natural site with an artificial
environment that enhances the dominance of man and encourages an
illusion of complete independence from nature. The first age of
the «urban revolution», to use Childe's term, had little
extrahuman power and few machines. Its technological heritage,
once it had learned to smelt copper and iron, was in every sense
an static one; and its major skills, weaving aside, were
concentrated on fashioning utensils and utilities (pots, jars,
vats, bins) and on building great collective works (dams,
irrigation systems, buildings, roads, baths) and, finally, cities
themselves. Having learned to employ fire of relatively high
intensity to glaze and smelt ores, these early civilizations
offset its danger by creating a fireproof environment. The
importance of this fact, once papyrus and paper were in use, can
hardly be overestimated. In this general transformation from the
transient to the fixed, from fragile and temporary structures to
durable buildings, proof against wind, weather, and fire, early
man emancipated himself likewise from the fluctuations and
irregularities of nature. Each of the utilities that
characterized the new urban form ---the wall, the durable
shelter, the arcade, the paved way, the reservoir, the aqueduct,
the sewer--- lessened the impact of nature and increased the
dominance of man. That fact was revealed in the very silhouette
of the city, as the traveler beheld it from the distance.
Standing out in the vegetation-clad landscape, the city became
an inverted oasis of stone or clay. The paved road, a man-made
desert that speeds traffic and makes it largely independent of
the weather and the seasons; the irrigation ditch, a man-made
river system that releases the farmer from irregularities of
seasonal rainfall; the water main, an artifial brook that turns
the parched environment of the city into an oasis; the pyramid,
an artificial mountain that serves as symbolic reminder of man's
desire for permanence and continuity ---all these inventions
record the displacements of natural conditions with a collective
artifact of urban origin.
Physical security and social continuity were the two great
contributions for the city. Under those conditions every kind of
conflict and challenge became possible without disrupting the
social order, and part of this new animus was directed into a
struggle with the forces of nature. By serving as a secure base
of operations, a seat of law and government, a repository of
deeds and contracts, and a marshaling yard for manpower, the city
was able to engage in long-distance activities. Operating through
trade, taxation, mining, military assault, and road-building,
which made it possible to organize and deploy thousands of men,
the city proceeded to make large-scale transformations of the
environment, impossible for groups of smaller size to achieve.
Through its storage, canalization, and irrigation, the city, from
its earliest emergence in the Near East, justified its existence,
for it freed the community from the caprices and violences of
nature ---though no little part of that gift was nullified by the
further effect of subjecting the community more abjectly to the
caprices and violences of men.
Unfortunately, as the disintegration of one civilization after
another reminds us, the displacement of nature in the city
rested, in part, upon an illusion ---or, indeed, a series of
illusions--- as to the nature of man and his institutions: the
illusions of self-sufficiency and independence and of the
possibility of physical continuity without conscious renewal.
Under the protective mantle of the city, seemingly so permanent,
these illusions encouraged habits of predation or parasitism that
eventually undermined the whole social and economic structure,
after having worked ruin in the surrounding landscape and even
in far-distant regions. Many elements supplied by nature,
necessary for both health and mental balance, were lacking in the
city. Medicine, as practiced by the Hippocratic School in the
great retreats, like that at Kos, concerned with airs, waters,
and places, seems at an early age to have employed in therapy
natural elements that were depleted or out of balance even in the
relatively small Aegean cities of the fifth century B.C., though
their ruling classes spent no small part of their leisure in the
exercise of the body. Through the ages the standard prescription
for most urban illnesses ---and perhaps as effective as more
specific remedies--- is retreat to some little village by
seacoast or mountain ---that is, restoration to a pre-urban
natural environment. In times of plague the retreat repeatedly
has taken on the aspects of a rout. Though man has become the
dominant species in every region where the city has taken hold,
partly because of the knowledge and the system of public controls
over both man and nature he exercises there, he has yet to
safeguard that position by acknowledging his sustained and
inescapable dependence upon all his biological partners. With the
ecological implications of this fact, I shall deal later.
Probably no city in antiquity had a population of much more than
a million inhabitants, not even Rome; and, except in China, there
were no later Romes until the nineteenth century. But, long
before a million population is reached, most cities come to a
critical point in their development. That occurs when the city
is no longer in symbiotic relationship with its surrounding land;
when further growth overtaxes local resources, like water, and
makes them precarious; when, in order to continue its growth, a
city must reach beyond its immediate limits for water, for fuel,
for building material used in manufacture; and, above all, when
its internal birth rate becomes inadequate to provide enough
manpower to replace, if not to augment, its population. This
stage has been reached in different civilizations at different
periods. Up to this point, when the city come to the limits of
sustenance[3] in its own territory, growth takes place by
colonization, as in a beehive. After this point, growth takes
place, in defiance of natural limitations, by a more intensive
occupation of the land and by encroachment into the surrounding
areas, with the subjugation by law or naked force of rival
growing cities bidding for the same resources.
Most of the characteristics of this second form of urban growth
can be observed in the history of Rome. Here the facts are better
documented than they are for most ancient cities; and the effects
upon the landscape have remained so visible that they suggested
to George Perkins Marsh the principal lines of his investigation
of The Earth as Modified by Human Action
[Marsh, 1864][Marsh, 1874]. Rome of the Seven Hills is an
acropolis type of city, formed by a cluster of villages united
for defense; and the plain of the Tiber was the original seat of
their agriculture. The surplus population of this region
conquered first the neighboring territories of the Etruscans and
then those of more distant lands. By systematic expropriation,
Rome brought wheat, olive oil, dried fish, and pottery back to
the original site to sustain its growing population. To
facilitate the movement of its legions and speed up the processes
of administration, it carved roads through the landscape with
triumphant disregard of the nature of the terrain. These roads
and viaducts went hand in hand with similar work of engineering,
the aqueducts and reservoirs necessary to bring water to Rome.
By short-circuiting the flow water from mountainside to sea, the
city monopolized for its special uses a considerable amount of
runoff; and, to offset some of the effects of metropolitan
overcrowding, it created a cult of the public bath that in turn
imposed a heavy drain upon the fuel supplied by the near-by
forest areas. The advance of technology, with central hot-air
heating, characteristically hastened the process of
deforestation, as was later to happen in the glass- and
ironmaking and shipbuilding industries of northern Europe and to
be repeated today in the heavy industrial demand for cellulose.
Meanwhile, the sewers of Rome, connected to public toilets,
polluted the Tiber without returning the precious mineral
contents to the soil, though even in imperial Rome dung farmers
still collected most of the night soil from the great tenements
of the proletariat. At this stage the symbiotic relation turns
into a parasitic one; the cycle of imbalance begins, and the mere
massing of the demand in a single center results in denudations
and desiccations elsewhere. The more complete the urbanization,
the more definite is the release from natural limitations; the
more highly the city seems developed as an independent entity,
the more fatal are the consequences for the territory it
dominates. This series of changes characterizes the growth of
cities in every civilization: the transformation of eopolis into
megalopolis. If the process wrought damage to the earth even in
the ancient world, when cities as big as Rome, Carthage, and
Alexandria were the exception rather than the rule, we have good
reason to examine carefully the probable consequences of the
present wave of urbanization.
Let me sum up the observations so far made with respect to the
natural history of cities. In the first stage of urbanization the
number and size of cities varied with the amount and productivity
of the agricultural land available. Cities were confined mainly
to the valleys and flood plains, like the Nile, the Fertile
Crescent, the Indus and the Hwang Ho. Increase of population in
any one city was therefore limited. The second stage of
urbanization began with the development of large-scale river and
sea transport and the introduction of roads for chariots and
carts. In this new economy the village and the country town
maintained the environmental balance of the first stage; but,
with the production of grain and oil in surpluses that permitted
export, a specialization in agriculture set in and, along with
this, a specialization in trade and industry, supplementing the
religious and political specialization that dominated the first
stage. Both these forms of specialization enabled the city to
expand in population beyond the limits of its agricultural
hinterland; and, in certain cases, notably in Greek city of
Megalopolis, the population in smaller centers was deliberately
removed to a single big center ---a conscious reproduction of a
process that was taking place less deliberately in other cities.
At this stage the city grew by draining away its resources and
manpower from the countryside without returning any equivalent
goods. Along with this went a destructive use of natural
resources for industrial purposes, with increased concentration
on mining and smelting.
The third stage of urbanization does not make its appearance
until the nineteenth century, and it is only now beginning to
reach its full expansion, performance, and influence. If the
first stage is one of urban balance and cooperation, and the
second is one of partial urban dominance within a still mainly
agricultural framework, behind both is an economy that was forced
to address the largest part of its manpower toward cultivating
the land and improving the whole landscape for human use. The
actual amount of land dedicated to urban uses was limited, if
only because the population was also limited. This entire
situation has altered radically during the last three centuries
by reason of a series of related changes. The first is that world
population has been growing steadily since the seventeenth
century, when the beginning of reasonable statistical estimates,
or at least tolerable guesses, can first be made. According to
the Woytinskys [Woytinskys, 1953], the average rate of
population increase appears to have gone up steadily: 2.7 per
cent from 1650 to 1700; 3.2 per cent in the first half of the
eighteenth century and 4.5 per cent in the second half; 5.3 per
cent from 1800 to 1850; 6.5 per cent from 1850 to 1900; and 8.3
per cent from 1900 to 1950. As the Woytinskys themselves remark,
these averages should not be taken too seriously; yet there is
a high probability that an acceleration has taken place and
hardly any doubt whatever that the world population has doubled
during the last century, while the manpower needed to maintain
agricultural productivity in mechanized countries has decreased.
By itself this expansion might mean no more than that the less
populated parts of the earth would presently acquire densities
comparable to those of India and China, with a great part of the
increase forced to undertake intensive cultivation of the land.
But this increase did not take place by itself; it was
accompanied by a series of profound technological changes which
transformed the classic «age of utilities» into the present «age
of the machine» and a predominantly agricultural civilization
into a urban one ---or possibly a suburban one. These two
factors, technical improvement and population growth, have been
interacting since at least the sixteenth century, for it was the
improvement in the sailing ship and the art of navigation that
opened up the almost virginal territory of the New World. The
resulting increase of food supply, in terms of added tillage, was
further augmented by New World crops like maize and the potato.
Meanwhile, the increased production of energy foods ---vegetable
oils, animals fats, and sugar cane and sugar beet--- not merely
helped support a large population but in turn, through the supply
of fat, turned soap from a courtly luxury to a household
necessity; and this major contribution to hygiene ---public and
personal--- probably did more to lower death rate that any other
single factor. From the beginning of the nineteenth century the
surplus population made it possible for old cities to expand and
new cities to be founded. As Webber long ago pointed out
[Webber, 1899], the rate was even faster in Germany in the
second half of the nineteenth century than it was in the United
States.
This wave of urbanization was not, as is sometimes thought,
chiefly dependent upon the steam engine or upon improvements in
local transportation. The fact is that the number of cities above
the 100,000 mark had increased in the seventeenth century, well
before the steam engine or the power loom had been invented.
London passed the million mark in population by 1810, before it
had a mechanical means of transportation or the beginning of an
adequate water supply (in parts of London piped water was turned
on only twice a week). But a marked change, nevertheless, took
place in urban growth during the nineteenth century.
At this moment the four natural limits on the growth of cities
were thrown off: the nutritional limit of an adequate food and
water supply; the military limit of protective walls and
fortifications; the traffic limit set by slow-moving agents of
reliable transportation like the canalboat; and the power limit
to regular production imposed by the limited number of water-power sites and the feebleness of the other prime movers ---horse
and wind power. In the new industrial city these limits ceased
to hold. While up to this time growth was confined to commercial
cities favorably situated at the merging point of two or more
diverse regions with complementary resources and skills, urban
development now went on in places that had easy access to the
coal measures, the iron-ore beds, and the limestone quarries.
Pottery towns, cotton towns, woolen towns, and steel towns, no
longer held down in size, flourished wherever the tracks for
steam locomotives could be laid and the steam engine established
as a source of power. The only limitation on the spread and
multiplication of towns under this regime was the disability of
the steam locomotive to operate efficiently on grades of more
than 2 per cent. Whereas the water power and wind power of the
eotechnic period had tended to distribute industry in the coastal
cities of high winds or along fast-running upland streams, coal
power tended to group industry in the valleys near the mine pits
or along the railroad lines that constituted a continuation of
the mine and the mining environment [Mumford, 1934]. Industry,
like agriculture, competes for the heavy lowland soils. As for
the railroad itself, it is one of the greatest devourers of land
and transformers of landscape. The marshaling yards of its great
urban terminal put large areas out of urban or agricultural
use.[4]
Up to the middle of the nineteenth century, water-power sites,
the seats of earlier industrial improvements, continued to
attract industries into mill villages; but, with the coming of
the railroad, industries grouped together in cities in order to
take advantage of the surplus labor that accumulated there. From
this time on, whole districts, such as Elberfeld-Barmen,
Lille-Roubaix, the Black Country, and the Delaware Valley, become
urbanized, and the limits of city growth are reached only when
one city, by its conversion of farmland into building lots,
coalesces with another city engaged in the same process. Growth
of this kind, automatic and unregulated, a result of the railroad
and the factory, has never been possible before; but now the
agents of mechanization not merely created their own environment
but set a new pattern for the growth of already existing great
cities. Looking at Bartholomew's population map of Britain early
in the present century, Patrick Geddes discovered that
urbanization had taken a new form: urban areas, hitherto
distinct, both as political units and as topographic features,
had in fact flowed together and formed dense population masses
on a scale far greater than any of the big cities of the past,
forming a new configuration as different as the city itself was
from its rural prototypes [Geddes, 1915]. He called this new
kind of urban grouping the «conurbation». This new urban tissue
was less differentiated than the old. It presented an
impoverished institutional life; it showed fewer signs of social
nucleation; and it tended to increase in size, block by block,
avenue by avenue, «development» by «development», without any
individuality of form and, most remarkable of all, without any
quantitative limits [West Midland Group, 1948].
This concentration of industry had marked effects upon the entire
environment. The new source of power-coal; the new industrial
processes, massed in the new steelworks and coke ovens; the new
chemical plants for manufacturing chlorine, sulfuric acid, and
hundreds of other potentially noxious compounds: all poured their
waste products into the air and waters on a scale that made it
impossible for the local environment to absorb them as it might
have absorbed the effluvia of a village industry or the organic
waste of a tannery or a slaughter-house. Streams hitherto well
stocked with fish, salubrious for bathing, and even potable
became poisonous sewers: while the fall of soot, chemical dust,
silica, and steel particles choked vegetation in what open ground
remained and left their deposits in human lungs. The effects of
this pollution, and the possibility of more radical and
irretrievable pollution to come through the use of atomic
reactors, are dealt with in chapters that follow [in the original
book, N. of the E.]. Here the point to mark is that it was a
natural penalty of overconcentration. The very ubiquity of the
new type of city, coupled with its density, increases, for
example, the threat of a lethal fog from chemicals normally in
the air, such as wiped out over five thousand lives in a single
week in London in 1952; a mass exodus by cars, at the low speed
imposed by a heavy fog, would itself add to the deadly gases
already in the air.
The extension of the industrial conurbation not merely brings
with it the obliteration of the life-sustaining natural
environment but actually creates, as substitute, a definitely
antiorganic environment; and even where, in the interstices of
this urban development, land remains unoccupied, it progressively
ceases to be of use for either agriculture or recreation. The
removal of topsoil, or its effacement by buildings and slag
piles, brings on no temporary denudation; it results in deserts
that, even if every effort suggested by science were made, might
take centuries to redeem for human occupancy, to say nothing of
more organic forms of cultivation. Though the conurbation came
into existence through the dense industrial occupation of a whole
region rather than through the overgrowth of a single dominate
city, the two types overlap. In England, Birmingham itself,
though the center of congeries of smaller towns, has passed the
million mark, to become the second city in Britain. By offering
a big local market, the great conurbations, in addition to
attracting the consumption trades and industries, have brought
in petroleum refineries, chemical plants, and steelworks, which
gravitate to the cheaper land of the edge of metropolitan areas.
This tends to create industrial defilement at the point where Sir
John Evelyn, in 1661 in his pamphlet Fumifugium [Evelyn, 1933!],
proposed to create a protective green belt, filled with aromatic
shrubs, to purify the already noisome air of London. This
extension of the area of industrial pollution into the very land
that the overgrown city needs for mass recreation ---accessible
to sunlight, to usable ocean, river front, and woodland---
likewise lessens the advantage of the only form of temporary
escape left: retreat to the suburb.
From the very nature of the city as a market, a workshop, and a
place of civic assemblage, there is a direct relation between its
growth and the growth of transportation systems, though, in the
case of seaways and airways, the latter may be visible only in
the increase of harbor facilities and storehouses. In general,
one may say that, the heavier the urbanization, the heavier the
transportation network, not merely within but without. From
ancient Rome to recent times, the fifteenfoot roadway remained
the outsize. But, with the eighteenth century, land
transportation takes a new turn. In 1861, Wilhelm Heinrich Riehl
noted it in the change from the rural highroads of the old town
economy to the new Landstrasse, planned in more systematic
fashion by the new bureaucracy ---wider by three feet, more
heavily paved, and often lined with trees, as in the beautiful
highway lined with ancient lindens between Lübeck and Travemunde
[Riehl, 1935!]. With the coming of railroad transportation, the
width of the new kind of permanent way again increased; the
railroad made fresh demands for large areas of flat, low-lying
land to serve as marshaling yards, adjacent to the city or even
cutting a great wedge through it. The economy of the water-level
route again turned to a non-agricultural use of precisely the
land that was often the most fertile available and spoiled even
its recreational value. With the introduction of the motorcar,
even secondary roads demanded pavement, and arterial roads both
widened and multiplied, with the result that around great
metropolises six-, seven-, and eight-lane highways with
two-hundred-foot rights of way become increasingly common. They
are further complicated by great traffic circles or clover-leaf
patterns of overpass and underpass to permit the continuous flow
of traffic at intersections, however wasteful of land these
junctions may be. In the case of park-ways planned to follow the
ridges, like the Taconic State Parkway in New York State, the
land given over to the road may be of minor value either for
agricultural of for civic use; but where the highway engineer
ignores the contours, follows the valleys, and cuts through hills
to maintain his level, the motorway maybe an active agent both
in eroding the soil and in disrupting the habitat. The yielding
of water navigation to land transport has aggravated this damage;
and every further congestion of populations leads to still more
highway-building of a permanent and costly kind of accommodate
the mass week-end exit of motorist. Thus the city, by its
incontinent and uncontrolled growth, not merely sterilizes the
land it immediately needs but vastly increases the total area of
sterilization far beyond its boundaries.
At this point we are confronted with two special phenomena know
only in embryonic form in other urban cultures: the production
of a new kind of urban tissue, in the open pattern of the suburb,
and the further development of a mass transportation by means of
self-propelled, individual vehicles, trucks, and motorcars. The
first change, the result of seeking an environment free from
noise, dirt, and overcrowding of the city, actually antedated the
means that made it possible on a mass scale. In London this
suburban movement began as early as Elizabethan times as a
reaction against the overbuilding and overcrowding that had then
taken place in the center of the city; and at the end of the
eighteenth century a similar exodus occurred among merchants who
could afford a private coach to take them into the city. With
increased facilities of transportation offered by the public
coach and the railroad, this suburban movement became more common
through the nineteenth century, as witness the growth of St.
John's Wood, Richmond, and Hampstead in London, of Chestnut Hill
and Germantown in Philadelphia, and of the Hudson River suburbs
in New York. But, up to 1920, it was mainly the upper-income
groups that could afford the luxury of sunlight, fresh air,
gardens, open spaces, and access to the open country. The new
open-type plan, with houses set in gardens, at densities of from
two houses to ten or twelve per acre, had long been
characteristic of American country towns, most notably those of
New England; indeed, this open pattern dominated west of
Alleghenies. But this standard now became universalized in the
upper-class suburb, though its economic base lay outside the area
of the suburb occupied and from the beginning demanded a heavy
sacrifice of man-hours in commuting to the distant metropolis.
The low cost of the suburban land and the possibility of
economizing in local utilities like roads and sewers encouraged
luxurious standards of space and gave those who could afford to
escape a superior biological environment and perhaps, if
Thorndyke is correct [Thorndyke, 1939], a superior social one.
The initiative of a few farsighted industrialist, like Lever
(Port Sunlight, 1887) and Cadbury (Bournville, 1895), proved that
similar standards could be applied to building working-class
quarters when land was sufficiently cheap.
Since 1920 the spread of private motor vehicles has completed the
work of enlarging potential suburban territory, an expansion
already well begun in the 1900's by interurban electric transit.
The exodus to suburbia has taken in wave after wave of city
dwellers, at lower and lower income levels, seeking to escape the
congested and disordered environment of the big city. This
removal from the city has not been accompanied by any equivalent
decentralization of industry; rather it has served to sustain an
antiquated pattern of concentration. The pattern of population
distribution around great cities has been the product, not of
social foresight for public ends, but mainly of private
initiative for private profit, though it could not have taken
place on its present scale in America without a vast public
investment in highways, expressways, bridges, and tunnels. The
result of this uncontrolled spread of the suburb has been to
nullify the very purposes that brought the movement into
existence.
But suburban agglomeration cannot be treated as a fact in itself;
it carries with it, through the demands of motorcar, both for
private transportation and for the movement of goods, an enormous
increase in paved roads, which eat into the surviving
agricultural and wilderness areas and permanently sterilize ever
larger quantities of land. The filling-up of marshes, the
coverage of rich soils with buildings, the felling of woodlands,
the clogging of local brooks and streams, and the abandonment of
local springs and wells were all secondary disturbances of the
early type of metropolis, even when it reached a population of
a million people. When Rome was surrounded by the Aurelian wall
in A.D. 274, it covered, according to [Carcopino, 1940], a
little more than 5 square miles. The present area of Greater
London is about a hundred and thirty times as great as this,
while it is roughly six hundred and fifty times as great as the
area, namely, 677 acres, surrounded by its wall in the Middle
Ages. The metropolitan area of New York is even more widespread;
it covers something like 2,514 square miles; and already a good
case could be made out for treating a wide coastal strip from
Boston to Washington as one continuous conurbation,
geographically speaking [...]. This difference in magnitude
between every earlier type of urban development and that
characterizing our own age is critical. What is more, as
population increases, the percentage of the population in cities
increases, too, and the ratio of those going into metropolitan
areas is even higher. Even in England, though the amount of land
occupied by cities, «built-over land», is low (2.2 per cent) in
proportion to the entire land area of the British Isles, this is
more than half the area of «first-class» land available for
agriculture and is a tenth of the «good land» available,
according to Sir L. Dudley Stamp's classification [Stamp, 1952].
Since requirements for manufacture and urban development are for
accessible, graded land, these demands conflict with the needs
of the farmer; they compete for the same good soils, and only
government intervention in England, since 1932, has saved this
misuse of valuable agricultural land.
Under modern technical conditions the open pattern of the
residential suburb is not confined to domestic needs alone. The
demand for large land areas characterizes modern factory
organization, with its horizontally ordered assembly lines,
housed in spreading one-story structures, and, above all,
airports for long-distance flights, whose demand for landing
lanes and approaches on the order of miles has increased with the
size and speed of planes. In addition, the noise of planes,
especially jets, sterilizes even larger areas of land for
residential use as both hazardous to life and dangerous to
health. There are many urban regions, like that tapped by the
main-line railroads from Newark, New Jersey, to Wilmington,
Delaware, where urban tissue has either displaced the land or so
completely modified its rural uses as to give the whole area the
character of a semiurban desert. Add to this, in every
conurbation, the ever larger quantity of land needed for
collective reservoir systems, sewage works, and garbage-disposal
plants as dispersed local facilities fall out of use.
As a result of population increase and urban centralization, one
further demand for land, unfortunately a cumulative one, must be
noted: the expansion of urban cemeteries in all cultures that
maintain, as most «Christian» nations do, the Paleolithic habit
of earth burial. This has resulted in the migration of the
burying ground from the center to the outskirts of metropolitan
areas, where vast cemeteries serve, indeed, as temporary suburban
parks, until they become a wilderness of stone monuments. Unless
the custom of periodically emptying out these cemeteries as was
done in London and Paris with the bones in old churchyards, takes
hold, or until cremation replaces burial, the demand for open
spaces for the dead threatens to crowd the quarters of the living
on a scale impossible to conceive in earlier urban cultures.
Whereas the area of the biggest cities, before the nineteenth
century, could be measured in hundreds of acres, the areas of our
new conurbations must now be measured in thousands of square
miles. This is a new fact in the history of human settlement.
Within a century the economy of the Western world has shifted
from a rural base, harboring a few big cities and thousands of
villages and small towns, to a metropolitan base whose urban
spread not merely has engulfed and assimilated the small units,
once isolated and self-contained, as the amoeba engulfs its
particles of food, but is fast absorbing the rural hinterland and
threatening to wipe out many natural elements favorable to life
which in earlier stages balanced off against depletions in the
urban environment. From this, even more critical results follow.
Already, New York and Philadelphia, which are fast coalescing
into a single conurbation along the main-line railroads and the
New Jersey Turnpike, find themselves competing for the same water
supply, as Los Angeles competes with the whole state of Arizona.
Thus, though modern technology has escaped from limitations of
a purely local supply of water, the massing of populations makes
demands that, even apart from excessive costs (which rise
steadily as distance increases), put a definable limit to the
possibilities of further urbanization. Water shortages may indeed
limit the present distribution long before food shortages bring
population growth to an end.
This situation calls for a new approach to the whole problem of
urban settlement. Having thrown off natural controls and
limitations, modern man must replace them with an at least
equally effective man-made pattern. Though alternative proposals
may be left to that portion of this volume dealing with the
future, one new approach has fifty years of experience behind it
and may properly be dealt with under the head of history. In the
last decade of the nineteenth century two projects came forth
relating to the need, already visible by then, to achieve a
different balance among cities, industries, and natural regions
from that which had been created by either the old rural economy,
the free town economy, or the new metropolitan economy. The first
of these suggestions was the work of the geographer Peter
Kropotkin. His book Fields, Factories, and Workshops
[Kropotkin, 1899] dealt with the alteration in the scale of
technically efficient enterprise made possible by the invention
of the electric motor. The other book, Tomorrow [Howard, 1898],
embodied a proposal to counteract the centralization of the great
metropolis by reintroducing the method of colonization to take
care of its further growth. Howard proposed to build relatively
self-contained, balanced communities, supported by their local
industry, with a permanent population, of limited number and
density, on land surrounded by a swath of open country dedicated
to agriculture, recreation, and rural occupation. Howard's
proposal recognized the biological and social grounds, along with
the psychological pressures, that underlay the current movement
to suburbia. It recognized the social needs that were causing an
exodus from rural regions or drab, one-industry towns into the
big city. Without disparaging such real advantages as the
concentrated activities and institutions of the city offered,
Howard proposed to bring about a marriage between town and
country. The new kind of city he called the «garden city», not
so much because of its internal open spaces, which would approach
a sound suburban standard, but more because it was set in a
permanent rural environment.
Besides invoking the Aristotelian ideas of balance and limits,
Howard's greatest contribution in conceiving this new garden city
was provision for making the surrounding agricultural area an
integral part of the city's form. His invention of a horizontal
retaining wall, or green belt, immune to urban building, was a
public device for limiting lateral growth and maintaining the
urban-rural balance. In the course of twenty years two such
balanced communities, Letchworth (1903) and Welwyn (1919), were
experimentally founded by private enterprise in England. The
soundness of the garden-city principle was recognized in the
«Barlow Report» [Barlow, 1940] on the decentralization of
industry. Thanks to World War II, the idea of building such towns
on a great scale, to drain off population from the overcrowded
urban centers, took hold. This resulted in the New Towns Act of
1947, which provided for the creation of a series of new towns,
fourteen in all, in Britain. This open pattern of town-building,
with the towns themselves dispersed through the countryside and
surrounded by permanent rural reserves, does a minimum damage to
the basic ecological fabric. To the extent that their low
residential density, of twelve to fourteen houses per acre, gives
individual small gardens to almost every family, these towns not
merely maintain a balanced micro-environment but actually grow
garden produce whose value is higher than that produced when the
land was used for extensive farming or grazing [Block, 1954].
On the basis of the garden-city principle, Stein and others have
put forth the possibility of establishing a new type of city by
integrating a group of communities into an organized design that
would have the facilities of a metropolis without its congestion
and loss of form [Stein et alii, 1951]. The basis of this kind
of grouping was laid down in the survey of the state of New York
made by the Commission of Housing and Regional Planning, of which
Stein was chairman, and was published with Henry Wright in 1926.
Wright, the planning adviser, here pointed out that the area of
settlement was no longer the crowded terminal metropolitan areas
of the railroad period but that electric power and motor
transportation had opened up a wide belt on each side of the
railroad trunk lines, equally favorable for industry,
agriculture, and urban settlement. The most fertile soil and the
most valuable geological deposits were almost entirely in the
areas below the thousand-foot level; and, in planning for the new
urban settlement, the reservation of forest areas for water
catchment and recreation, for lumber, and for electric power was
important. Instead of treating the city as an intrusive element
in a landscape that would finally be defaced or obliterated by
the city's growth, this new approach suggested the necessity of
creating a permanent rural-urban balance. In the regional city,
as Stein conceived it, organization would take the place of mere
agglomeration and, in doing so, would create a reciprocal
relation between city and country that would not be overthrown
by further population growth ([Mumford, 1925] [Mumford, 1938]
[MacKaye, 1928] [Stein et alii, 1951]).
With this statement of the problems raised for us today by the
natural history of urbanization, our survey comes to an end. The
blind forces of urbanization, flowing along the lines of least
resistance, show no aptitude for creating an urban and industrial
pattern that will be stable, self-sustaining, and self-renewing.
On the contrary, as congestion thickens and expansion widens,
both the urban and the rural landscape undergo defacement and
degradation, while unprofitable investments in the remedies for
congestion, such as more superhighways and more distant
reservoirs of water, increase the economic burden and serve only
to promote more of the blight and disorder they seek to palliate.
But however difficult it is to reverse unsound procedures that
offer a temporary answer and immediate (often excessive)
financial rewards, we now have a prospects of concrete
alternatives already in existence in England and partly
established in a different fashion by the regional planning
authority for the highly urbanized Ruhr Valley in Germany. With
these examples before us, we have at least a hint of the future
task of urbanization: the re-establishment, in a more complex
unity, with a full use of the resources of modern science and
techniques, of the ecological balance that originally prevailed
between city and country in the primitive stages of urbanization.
Neither the blotting-out of the landscape nor the disappearance
of the city is the climax stage of urbanization. Rather, it is
the farsighted and provident balancing of city populations and
regional resources so as to maintain in a state of high
development all the elements (social, economic, and agricultural)
necessary for their common life.
Barlow, Anthony M. (1940) Royal Commission on Distribution of
Industrial Population Report. (London: H.M. Stationery Office.
320 pp.)
Block, Geoffrey D. M. (1954) The Spread of Towns. (London:
Conservative Political Centre. 57 pp.)
Brunhes, Jean (1920) Human Geography, an Attempt at a Positive
Classification: Principles and Examples. (Chicago: Rand McNally
& Co. 648 pp. 2nd ed.)
Carcopino, Jerome (1940) Daily Life in Ancient Rome: The
People and the City at the Height of the Empire. (New Haven
(Conn.): Yale University Press. 342 pp.)
Childe, V. Gordon (1942) What Happened in History
(Harmondsworth: Penguin Books. 288 pp.)
Childe, V. Gordon (1954) «Early Forms of Society.» (in
[Singer et alii, 1954:38--57].)
Evelyn, John (1933) Fumifugium: Or the Inconvenience of the
Aer and Smoake of London Dissipated. (Reprint of 1661 pamphlet.
London: Oxford University Press. 49 pp.)
Geddes, Patrick (1915) Cities in Evolution: An Introduction
to the Town Planning Movement and to the Study of Civics.
(London: Williams & Norgate. 409 pp. [Rev. ed. by Jaqueline
Tyrwhitt and Arthur Geddes. London: Williams & Norgate, 1949. 241
pp.])
Hassert, Kurt (1907) Die Städte: Geographisch Betrachtet.
(Leipzig: B.G. Teubner. 137 pp.)
Howard, Ebenezer (1898) To-morrow: A Peaceful Path to Real
Reform. (London: Swann, Sonnenschein & Co. 176 pp.)
___ (1902) Garden Cities of To-morrow. (London: Swann,
Sonnenschein & Co. 167 pp.)
___ (1945) Garden Cities of To-morrow. (With a Preface by
F.J. Osborn and an Introduction by Lewis Mumford. London: Faber
& Faber. 168 pp.)
Jefferson, Mark (1931) «Distribution of the World's City
Folks: A Study in Comparative Civilization», (Geographical
Review, XXI, No. 3, 446--65.)
Keyes, Fenton (1951) «Urbanism and Population Distribution in
China», (American Journal of Sociology, LVI, No. 6, pp. 519-27.)
King, F.H. (1927) Farmers of Forty Centuries. (New York:
Harcourt, Brace & Co. 379 pp.)
Kropotkin, Peter (1899) Fields, Factories, and Workshops.
(New York: G.P.Putnam & Sons. 447 pp.)
MacKaye, Benton (1928) The New Exploration: A Philosophy of
Regional Planning. (New York: Harcourt, Brace & Co. 235 pp.)
Marsh, George P. (1864) Man and Nature. (London: Sampson, Low
& Son. 577 pp.)
___ (1874) The Earth as Modified by Human Action: A New
Edition of «Man and Nature». (New York: Scribner, Armstrong &
Co. 656 pp.)
___ (1885) The Earth as Modified by Human Action: A Last
Revision of «Man and Nature». (New York: Charles Scribner's
Sons. 629 pp. [Note that in this last edition of Man and Nature,
Marsh refers for the first time, in a long footnote in p. 473,
under the heading «Inundations and Torrents», to the influence
of large urban masses on climate, particularly heat and
precipitation, an anticipation of present-day studies.] Last
printing in 1907.)
Mumford, Lewis (1934) Technics and Civilization. (New York:
Harcourt, Brace & Co. 495 pp.)
___ (1938) The Culture of Cities. (New York: Harcourt, Brace
& Co. 586 pp.)
Mumford, Lewis (ed.) (1925) «Regional Planning Number»
(Survey Graphic, LIV, No. 3, pp. 128--208.)
Osborn, F.J. (1946) Green-Belt Cities: The British
Contribution. (London: Faber & Faber. 191 pp.)
Riehl, Wilhelm Heinrich (1935) Die Naturgeschichte des
Deutschen Volkes. (Reprint of 1861 edition. Leipzig: Alfred
Kröner Verlag. 407 pp.)
Schneider, Arthur (1895) «Stadtumfänge in Altertum und
Gegenwart», (Geographische Zeitschrift, I, pp. 676--79.)
Singer, Charles; E.J. Holmyard; and A.R. Hall (eds) (1954) A
History of Technology. (Oxford: Clarendon Press. 827 pp.)
Sorre, Max (1952) Les Fondements de la géographie humaine.
(Paris: Librairie Armand Colin. 3 v.)
Stamp, L. Dudley (1948) The Land of Britain: Its Use and
Misuse. (London: Longman's Green. 570 pp.)
___ (1952) Land of Tomorrow. (New York: American Geographical
Society; Bloomington (Ind.): Indiana University Press. 230 pp.)
Stein, Clarence S. (1951) Toward New Towns for America.
(Chicago: Public Administration Service. 245 pp.)
Thorndyke, Edward Lee (1939) Your City. (New York: Harcourt,
Brace & Co. 204 pp.)
Webber, Adna Ferrin (1899) The Growth of Cities in the
Nineteenth Century: A Study in Statistics. (New York: Macmillan
Co. 495 pp.)
West Midland Group (1948) Conurbation: A Planning Survey of
Birmingham and the Black Country. (London: Architectural Press.
288 pp.)
Woytinsky, W. S. and E. C. (1953) World Population and
Production. (New York: Twentieth Century Fund. 1,268 pp.)
Reference Date: 15-11-2002
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