Chess in a Tripod-MetroCT Metropolitan Growth Method

7/31/2019 Chess in a Tripod-MetroCT Metropolitan Growth Method

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Metro CT DevelopmentChess on a Tripod toolkit

Pedro Ortiz

How to tame metropolitan explosionHow to respond to uncontrolled metropolitan growth

- From Darts to Chess: How to create non-congestive, sustainable development bymoving from a spatialorbital model to a reticular one

- On a Tripod: Attaining balance among the three instances of development (economicefficiency, social equity and spatial sustainability) through the institutional platform

structure


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Abstract

As of June 2010, the world has reached the threshold of more than 50% of population living

in cities. Growth in many metropolitan regions is reaching the 4% to 6% annual growth

figure. This means a twofold growth every 15 years. It now takes only 15 years to grow as

much as they did for the previous 400 years to reach their current size. The phenomenon isnot natural growth or even rapid growth: it is explosive growth.

This phenomenon has to be controlled to avoid the slum metastasis now in process. If this is

not achieved, these metropolises are bound to an unsustainable and inequitable future away

from the competitive global market. The World Bank is addressing this important issue

through its Urban Unit of the Sustainable Development Network, backing the work done by

the Region Units (LAC, MENA, SSA, ECA, SEA, and EAP) all over the world.

This document will look at different aspects of a method to confront, tame and articulate this

growth phenomenon into a potential socio-economic benefit, as opposed to the current

disruption of the urban equilibrium into an unsustainable future both in social (inequity) andeconomic (inefficiency) terms.

INDEX

A)The ChallengeMetropolitan explosion phenomenon confronting the 21

stCentury

B) The InheritanceThe method throughout history and the need for a different dimension of thinking

C)The Urban Scale: The Balanced Urban Development (BUD) unitThe good practice location of land-use functions at urban scale

D)The Metropolitan Scale: Strategy and Tactics towards FormFramework to play the metropolitan scale

E) The Archetype ModelThe chess relationship between the unit (urban) and the board (metropolitan)

F) The Successful Praxis: Madrid, Bogota

Adaptability of the model to changing circumstances

G)The Propositive AnalysisMetropolitan taming of El Cairo, Amman, Nairobi, Mombasa, Dar es Salaam,

NDjamena, Colombo, Istanbul, Baku, Caribe

H)Response to the phenomenon

Appendix I: How to grow a BUDAppendix II: How to grow a Garden


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A)The ChallengeMetropolitan explosion phenomenon confronting the 21st

Century


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I) Urbanization Challenge

1) The world has reached and passed the threshold of 50% urbanization

2) The number of metropolises that have reached 1 million inhabitants is 600. 60metropolises are beyond 7 million inhabitants.

3) The rate of growth of many of those metropolises is on the range of 5%. (5%annual growth means 100% in 14 years). Many will grow in 15 years as much

as they have in the last 400 years.

Fastest growing cities and urban areas (1 to 100)

Rank City/Urban area CountryAverage annual

growth2006 to 2020, in %

1 Beihai China 10.582 Ghaziabad India 5.203 Sana'a Yemen 5.004 Surat India 4.995 Kabul Afghanistan 4.746 Bamako Mali 4.457 Lagos Nigeria 4.448 Faridabad India 4.449 Dar es Salaam Tanzania 4.3910 Chittagong Bangladesh 4.2911 Toluca Mexico 4.2512 Lubumbashi Congo 4.1013 Kampala Uganda 4.03

4) This cannot be accounted for as normal growth or even even rapid

growth. Its a new dimensionexplosive growthand a new dimensionof response is needed.


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II) Production and Wealth

1) The growth phenomenon is due to multiple causes: Improved quality of life,services, freedom, security... Among these factors, one of the most relevant is

production and wealth.

2) Metropolises are the result of the concentration of productive capacity.London does that for the United Kingdom, Paris for France, Madrid for Spain,

Bogota for Colombia, and so for the rest.

3) The concentration is due to increase of competiveness, concentration of capital(economies of scale effect) and know-how (expertise and division of labor).

4) Wealth and income reflects this productivity, even in a context of inequalityand social injustice. Cause? Effect? Solutions?

5) Machines of concentration of production: Paris has about 3 times the GDP ofColombia, London is 2 times Chile, and Los Angeles is equivalent to Spain.


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III) Explosive Growth

1) Growth is taking place through three factors: birth, migration and economicgrowth. Of those, birth is the least impactful on the metropolitanphenomenon. Migration and economic growth are the main trends ofmetropolitan growth explosion.

2) In developing countries, the main factor is still migration. Populationmigration to cities like NDjamena (Chad), in the range of 6% per yearin a

millioninhabitant city, means that 60,000 new inhabitants are settling down

every year. Thats roughly 20,000 families and 20,000 new dwellings, most of

which are slum dwellings, as these families are often running away from

misery and starvation. This equals about 100 new slum dwellings every day,

or 5 every hour. And this is for a city of just a million inhabitants. What aboutmetropolises of 5 (Nairobi), 11 (Manila) or 19 (Cairo) million inhabitants?

3) But the most important factor, for now and for the future, is wealth. Indeveloped countries there are limited migration factors in this metropolitan

explosion. And when they occur substantially they account more for social

disruption than for land use expansion. But even without migration growth

large figures can occur. Madrid (Spain), with no substantial population

growth, has grown by 50% in 20 years.


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IV) Growth and Wealth

1) Consumption of built space is directly indexed to wealth. European

residential ratios in 1995 are as follows: Spain: 20 sq meters per person. Italy:30. Austria: 33. France: 34. (No UK figure available). Germany: 37. Denmark:

43. Sweden: 48. Norway: 49. This is to be compared with 8 for Romania and 5

for Russia . Other world figures were in the range of 50 for the USA, 51 for

Canada, 6 for Japan and 6 for China.

2) With economic growth the explosion of the metropolis takes place. Madridsfigure was 12 sq m in 1974, 20 in 1995 (by the time of the Regional Plan of

1996), 23 in 1999 and 28 in 2007. This is what accounts for the 50% growth of

the city in 20 years. Durign the same period, the average family size shrank,

from 5 to 3 to 2.4. This is more accountable for new dwellings need than any

migration figure.

3) Leipzig(former East Germany) is a good example of this phenomenon. Withno population growth (0.63% per year) but with a relevant GDP growth

(1.73%), the built-up area has doubled (100%) in ten years at a rate of 7.85%

per year.


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V) Population Growth and Economic Wealth Together

1) Developing countries metropolises combine both effects. But we know that,even in the event of migration control and stagnation, growth will continue asan unavoidable effect of desirable economic growth.

2) This is the phenomenon metropolises have to confront. This is the scale of thephenomenon. This generation of urban policy makers has to respond, and will

be held accountable, in the future by incoming generations. Around the world,

policy makers at the local, national and international levels will be

responsible.


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VI) Developed and DevelopingThe Oil Stain

1) Growth is taking form in different ways. Aside from topography and culture,infrastructure provision and wealth account for most of the differences.

2) When car ownership has reached a threshold of about 0.3 cars per inhabitant,family mobility increases and the alternatives for location multiply. This

produces different models of growth.

3) Oil Stain: Lack of infrastructure limits the accessibility of the territory.Growth has to take place adjacent to the last extension of basic infrastructure.

The next settler builds his home close to the last one. He just extends the basic

residential infrastructure (electricity and water) one dwelling-step further.

4) The Sprawl: The metastasis effect of African (see Accra) or Latin-Americancities (see Bogota) takes place in this continuous growth of residential tissues

without an urban structure nor differentiated functions (civic spaces, public

transport intermodal accessibility, social facilities, productive areas,

environmental quality).


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VII) Developed and DevelopingThe Oil Splash

1) In countries with a capacity to produce infrastructure investment and whereprivate mobility (car ownership) has increased, the model is Moreno longer

the Oil Stain. The freedom of location and the accessibility of the territory

produce two other models:

i. The Oil Splash, a multiplication of smaller oil Stainsii. The Diffuse City, a generalized invasion of the territory with very

low, discontinuous density.

2) The Oil Splash: The existence of an infrastructure network allows for morefreedom of location; immediate proximity is not a requirement. Settlements

take place either where some kind of sub-centrality already exists as a pre-existing village core with basic provision of services (see Madrid), or scattered

in a territory and fully dependant on the private transport for accessibility (see

Atlanta).

3) The Citta Diffusa: The mobility of the second half of the 20th Century inmost developed societies has exploded into the countryside, producing a

footprint effect of environmental invasion and disruption. Its the suburban

city metastasis.


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IX) Quantify to Address

1) Quantify: This is a very basic and simple procedure. We are in planning, not

programming. That means planning for the long term and responding to theexplosive phenomenon. Errors of 20% are allowed, because those figures, if

wrong for a specific year, will be correct for 5 years later... or 5 years earlier.

Its the scale we have to confrontscale of 100% and not scale of decimals.

2) The following analysis can be made forAmmans explosive phenomenon.

i. If Amman expects a growth of 3-fold (300%) in 15 years, andii. Requires a density of 15,000 inhabitants per square kilometer,

iii. The total amount of urban land necessary to respond this necessity is of300,000 new inhabitants every year:

iv. That is a 20 square kilometer of serviced urban land every year.v. The size of a 4.5 by 4.5 km square.

vi. 400 sq km in 20 years.vii. 20 km by 20 km sq. In 20 years.

viii. This means to double the size (100% growth) of current Ammanix. A full new Amman has to be projected to double the existing Ammanx. And managed! And built!

3) The previous analysis can be made for each metropolis under the explosivephenomenon. It will give us the size of the problem, and the size of the

response, that the administration of each metropolis has the duty to address.


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B)The Inheritance

The historical methodsAnd the need for a different dimension of thinking


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X) The Circular Paradigm Limits: Architecture, Urban, Metropolitan

1) At smaller scales, the circular form is most effective. The mosteconomically effective building system at smaller scale is the circular one.

2) The circular typology allows for maximum protected surface (service

provided) with the minimum wall (investment required) length.i. Geometry: Maximum area to perimeter ratio (R)ii. Engineering: Minimum wall building effort for maximum space

produced

3) This works as well for architecture (circular prehistoric conical huts) as forurban planning (circular perimeter walls).

4) For this principle to work the space outside the circle has to have little, or no,value. If the external space takes value (growth of fixed capital investment:

walls) then the parameter of the residual use of this valuable space has to be

introduced in the formula. In such a case, the principle does not workanymore. The system has to shift with growth.

5) This residual space parameter is the one that makes circular designs losetheir efficiency when the space grows, becomes more complex and fixed

capital investment accumulates.

6) This is the case of large urban systems. That was the case of the growth of themedieval circular village-walls and the explosion of the currentmetropolitan systems.

7) This is why the metropolitan system has to shift from a Radial-Orbitalmodel to a Reticular-Grid model.


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XI) The (R)Evolution of Size

1) When the system grows (whether architectural, urban or metropolitan), theinterstitial space between the circles takes more value. The accumulation of

fixed investments, buildings and infrastructure, provides value to this

interstitial space. It has to be used.

2) The value of that space grows beyond the extra cost of producing a lengthierwall, from circle to square. It is worth making adjacent squares to maximize

the use (appropriation and benefit) of this space: Buildings become square.Streets become grid-reticular.

3) When the system has to shift from circular to reticular there is always an

inertia period that tries to avoid and prevent the revolution. The changeof paradigm is so important and convulsive for the whole society that inertia

forces avoid the change of paradigm as long as they can stand it.

4) Politicians, urban managers, professionals and the population in general, donot have the vision (or implicit interest) to hide themselves and others from

the need for a paradigm change.


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XII) The New Growth, New Dimension Paradigm

1) When the system has to be introduced without preconditioning inertias, thereticular system has always been the system applied, with consistent results.

2) This has been the case of colonizing (both endogenous as exogenous) urbandevelopments throughout history: Greeks, Romans, Chinese sedentary

evolution, Medieval new towns, Spaniards in Latin America, Anglo-Saxons in

North America, urban expansion of the industrialized city of the 19th

Century,

new towns in the 20th Century.

3) Now is the time for the metropolitan areas. This is the historical response of

the CT system.


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XIII) The Margins of the System: Ideology, Empiricism

1) When the urban layout had to be set up from scratch, with an expanding visionin sight, the system has always been the reticular one.

2) The efficiency of it comes not from a rational geometric approach as well asfrom an empirical (Governance) approach. Monocentric versus polycentricaction, participation, role-playing, decision-making and power; urbangovernance.

3) The radial-orbital system creates a center, a symbol of power. All locationsof the system relate in their position to the center. Any points importance is

determined by the distance to the center. Its the symbolic representation of

religious order related to God, and/or absolute monarchy and authoritariandictatorship.

4) The reticular-matricial system does not have a center. Every point hassimilar potential qualities and capacities. It is the symbol of shared power, of

democracy.

5) The circle is the evolution ofthe point. The reticular is the evolution oftheline. Points are static; lines are dynamic.

6) With the introduction of movement (and thus time) in modern social andurban structures, the line (and the reticula-matrix) represent (symbolicrepresentation, semiotics) much better social values and adapt to theprocedures modern society requires.


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XIV) The Circular Ideal, the Wrong Paradigm

1) This principle has rarely been understood in architectural and planning history.

2) The Ideal city of the Renaissance was a failure. It represented the valuesof the enlightened autocracy. But their attempts to build urban structures on

this principle have resulted in failures and are just seen as historical heritagedesigns.

3) The circular layout was as well a failure in architecture. The Panopticonsystem was used basically in four typologies of design:

Jails

Hospitals

Cemeteries

Gardens

4) The need for a central control in jails and hospitals justify the typology. In

gardens and cemeteries the typology is just ideological. But we must realizethat in the four cases the system has been imposed (and has worked) because

the client is not free!

5) Prisoners, patients, corpses or trees cannot decide. They are passive andsubmissive to power. When the universe of clients is free, the circular system

does not work. Freedom (democracy) requires the equipotential reticula.

6) The reticular system, on the contrary, has shaped the form of continents (LatinAmericas Cardinal Cisneros: 1000 cities in 50 years from 1492 onwards,North American intercontinental Jeffersons Grid 1785) and is still working

for sustainable growth.


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XV) Greeks

1) Without going as far back as Tell el Amarna or Mohenjo-Daro, the mostimportant reference to the grid foundation in the planning profession goes

back to the Grand Greece colonies of the Anatolian coast and the westernMediterranean.

2) The Hippodamus de Miletus designs of Mileto, Piraeus and Rhodes are thereference plans for the first conscious and extensive use of the grid layout

approach to the foundation of new cities

3) The Greeks were exporting their culture beyond the limits of mainland Greece.The new colonies on the Mediterranean were settled by a political will that

foresaw the need for a growth plan from scratch land. The reticula provided

for a system of growth that could accommodate individual decisions on aconsistent overall pattern.

4) The grid provided for the possibility of distribution of functions within apolycentrality (specialized centralities) network.

5) We should point out that the grid span is just a few meters wide, around 30 m.This is related to the transport technology of the time.


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XVI) Romans

1) The Romans were confronted with the need to control the territory theyinvaded by the settlement of their garrisons that later became a full town

network system.

2) Their military power allowed them to settle in the valleys, located at thestrategic crossroads, river fords or mountain passages.

3) Though a very hierarchical power system, the military structure, thesettlements were organized in a reticular structure rather than a concentric one.

Military formation on displacements provided the basic structure. Movement

produced the reticular form.

4) The urban structure had point of a centrality functions accumulation: theForum. The two main axes of accessibility and internal distribution, N-S and

E-W: the Cardus and Decumanus.

5) Transport technology developed since the Greek era. The grid span grows to60 m. wide.


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XVII) Spaniards and Anglo-Saxons

1) The Spaniards in Latin America:

i. The consistent colonizing effort building cities, like the Romans instrategic territorial control locations.

ii. The archetype experiment in La Laguna (Canaries Island) was set upby Cardinal Cisneros.

iii. It was officially extended to more than a thousand city layouts throughthe continent.

iv. The unit of the grid span became the 100 meters unit.

2) The Anglo-Saxons in North America:i. The early reticular layouts of the American cities were produced by the

Dutch and English colonizers as a standardized settlement system.

ii. It became a universal system in 1785 (Jefferson) with the expansion ofthe American Grid for the Midwest.

iii. The exception of the Camino Real and the Mission towns within theSpanish inheritance in California did integrate well within the DNA of

the system.

iv. The distance between missions/towns was a days journey. Timebecame the unit of space

v. The 1 mile unit was complemented by smaller urban reticula.


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XVIII)Industrialist City (Rome, Paris, Madrid, Barcelona)

1) The Technological Revolution of the late 18th Century started by theempiricist approach of Anglo-Saxon culture produced the Industrial

Revolution of the early 19th Century.

2) The Industrial Revolution required a labor force for production. This laborforce was drawn from the countryside to the cities to feed the incipient

industrial plants.

3) Cities stated to explode in population. Conditions of living were extremelylow as they were not the focus of the economic system and the labor force was

not yet organized to demand workers rights.

4) Social unrest produced a series of social revolutions in the first half of the19th Century. Starting with the French Revolution of 1789, it arose in severalperiodical spans until the 1848 revolution.

5) European cities reacted in the second half of the century to respond to theliving conditions and the requirements of production and consumption of the

working classes in the capitalist city. The 19th

Century urban expansions were

set in place.

6) Though many cities generated reticular expansion (Paris, Rome, Madrid,etc.), the Barcelona Ensanche of Ildefonso Cerda has remained the most

significant ofthe reticula system approach.


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XIX) Other Cultures: China, Persia, Pre-Columbian

1) Different cultures have also used the reticular system to develop theirterritorial colonization. The rationality of it transcends the most diverse of

cultural patterns. China, Persia and Pre-Columbian America are examples, but

they are just a few among many others.

2) China:

3) Persia:

4) Pre-Columbian America:


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XXI) The New Towns Policy

1) The advanced economies had to respond to the urban expansion and produced

the New Town concept implemented throughout and after the Second WorldWar. Many New Towns were produced as a response to the metropolitan

explosion. Their result has been controversial.

2) As a general policy, it has been a failure as the need for growth was farbeyond the capacity of response of the New Towns. New Towns could

respond to 200,000 inhabitants, with 50,000 housing units, at a time. When the

need for housing approached 800,000 dwellings per year, the incapacity of any

administration to produce 40 New Towns each year proved that the instrument

of New Towns was not the adequate to confront the explosive needs for

housing.

3) Some developing countries are looking to the New Town policy as a means torespond to the metropolitan explosion (ie: Nairobi). The approach already

proved insufficient fifty years ago in Europe and other developed countries.

This approach can even be counterproductive if it prevents real policies to be

implemented if used as a political excuse for public action. Time to confront

failure can be a precious time to set up truly effective policies. Political

forgery or ignorance should be confronted.


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XXII) New Town Social Policy and Efficiency

1) The second failure of New Towns was the lack of sense of place achieved bythe urban designers and architecture. The fault is not only on the 1960s non-significant rational corporate style. The fault is in the very fact of trying to

settle a full, new society from the design board. Societies need to have a

background and roots to develop. Those roots are provided by the existing

towns, historically developed.

2) Metropolitan development should not be made on a New Towns policy butrather by a policy of expanding an existing historic nucleus. A BalancedUrban Development unit.

3) New Towns are able to pay back their investments. But the time foramortization sometimes takes 30 years of preferential (opportunity costs)

rates. In a New Town you have to invest from scratch. You cannot play to

benefit or compensate on the existing investments in an historical existing

nucleus. With an existing nucleus you can either benefit from surplus

infrastructure and social and economic facilities, and play on themarginal cost of complementing the saturated ones instead of having toinvest with average cost in mind.

4) Growing, in an equilibrated way the existing nucleus is:i. More efficient in economic terms as you only charge marginal costs.

ii. More socially equitable because you can compensate existing socialdeficits instead of producing ideal new town ghettos.

iii. More sustainable in spatial terms because you can multiply anddownsize developments to a manageable size and provide more land

for development than with a New Towns approach. You avoid the

uncontrolled spillover settlements that New Towns policy cannotaddress or serve.


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XXIII)Milton Keynes

1) Milton Keynes is the paradigm typology of the latest generations of New

Towns.

2) Previous new towns used the reticular system at an urban scale. MiltonKeynes jumps into a quasi metropolitan scale.

3) The Milton Keynes reticulum is a mile wide (1.6 km). This is already a leapahead from the historical industrialist dimension of 120 meters and some of

the CIAM modern movement experiments with the four units mega block

400 x 400 meters. It is 16 times larger in area space.

4) The units of the reticula contain either residential villages or urban sectoralfunctions (Urban centrality, offices, commercial center, facilities).

5) The units tend to be equilibrated in the Anglo-Saxon urban approach of smallresidential units (3,000 inhabitants) with limited urban mix. The Latin

approach is in rather larger units (from 30,000 to 200,000 inhabitants) and

dense urban mixed land use.

6) Milton Keynes is nevertheless at the origin and on the right path to theCT system. The BUD unit of the CT is 9 times larger in area size (4.5 x 4.5km average) and at least 10 times in population.


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XXIV)La Padana

1) The phenomenon took urban-region dimensions and influenced solutions for

places as far as the Italia Padana (Po Valley) and Los Angeles Metropolis.

2) In the Padana, the dimension of the reticula take supra metropolitan scales.Halfway to the National scale of 1:500,000. The linearity of the Alps and the

Apennines mountain massifs and the Po River induces a reticular system of

parallel lines connected by a secondary perpendicular system.

3) The National 1:500,000 dimension has to be treated with further prudence inthe view of the current development of transport technology. The diagonal of a

reticulum, square root of 2, that is 1.41, is still a substantial shortcut to

relevant distances of national scale.

4) The diagonal is still relevant at national scale in view of the currentdevelopment of transport technology. When this technology develops to

higher speed and less energy costs (investments costs become with time less

relevant) the diagonal will loose its relevance and can take a sub-national role.

5) This sub rank role has already appeared at regional scale (1:50,000). There,the transport systems play in the reticular game for structural benefits

assuming the square root over costs. The diagonal has become urban, as it did

at urban scale (1:5,000), long ago, becoming suburban/urban design (1:500)

element.


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XXV) Los Angeles Double Reticula

1) Los Angeles is an example of the natural metropolitan reticulation in theAmerican style.

2) The metropolitan linearities are the north ridge of mountains running east-westand the pacific coast running 45 degrees northwest-southeast. Both linearitieshave produced their own reticula of highways 3 miles away (on average).

3) Both reticula would be conflicting as they overlap at 45 degrees orthogonal.The way to solve it has been by triangularization of the overlapping areas atthe core of the metropolis.

4) The size of the metropolis and the network system, empirically developed, is apartial precedent to the CT system.

5) The lack of a powerful commuter train system is the main failure of the LosAngeles metropolis. This shortcoming proves the relevance of the CT system

to overcome that failure and, by extension, the real challenge the metropolis

confronts.


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XXVII) Colombo

1) Other metropolitan areas have followed this reticular path: Colombo,

Panama, and Bogota for instance.

2) Most of the cases of application are determined by a strong linearity in ageographical feature that suggests the reticular system beyond the featureless

plain of Walter Christallers approach. Such is the case for Colombo,

Panamas coastal linearity and Bogotas mountain ridge linearity.

3) The Colombo Metropolitan Plan of 1996 is a good example of an inner landparallel highway and a perpendicular secondary network that originates a

reticulum to be extended inland.

4) The growth development areas are within the units produced by this reticulaand a complementary commuter train service will complete the coordination

between private and public transport with the metropolitan centralities main

accessibility and residential areas capilarization.

5) Current Colombo policies have lost this structuring vision and are in a small-scale approach that is not able to foresee the metropolitan problems at the right

scale.


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The Global Explosion

6) The explosive phenomenon is now affecting emerging countriesmetropolises.

7) The rate of growth is (see paragraph ...) reaching in many cases100% in 15years.

8) Now is the time for the metropolitan areas to respond to the explosivephenomenon. This is the historical response of the CT system.

9) The societies, policy makers and professionals in the time periods we havelooked at have been able to respond to the demands of their societys historical

needs.

10)The political structures and multinational organizations have not yet been ableto respond to the metropolitan explosion the world is experiencing in this

moment. They should (will) be accountable for it in the future, if not as

individuals then as a collective group.


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XXVIII) Scale of Instruments

1) The scale of the spatial instruments the professionals have created to respondto the needs are related to the capacity of production of society, institutional

control of space and fixed capital accumulation.

2) The Renaissance was only capable of controling the urban space (City States)in a quasi-domestic scale. The scale was the 50 meters scale. TheRenaissance Square was central, with its symmetrical locations of institutional

buildings and symbolic complementarities.

3) The Baroque was capable of controlling whole urban structures (Monarchic

Absolutism) and introduced the baroque layout of the avenues and infiniteperspective points within an urban web system (Pope Sixtus V and Fontana in

Rome, Louis XVI and Le Notre in Versailles. George Washington and

LEnfant in DC. The failure of Christopher Wren in London in 1661). The

system was replicated in Paris in 1852 under the Second Empire. The scalewas the 500 meters scale.

4) The current challenge is the control of the urban metropolis, the urbanregion. Large territorial scales, with a relevant capacity to produce large

infrastructures: Commuter trains, airports, freeways, stations, large stadiums,

university campuses or social facilities... The response has to be at the 5,000

meters unit. This is the CT scale.


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XXIX)The 1:50,000 Integrative Spatial Approach.

1) From 50 m to 500 m to 5,000, current professionals have to be able to create

the set of rules, of intellectual instruments, that would be able to address thesocial, economic and political challenges of our epoch and our scale, as the

Renaissance and Baroque professionals were able to do.

2) This is the first time in history of mankind that we are able to visualize the 100km scale. Satellite mapping and computer topographic rendering allow us tovisualize scales previous generations where only able to imagine (Leonardos

Ticino Project).

3) The plane perception of the last 50 years generation of professionals, as theMontgolfier was able to transform birds eye perception of landscapes in the

19th Century, has to provide a new comprehension of large territorial units.This has to come out in a product, intellectual instruments that will confront

the organization of these large scales.

4) Those territories will not have to be the disjointed incrementalist result ofaccumulative actions, but the purposeful result of a spatial integrativesynthetical vision, at the 1:50,000 scale, as in previous moments in historyArchitecture (1:50 scale), Urban Design (1:500 scale), and Urbanism (1:5,000

scale) were able to do.


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XXX) The Scales

1) Every spatial scale has its own set of disciplines. But they all fall within theframe of Spatial Knowledge

2) Urban Planning: Spatial professionals feel comfortable at urban scales. Thatis the range of the 1:5,000 scale. The (heap) of town planning since the publicadministration involvement in controlling and confronting the problems of the

cities the 19th

Century (Town and Country Planning Act 1847) has produced a

set of professionals acquainted and at ease with this scale.

3) Urban Design: The desire of the absolutist political power of the 17th Centuryto leave the mega architecture impromptus on the civic public spaces of the

city produced a set of rules and professionals acquainted with the control anddesign of the urban space. This is the urban design scale of the 1:500 range.

4) Architecture: For centurues, spatial professionals have been used to dealingwith scales of1:50. Its the Architectural scale and the knowledge relatedareas are those of the Architecture discipline.


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XXXI)Metropolitan Scale

1) The large scales of Global Geopoliticsas Continental (regional in

international literature) Politics are dealt with mostly in abstracts terms andinvolved with mostly economics, ideological and power equilibrium

disciplines. Its the 1:50 million and 1:5 million scale of world maps.

2) National Development: The spatial dimension of national development isoften dealt with at the infrastructural level. Freeways, rails, airports and ports.

Economics, regional equilibrium and public investments, both in fixed capitalinfrastructures as social and economic policies are the disciplines that involve

this 1:500,000 spatial scale.

3) Metropolitan scale: The metropolitan scale is missing. The 1:50,000 scale.

The lack of this policy involvement at previous moments of history, in acontext of limited urban growth, has not developed the set of skills necessary

to deal with this scale. The urgency to develop this set of knowledge is parallel

to the need to respond to the urban explosion all over the world, before the

metropolitan disruption of many of the metropolises experiencing it will reach

a point of no return.


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C)The Urban Scale: The BUDThe good practice location of land-use functions at urban scale


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XXXII) The BUD: The urban scale paradigm

1) The historic nucleus of a village is an important asset.

2) It is an important asset in cultural terms, but even moreso in sociologicalterms.

3) It is the primigenius social reference that gives the community a:i. Identification and sense of belonging

ii. Genius Loci and sense of place.

4) The sense of community that roots in this asset vertebrate the social life andprovides stability and resiliency to the urban unit. This is very difficult to

achieve if the urban unit lacks the historical nucleus and has to be developed,for strategic reasons, as a New Town.

5) The historic nucleus has to be incorporated, as possible, into the core of thedevelopment of the BUD.

6) The historic nucleus has a center, a gathering place which supports thesymbolic elements of the urban social unit.

7) An urban fabric includes: Housing, productive activities, social facilities andpublic space.

8) A road links the urban unit to other units within the metropolitan structure.


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XXXIII) Public Transport

1) A Metropolitan structure has to be vertebrate by public transport system toavoid the abuse of the private transport for access to the highly demanded

metropolitan center.

2) The public transport mode will be in accordance with the passenger capacitynecessary and the distances in space and time to be covered.

3) In a metropolis of more than two million inhabitants, a metro/subway system shouldbe envisaged for the urban area.

4) In a metropolis beyond 4 million inhabitants with scattered urban units (oil splash) a

commuter rail system should be envisaged.

5) Commuter train threshold could be set on the range of 300,000 population served ineach line, with 30,000 inhabitants per station, with a 5 km periodicity.

6) The main station has to be as close to the center of the urban nucleus as possible, butavoide disruption and provide land development possibilities.

7) No major road should separate the station from major urban pedestrian access.


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XXXIV) Growth

1) Urban growth should take place so as to leave the station in a new centralgravity point.

2) The objective is to minimize pedestrian journeys to the station and avoid theshadow price of intermodality.

3) Development should be dense in such a way to attain 30,000 population in astation accessibility radius.

4) Density should provide for demand for the train service.

5) Supply should not only respond to demand. It can be in advance as a means togenerate demand.

6) Long term financial equilibrium should be attained. Capital costs for demandgenerating as well as running subsidized costs should be carefully evaluated.

7) Metropolitan opportunity costs for congestion should be part of the analysisand finance transfer from beneficiaries to providers considered (road pricing).


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XXXV) Social Facilities

1) Station accessibility provides opportunity to locate the urban social services.

2) This area will compensate the deficit, for modern standards, of urban historicalconsolidated areas.

3) Health, culture, education, minority services, etc. of urban scale can be placedin the proximity of this central location.

4) Accessibility is a social equity policy. Public transport access must be givento the less mobile segments of population. This includes both the historic

ageing population and the newcomers to the urban development area.

5) Control of the train impact on the adjoining social facilities must be planned.Train line does not necessarily need to be underground. Minus one level

trench can provide for a low cost solution that can be upgraded to cover whennecessary.


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XXXVII)Local road accessibility

1) Main metropolitan arterial roads (Primary network) should not cross ortangent the urban centers. Environmental impact (noise, pollution, danger)

require them to be as distant as possible from the urban areas and within

environmental compatibility.

2) The construction of bypasses to avoid urban centers reaches a limit when suchbypass confronts the outskirts of the neighbouring village. The bypass limit

is the median between both urban areas.

3) A right of way reservation should be made for long-term vision planning forthose arterial roads of the metropolitan region.

4) Local access roads (secondary network) provide access from the main arterialroads (primary network) to the urban areas, as well as access amongneighboring centers.

5) The secondary network should be diversified, avoiding a single exit for theurban center and limiting the risk of collapse of this single accessibility.

6) The secondary network, which supports the local heavy traffic should beperipheral to the urban areas and should be completed with a tertiary and

quaternary urban access network with a softer environmental profile.


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XL) The Matrix, the Network

1) The metropolitan strategy will require a specific approach to locations ofmetropolitan scale strategic elements.

2) An isotropic network (a grid) will provide alternative potential for the strategiclocations as well as local adaptability within a homogenous territorial

approach.

3) The Primary road network rights of way (the Matrix) should be homogeneousand isotropic to allow for a heterogeneous and strategic location of the

metropolitan structure.

4) Roads should only be built in accordance to needs. Different levels ofdemand

will require in each case a different and adapted road section:i. Single lane double carriageway with level intersections,

ii. Double lane carriageways with roundabouts,iii. Double level intersections and freeway standards,iv. Four lanes and service roads.

5) Demand will determine in each segment and each moment the infrastructurePlan and Program. (Long Term Forecast Plan and Short Term Investment

Program: Planning adaptability is a main issue of the model).

6) Demand can be induced if a metropolitan area can be promoted for strategic

reasons.


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XLI) The Productive System

1) Location of productive areas can be adapted and multiplied as a response todemand of productive land.

2) Location principle along the Primary road network can be maintained withaccessibility by a service road to prevent roadside activities.

3) The main metropolitan Primary network must be preserved from roadsideactivities that would prevent it from becoming a future freeway system.

4) Land use regulations, administrative management capacity and police anddisciplinary enforcement essential. Lack of it will mean the collapse of the

system (and the metropolis) in the long term.

5) Productive and industrial areas should be close to, or contain, a freeway exit toavoid the impact of the heavy load truck transport on the domestic and urban

roads access. Control of heavy load transport is an environment priority.


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XLII) Commercial Center

1) Commercial areas have two typologies: intra and extra urban.

2) Intra urban takes place within the urban fabric. Apart the basic neighborhoodcommercial facilities commerce does take place around the most visited areas

in search of potential demand.

3) Urban centrality, around the transport intermodal station, is one of thepreferred locations in search of the daily and occasional transport users.

4) Extra urban requires, and is a consequence of, private transport. It has to belocated in main road intersection to facilitate access as well as dispersion.

5) The intersection between the Primary network and the secondary road networkis a privileged metropolitan accessibility area for private transport and a

primary location for extra (peri) urban commercial centers.


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XLIII)Regional Facilities

1) Large metropolitan facilities require the double accessibility both of privatetransport and public transport.

2) The large metropolitan facilities are hospital, universities, stadiums and sportsgrounds, etc., requiring extensive land unavailable in central consolidated

urban areas as well as quick access and dispersion potential for large crowds.

3) The intersection of the Primary road network and the commuter train line,providing a specific train station, are the adequate location for such facilities.

4) Varying the amount of parking space can play a deterrent role for car-train

modal split and increase demand of commuter train to access the centralmetropolitan areas from suburbanite housing states.


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XLIV) Heavy Industry

1) Heavy industry might require the double accessibility of truck-road and train-rail for the incoming and outgoing of production and goods and materials.

2) The intersection of both the Primary road network and rail system providesboth services.

3) Special attention should be put on compatibility of daily commuter passengerand freight services. Nightly limited freight service probably has to be

implemented.


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XLV) Further Urban Growth

1) Further urban growth is possible. It has to take place within the contiguity ofthe existing consolidated urban areas.

2) Dispersed residential units produce a large environmental and capital costimpact:

i. The footprint of dispersed residential areas is much larger and theenvironmental impact multiplies. Low densities, infrastructure

complements, and border effects contribute to this devastating effect.

ii. The cost-benefit analysis of public infrastructure (private transportdependant) needs for dispersed residential areas and dense areas

(public transport serviced) is 5 fold (500%). The Madrid Regional Plan

evaluated this figure from 6,000 Euros/1997 to 36,000 Euros/1997

difference.

3) Among contiguous potential areas, proximity to the intermodal train stationand the urban services centrality must be a priority.

4) The result will be to reduce the intermodal shadow price effect as much aspossible and avoid the need of complementary modes beyond pedestrian or

NMT access.


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XLVI)The Environmental System

1) The environmental network is a priority from the first phase of the designboth of the model as well as the application.

2) The environmental network must be a continuous system to allow forbiodiversity transfer.

3) Environmental units must be in contact and form a continuous system:i. Open spaces and public gardens

ii. Urban parks and peri-urban parksiii. Interstitial, suburban and interurban parksiv. Regional and national parks

4) Regional (metropolitan) Planning integrates 5 subsystems: transport,environment, residential, social facilities and economic activities. The lastthree are discontinuous systems. The first two (environment and transport) are

continuous.

5) It is difficult to integrate the two continuous systems of environment andtransport without the two disrupting each other. Careful and respectful design

is the best solution, though environmental bridges whenever topographically

and financially possible, can help to harmonize both.

6) Continuity of the environmental system should be assured at least in two

points with large enough extension to provide for biodiversity transfer.


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XLVII) The Balanced Urban Development Unit: The BUD

1) The Balanced Urban Development proposal is just a prototype of goodpractice urban land use activities locations. It is a model.

2) It has to be applied and adapted to particular circumstances of each urban unit,city or village (or scratch New Town).

3) The model presents a reasoned location for urban land use activities. It ishomogeneous application to the urban units that compose a metropolitan area.

The rational consistency among these urban units is in itself a successful result

of metropolitan planning. But it is not enough.

4) An overall metropolitan strategy has to be discussed and implemented forlocation of supra-urban metropolitan functions and the coordinated integration

of the metropolitan system.

5) This metropolitan vision and policy making can be made:i. by aggregative coordination of individual and sovereign local

authorities as the municipalities are, or

ii. produced by an upperlevel institution like a metropolitan agency orgovernment.

6) Either way, consensus and governance dialogue is the best practice tocoordinate dispersed territorial competences as the ones in place in democratic

structures.


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XLVIII) BUD Diversity MadridCundinamarca

1) The flexibility of the Model allows for adaptable application to diverse urbantypologies and circumstances.

2) It has been applied to more than 50 urban units both in Madrid (Spain) and BogotasCapital region, Cundinamarca (Colombia).

3) As can be seen in just one of these cases (Facativa, Cundinamarca) the particularitiesof the terrain and the urban historical structure can fit within the model proposal and

result in a consistent, efficient and sustainable urban model for the local Master Plan.

It is thus also consistent at a metropolitan level.

a. The historic village has some disused rail tracks that are going to be upgradedand serviced with a commuter train.

b. The old road has to be taken away from the urban fabric as it cannot support

more traffic.c. The housing extensions, products of the supply/demand potential of the new

rail transport service, are compatible with the environmental areas to be

protected.

d. The new infrastructures (primary road system and rail) provide adequatelocations for industrial sites and metropolitan facilities, commercial and social,

in coordination with the other functions.

4) Each urban case is different and requires a specific response. Sometimes the modelhas to depart from the seemingly obvious firsthand application as these circumstances

might be extreme (Freeway crossing the urban area, rail line away from the urban

core, non environmentally adequate urban land for expansion, etc). The model hasbeen able to respond to these limit cases.


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D)The Metropolitan Scale:The FormStrategy and Tactics Towards Form.The framework to play the metropolitan scale.


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XLIX)The Shape: Triangle, Circle, Grid

1) Modeling in spatial discipline has been a relevant exercise which has beenable to build up stereotypes to deal with uses and functions typologies.

2) There is a need to produce a set of models to articulate the metropolitan scalediscipline.

3) Walter Christaller, Christopher Alexander, Kevin Lynch, Otto Wagner and LeCorbusier are the forerunners of this need. Michael Thompsons debate is in

this line of thought.

4) The hexagonal location theory of Walter Christaller in the 1930s in the context

of the featureless plain is confronted often in the metropolitan structures bythe fact that linear geo-topographical structures (coast lines, rivers, mountain

ridges, valleys and slopes) become exceptions to the conceptual theory.

5) The hexagonal, stretched by the directionality of the line, often becomes thereticulum with the parallel gradient lines to the linear feature, and cross

parallel lines perpendicular to the principle gradient lines.

6) The growth of the oil stain urban process in concentric circles confronts thereticula when reaching the metropolitan scale.

7) The archetype evolution, after Michael J. Thompson goes from the Orbital tothe Reticular along the Distributor intermediate model.


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L) Spatial Phenomenon:Territorial Dichotomy

1) The economies of scale economic phenomenon produces an important effect in theshape of cities.

2) Accumulation of capital, infrastructures and built space generates higher efficiencyand higher return.

3) The centrality effect becomes a black hole that attracts more and more capitalaccumulation and wealth, as it generates higher returns. The more you invest, the

more you get back.

4) Efficiency equals concentration at the center.

5) The limits to this phenomenon are congestion, negative marginal returns.

6) Concentration of wealth is produced to the detriment of those in the periphery withlimited accessibility to these goods. The lower levels of income and productivity are

expulsed to the low-served periphery.

7) Land prices reflect this serviced level and the participation of this asset into theproductive process.

8) Social equity policies and long-term economic sustainability need to equilibrate theprocess by providing dispersion of urban assets and redistribution of accessibility to

their potential social and individual benefit.


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LI) From Circle to Reticula

1) Antagonist dichotomy between center (efficient) and periphery (equitable) will always

persist as unavoidable effects of the economies of scale phenomenon.

2) The way to break this dichotomy is to produce a multi-poly-nucleated structure.

3) Centrality is specialized and dispersed in a poly-nucleated structure.

4) Every center takes a function and the benefits of the economies of scale are producedwithin the clustering effect of every centers specialization.

5) The interrelation among the centers create the second level matrix of economicefficiency within a structure which is not congestive:

a. Not every activity has to be at the same place. Fight for centrality only occurswithin each cluster. Congestion (and land values-costs) is thus dispersed.

b. Location has alternative options within the homogenous accessibility patternof the reticula. If an area is congested and does not fulfil the economic

expectations or service standards, alternative locations and displacements of

activity may occur. Derelict-brownfield urban areas have to be accounted and

regenerated as a drawback of the process.

6) A homogeneous accessibility pattern must be produced to allow for mobility amongcentralities and geographical competitiveness.


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LII) Circle Versus Reticulum

1) The two basic metropolitan growth models provide different characteristics and

benefits.

2) The Radial-Orbital Models features are:a. Fight for centralityb. Transport congestionc. No alternative road trip (tree-shape system)d. Unstable traffic equilibrium (depart phenomenon has multiplier effects)e. Limited supply of centrality provisionf. Land market controlled by supplyg. Land speculation processesh. Land production participation takes larger share of added value

i. More infrastructure required to achieve equal accessibility to services

3) The Reticular-Grid Models features are:a. Homogeneous spread of activity, dispersed centralitiesb. Homogeneous traffic distributionc. Alternative road trips (net-shape system)d. Stable traffic equilibrium (depart phenomenon redirects automatically)e. Multiple supply of centrality provisionf. Alternative potential of centrality locationg. Land market controlled by demandh. Limited land speculationi. Producer appropriation of added value

j. Less infrastructure required to provide average accessibility


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LIII) The Reticula

1) The reticula allows for a multiple location of centralities. Synchronic anddiachronic approaches exist.

2) Synchronic: A centrality accumulates functions (intermodal, civic,commercial, social, institutional, symbolic and residential) but this

accumulation can produce heating up of the land market from excess of

demand and congestion as this process heats up.i. Centralities must accumulate functions. Reduced functions can reducethe efficiency of the accumulation effect and kill the centrality.

ii. Centralities can nevertheless specialize their functions. Eithercommercial or social functions can be specialized and set in different

centralities. Cultural functions can have a different centrality from

health functions or the social provision facilities system. Finance office

space can have a different one than international corporations in the

commercial provision system.

iii. Different centralities interact. They have to be related and connectedbut can be located in a different position, equilibrating land demand

and supply, and dissolving congestion.

3) Diachronic:Centralities can move with time when the function evolves dueto competitive new processes, congestion grows in a specific place or the

facilities provision lack the quality required.

i. Relocation of centrality will be natural and adaptable in a reticularmodel and allows for generation or regeneration of new areas without a

major disruption of the system. It will just have to evolve to the new

provisions necessary.

ii. Regeneration of derelict, abandoned urban areas will have to be caredfor in economic, social and environmental terms, incorporating the

recycling cost to the development investment.


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LVII) The Institutional Dimension

1) The equilibrium among the three realms is to be achieved by the institutional

framework.

2) The antagonism between the economic and social dichotomy can only be balanced bypolitical decisions taken through the social procedures ofgovernance: publicparticipation, political debate, accountability, transparency and democracy.

3) It is the collective decision of a society that decides the share of effort in the pursuiteither of economic efficiency and social equity. One can be prioritized at some

moment in time, the other in some other, depending on the circumstances and the

priorities a society (country, region, city, institution or family unit) is experiencing.

4) The institutional framework uses physical policies such as urban planning,infrastructure, social facilities, capital investment budget allocation, environmental

control and promotion, etc., to balance and equilibrate the socio-economic dichotomy

struggle.

5) The spatial policies can coordinate and reduce the allocation of resources to avoid theconflict.

6) Dispersion to the periphery for social accessibility and concentration of infrastructurefor economic service efficiency, sustainability of capital investment and natural

preservation are possible with a physical policy under institutional control where the

private freedom for opportunities are preserved within a framework of public

objective ethics.


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LVIII)Mnemotechnic Icon

1) The spatial equilibrium of the 4 bullet structure of the carbon atom (three sidedpyramid) hides the relevance of the institutional framework as an essential part in the

control of the other three realms.

2) It is the institutional (governmental) framework which controls and produces theequilibrium among the three disciplines of economy, social and spatial policies.

3) It is in fact best represented by a tripod, a three-legged stool where the legs are heldtogether by the stand of the institutional structure.

4) If one of the legs is missing, or the leg is not adequately controlled by the institutionalframework, the stool equilibrium fails and sustainable development cannot be

achieved.

5) A partial and temporary appearance of development can be a mirage, (IE: rapid GDPgrowth) but it will not be sustainable development in the long run if the social and

environmental needs are not met with a future spatial vision. The system will

malfunction in the future (IE: social unrest, spoil of human resources and

environmental assets, etc.) and the apparent advances will end up a drawback.

6) The equilibrium of development policies is achieved by a policy tripod.


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LIX) Chess on a Tripod: CT (CiTi)

1) Metropolitan development policies are to be structured in spatial strategy that:

a. Overcomes the radial-orbital bound structures of urban scalesb. Equilibrates the three realms antagonisms by institutional control

2) These objectives can be summarized by a metropolitan management method thatshifts existing metropolitan policies:

a. From orbital-radial to reticular-grid spatial land use mechanismsb. From disarticulated and unrelated institutional polices (economic, social and

spatial) into an integrated system of policy making

3) This double objective can bea. From darts to chess: How to make non-congestive sustainable development

that moves from a spatial orbital model to a reticular one

b. In a tripod: Attaining balance among the three instances of development(cconomic efficiency, social equity, spatial sustainability), the 3 legs, through

the institutional platform structure

4) Metropolitan Management Planning has to become playing Chess in a Tripod. This

is the CT (CiTi) method.


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E)The Archetype ModelThe chess relationship between

the unit (urban) and

the board (metropolitan)


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LXIV)The Prototype: Madrid 1996

1) Madrid applied the CT Development model in its Regional Plan. The Plan wasapproved in first instance, and enforced as of March 1

st1996. (50 years after, to the

day, the approval of the previous metropolitan Plan of Bidagor on March 1st

1946).

There has not been any other plan in Madrid before or since.

2) The Plan was legally enforced for 8 years until a new planning law made it onlyindicative.

3) The Plan applied the ORT (Ordenacion Reticular del TerritorioReticular GridPlanning) System and the decisions made then have conditioned with success the

territorial organization of Madrid allowing for further decisions consistent with the

framework.

4) Explosive growth in Madrid, 50% land use growth every 20 years, was canalizedand adequately located. The rights of way for future infrastructure necessities,

depending on the path and tendencies whatever they are, have worked well providing

the metropolis a framework for sustainable development. Equilibrium exists between

social and economic policies, all within a sustainable physical strategic layout.

5) The Plan was presented to the World Bank in November 1998 and a copy is in thearchives of the Bank. It was also presented in 6 U.S. universities and the Lincoln

Institute in the same period.


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LXVIII) The Building Up of the System

1) The oil splash phenomenon has created open spaces among the urban nuclei.

2) These interstitial spaces contain the potential to build up an urban regions structure.Space is available to organize the infrastructure and the social, economic and

environmental assets that a competitive, equitable and sustainable region needs. These

are the spaces organized following the previously developed BUD criteria.

3) Directionalities

4) Matrix lines


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LXIX)The Madrid Schematic Model: The Isotropic Matrix

1) In Madrids schematic model (the applied stereotype model) the double accessibilitypattern (private and public) present the superimposed road and rail networks, as seen

above.

2) The rail network provides privileged accessibility to the center of the metropolis todeter and avoid the use of private transport to access the main centrality. It works as

an arborescent fish spin radial system.

3) The road network provides homogeneous accessibility to the periphery, transformingthe radial orbital system to a reticular grid one. The homogeneous accessibility fosters

land provision in equal, non-speculative terms and helps cross mobility to produce a

polycentric efficient metropolis pattern.

4) The 45 degrees tilt due to the mountain range of the northwest Sierra and theprotected spaces of the Jarama Regional Park at the southeast complete the schematic

model for Madrid.

5) The center of the metropolitan area is urban consolidated. Policies have to be more ofan urban precision-scale type even if there is a responsibility towards the whole of the

region by the role it plays (King of Chess) and regional, national and international

strategies and facilities have to be designed and implemented.

6) The peripheral urban units are the ones that, with interstitial space for metropolitanpotential, will play the role of housing growth and developing the metropolitan

structure. The double accessibility (train and road) allows for that. They are the BUDsof the growth pattern of the CT system.


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LXX) Chess: Madrid Game Strategy: 1980s The Inherited Structure

1) The urban region is not an isomorphic space; it has to be qualified with regional levelfunctions that will have a broad influence (not just a local one). The BUD approach

(local) has to be complemented with a regional strategy for location of regional and

supraregional elements.

2) On the chessboard, all the squares (the grid) are similar. It appears to be anisomorphic space. Not quite: their location in relation to the border of the chess board

provides them with particular qualities. However, lets accept it is an isomorphic

space.

3) It is in the isomorphic space that the chess game has to be played. Its the strategy ofthe game, of every game, that transforms the space on a particular and peculiar space.

4) Each metropolis has to develop and play its own game, requiring its own particularstrategy in the CT stereotype model and the already customized regional schematic

model. We have seen the examples of it for Cairo, Istanbul and now Madrid.

5) Madrid developed its two branch linear structure (Henares and Sagra Corridors) fromthe 60s. By the 70s and 80s:

a. the highway network (National Autovias N-II to Valencia and N-IV toLisbon) had reached the expanding regional centers of Torrejon and Getafe.

b. The M-30 ring road was completed.c. Barajas International Airport serviced 9 million passengers by the mid 80s


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LXXII) Chess: Madrid Game Strategy: 2000s The New Sstructure: Spatial

1) The Plan established the next phase: Madrid Regional strategy:

a. Introduction of the ORT (CT system) for metropolitan development andland-use/transport strategy.

i. The Regional Plan received its first approval on March 1,1996, and wasratified by the Regional Assembly in 1997.

ii. Implemented beginning in March 1996, it had an indicative characterfor non-Regional administrations in a wishful open Governance

dialogue approach.iii. Both municipalities and the private sector were very happy to see a

steady regional framework within which to make their own decisions.

Economic growth and land-use spatial infrastructures fluency was

increased.

iv. In 4 years, 60 master Plans (12-year range plans) out of the 180municipalities approved. The Regional Plan was the base of inter-

administrative dialogue and collective decision making.

b. Construction of M-45 as the reinforcement of the linear structure andpreparation of the reticular one (35 km in 4 years).

i. The M-45, placed between the national M-40 and M-50, introduceddirect accessibility between the two wings of the Region (Henares

and Sagra) avoiding radial and orbital congestive dependency.

ii. It provided accessibility for the outskirt housing developments of250,000 new dwellings within the Regional Plan provisions and

Regional approval of Madrids municipal Master Plan (PGOUM 1997)

iii. It changed the DNA of the metropolis from a radial one to a linear one,from an Orbital one to a Reticular one within the ORT CT system

approach.

iv. It was the most relevant shift in Madrid since the 1860 Castro Plan,which established the Castellana as the north-south growth axis of

Urban Madrid. The M-45 established the new axis of metropolitan

Madrid southwest to southeast in a new dimension and regional scale.


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LXXIII) Chess: The Game Strategy: 2010s The Expanded Structure: Full grown

1) The Plan established the following future phases:

1) Development of the Metro and Commuter rail system as part of the publictransport metropolitan accessibility structure (90 new km in 4 years)

i. The regional plan assumed heavy rail public transport as the basicmeans of public transport at regional level.

ii. Urban centralities with 30,000 inhabitants or more had to be servicedby the metro and commuter rail network.iii. Growth had to take place with priority in the places where public rail

transport was existing or could reasonably exist (5 km extensions).

2) National and international hinterland strategy: Madrid as the engine andinternational platform not only of the Spanish framework but as well an

intercontinental platform between Europe and Latin America:

i. Madrid: Gate of Europe for Latin Americaii. Madrid: Gate of Latin America for Europe

iii. Europes air space is saturated. Madrid Regional Plan strategy was to

decentralize European air routes to Latin America.iv. Growth of demand from 9 million to 53 million passengers and

strategic fusion of Iberia and British Airways to service the Atlantic

proves the success of the Regional Plan strategy.

3) Location of the new airport (Juan Carlos I) in Campo Real to the southeastand construction of the metro line in the direction of the new airport to

increase prior accessibility of the area.

4) High Speed national radial system:i. Madrid would play the role of central point for Spains economy and a

leading role in the Portuguese economy linking Lisbon to Madrid andopening international routes through Campo Real air network services.


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LXXIV) The Scheme

1) As we have seen in the strategic approach, the spatial structure of Madrid hasa clear form, away from the isomorphic homogenous base of the reticular

board.

2) The spatial structure can be seen either in a schematic approach, adiagrammatic approach, or a cartographic approach. Every instrument

provides for a different conceptual analysis and decision-making on the terms

of the concepts approached.

3) In the schematic approach we can see the basic structure of MadridMetropolis: A butterfly structure

i. The body of the central district, The Almendra, with the M-30 beltwayii. The central spine contains all the international and national transport

infrastructures: High speed trains and airports

iii. The two wings are the Henares and La Sagra Corridorsiv. These two productive corridors are both linked to a freight airport for

air export by the M-45 freeway

v. The two axes, the historical 19th Century axis and the 21st Centuryaxis, cross at the future centrality of the southeast

vi. To the southeast, beyond, the protected areas of the Jarama RegionalPark. To the northwest the protected areas of the Sierra mountain ridge

and Guadarrama National Park can be found.


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LXXV) The Diagram

1) The cartographic expression transform the conceptual approach of the schemeand the diagram into a more realistic, pragmatic set of land use proposals.

2) The set of land-use specific decisions required for urban transformation shouldnot get into the way of conceptual decision making. Land ownership interest

should not be involved with conceptual analysis. The conceptual decision

making will benefit form it.

3) Once the conceptual decision has been debated and approved, the Scheme andthe Diagram can come down to the required precision for implementation and

action.

4) The cartographic approach, running down the scales from metropolitan(1:50,000) to urban (1:5,000) to Urban Design (1:500) will encounter, and

have to integrate different disciplines, which, at the end of the process lead to

one thing: Management.

5) The cartographic approach allows for discussions on specific details that affectland interests involved, but risk producing too precise of locations that can be

misleading to the adaptability concept.


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LXXVI) The Strategic Land-Use Map: Base for Dialogue

1) A strategic Plan is a document for debate among the different institutions andadministrations responsible for the territory. Democracy shares responsibilities

and none can impose criteria on the others. Strategic planning is the outcome

of the dialogue among them. Strategic planning is a permanent dialogue

among the institutions about the future and the ongoing potentialities and

never comes to a halt.

2) A proposal map is the base of the dialogue. The precision in it can mislead thedialogue and the will of the administration that has to produce it. It has to be a

dynamic map that is transformed and adapted every time a new agreement has

been reached among the institutions involved in the responsibilities.

3) The ongoing map is the base to represent not the final outcome, but thedialogue and participation process.

4) The Madrid Map, the cartographic result of the conceptual decisions as well as

the inter-administrative dialogue, stated very clearly (right hand bottomcorner) that it was a Plano de Trabajo. Documento de hiptesis de futuro.

Carece de validez Juridico-Administartiva. (Working Map. Future hypothesis

document. Does not have administrative or legal validity) Legal Validity in the

formal compulsory instruments of the Spanish Planning law means rights of

development. Rights of development procedure are complex and have to be

followed.

5) The date (the most recent: May 1, 1999) expresses the state of the arts in thatnegotiation at that specific moment. It evolves with time any new agreement

ids made.


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LXXVIII)The Tactics

1) Each figure must know its role and play it to the utmost. If a municipality,because of the political expectations of its representatives, wants to play a role

which does not correspond with its potential, there is a serious risk of:

i. Misplaced investment in local infrastructure and social services withinefficient results in the long termii. Inefficient performance in its metropolitan role, which will most

probably be taken over by another competitive urban center.

2) In Madrid, the strategy of role playing was well defined and broadly played bythe municipalities on an understanding basis.

i. The King is the Capital Center. It is the historic Madrid that housesall relevant quaternary (services to the advanced tertiary sector)

services.

ii. The Queen is the international airport of Barajas and futureairport of Campo Real: In 20 years, from 1989 to 2009, it has grownfrom 9 million to 50 million passengers, getting closer to saturation at

80 million. The future airport of Campo Real, proposed by the

Regional Plan, will allow for 150 million passengers, which relates to

750,000 jobs related to airport capacity. 25% of total jobs of the

regional economy.

iii. The Towers are the two main sub regional centers, provincialcapitals, of Toledo and Guadalajara: Important historic and urban

centers of 100,000 inhabitants accumulating administrative functionsand social and economic centrality.


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LXXIX) The Role of the Pieces in the Strategy: The Chess

i. The Bishops are the important industrial centers of the SW andNE periphery (Mostoles, Alcorcon, Getafe, Fuenlabrada, Parla,

Alcala de Henares): Each are aroun 15,000 inhabitants. The clustersector specialization (Electro mechanics, Graphic arts, etc.) make thema network of small and medium-sized regional enterprises.

ii. The Horses are the urban centers of sub regional importancehaving a leadership role in the peripheral territory (ColmenarViejo, Villalba, Aranjuez, Villarejo): Commercial functions andsome minor administrative ones give them area centrality.

iii. The pawns are the newly growing residential villages: 31 of themselected to grow more rapidly due to the existing commuter train

service or the potential extension of the network due to location within5 km from existing terminal stations.

iv. Regional Strategic locations: A new brand of chess figures. Theywould be a blend of Towers and Bishops: They are articulating points

in the regional space with concentration of logistics and

entrepreneurial functions of upper base level. Closely related to the

airport and to the productive areas playing a role of economic

centralities. Torrejon de Ardoz and Getafe on the two focal points of

the M-30, the new 21st

Century axis of the regional growth structure.


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LXXXII) Ongoing Effects

1) All ongoing effects have been projects originated by the Regional Plan thathas restructured the Region. Madrid has proven since to be the engine of

economic development in Spain and its leadership role has grown in the

national economy, taking Madrid into the concert of main European

metropolises.

2) The Plan goes on influencing relevant and strategic decisions 14 years later.


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LXXXIV)The Cundinamarca Structure

1) If we focus on the core of the metropolitan region, we can see that the twomain directionalities have appeared naturally.

i. The directionality is along the main axis of the region. We see the 3roads going from Facatativa, Madrid and Funza to Zipaquira. A fourth

road, the primigenius one, goes from Soacha through central Bogota

(Carrera Septima) to the north.

ii. The cross directionality is represented by:1) the two main roads from central Bogota (Calle 26 and 80)

through Facatativa and El Rosal to the Magdalena Valley and

Medellin (second largest city in the country),2) the road from Soacha in the same northwest direction, and3) the alignment of other secondary settlements with Chia (roads

not represented).

2) This bi-axial natural organization of the territory falls into the reticularpattern.

3) The cordillera linearity to the east of Bogota has determined the linearity andreticulation of the metropolitan system. Invasive settlements beyond the

cordillera due to the proximity to the Metropolitan center (La Calera) do not

alter the natural settlement pattern.


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LXXXV) The Analysis: Directionalities and Cross Directionalities

1) The analysis for the metropolitan pattern was first presented in Bogota in1998, together with the ORT (CT) Methodology and the Madrid Regional

Case.

2) The three main conclusions for Cundinamarca Priorities were:i. To understand and to play within the Reticular structure of the Sabana

Region. The Capital Region. To follow the inner structure of the

Region would result in a strong and equilibrated, efficient and

equitable, metropolis.

ii. The need for a commuter train development, based in the existing 3tracks. The system was compatible with an underground completion

with Estacion Central as the main metropolitan intermodal system.

iii. The reservation of space for and the preparation of a new airport before

the forecasted collapse of the existing El Dorado due to metropolitaneconomic base growth and passenger extrapolated forecasts.

3) The reticularity of the metropolitan area was presented and the CT system, theChess strategy, shown as a system of regional articulation and inter-

administrative relations.

4) The administrative atomization of territorial responsibilities has made it verydifficult in these last 13 years to build up a consistent Metropolitan Plan and

administrative collaboration between the Cundinamarca and Bogota

Departments and the numerous municipalities of the metropolitan area.


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LXXXVII) The Game

1) The Game, as it is being played by the UNCRD is a correct metropolitanstrategy in the atomized administrative framework of the Colombian legal

system. The new LOOT, a Territorial Law, opens expectations not yet

explored.

2) The governance strategy contains substantive strategic planning principles:

i. In administrative terms:1) Indicative and not Compulsory2) Inter-administrative consensus

ii. In technical terms1) Long2) Wide3) Variable Geometry4) Sliding Horizon


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LXXXVIII) Governance Strategy: Administrative

1) In Administrative (Political) terms, the Plan has to be:

1) Indicative: There is no point tryin

Documents

Chess in a Tripod-MetroCT Metropolitan Growth Method