LA

nicole friend

davina mashian

tuoya wulan

prof victor jones

university of southern california

Los Angeles, a single sprawling metropolis is not your conventional city. Home to a number of “micro-cities”, LA cannot be summed up by a single image or description. The city is home to a wide variety of neighborhoods, separated by a range of cultures, geographies, boundaries, and microclimates. An “umbrella city”, Los Angeles is a network of communities, with each community defined by its distinctive lifestyle and perspective.

Certain historical events and economic changes shaped the city and connection its inhabitants have to it. The exhibition will reflect such factors by introducing historical data and demographic information followed by the recording of seven people living in different parts of Los Angeles. The aim is to identify the unique and distinctive variation of a city that at first glance appears to be a homog-enous network of streets and freeways. Critical aspects from cultures, income, transportation, to amenities will indicate how these features and experiences define radical differences not otherwise perceptible. South Central, Hollywood, Venice and Downtown will be among the areas explored all in contemporary views.

The goal of this exhibition is to define Los Angeles by several types of mapping techniques, and to place viewers deep inside the realm of a city with no center and no edge.

LA: mapping a city

glossary of relevant terms morphology of los angeles

la freeways neighborhood/freeway connection

110 & hollywood freewayslocations observed

keyperspectives

freeway to public way lines and spots

my lala grid

satellite imageconclusion

index bibliography

citations

table of content

pshycocartography: the study of the precise laws and specific effects of the geo-graphical environment, consciously organized or not, on the emotions and behavior of individuals (debord)

mental map: a person’s perception of the world, an individual’s own internal map of their known world (rosenburg)

social cartography: the writing and reading of maps addressingquestions of location in the social milieu (paulston)

paths: channels along which the observer customarily, occasionally or potentially moves (lynch)

nodes: points, the strategic spots in the city into which an observer can enter and which are the intensive foci to and from which they are traveling (lynch)

de-location: not being locatable, characterizes the relation between man and the city (mateo)

density: is the quantity and quality of simultaneous and/or mixed space and uses- available per person (gausa)

infrastructures: communication and transport infrastructures emerge as the most evident lines of current “urban-territorial” system; lines are converted into neu-tral directrices for future organization of the land (gausa)

map: represents intellectual knowledge, linguistic convention, while territory refers to physical experience, the sensorial act (soriano)

polycentric: having many centers

metropolis: multi-city, a complex system of simultaneous relationships and events. meta- place or “place of places”, multilayered structure made up of different re-alities; a framework “of network” or “of networks” compromising similar situations and changing relationships (gausa)

collective conscienceness: the set of beliefs and sentiments common to the average members of a single society (durkheim)

morphology: form or structure of anything

glossary

morphology

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LA’s polycentric growth in relation to rail & freeway

development of rail

morphology

LA’s polycentric growth in relation to rail & freeway

development of rail

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morphology

LA’s polycentric growth in relation to rail & freeway

development of rail & freeway

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morphology

LA’s polycentric growth in relation to rail & freeway

development of freeway

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LA’s polycentric growth in relation to rail & freeway

development of freeway

morphology

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hollywood freeway

110 freeway

neighborhood/ freeway connection

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locations observed

NM nameBP birth placeYR years residingHL home locationWL work locationOP occupationCT commute timeTT transportation typePI places of interest

NM romeo BP philippinesYR 7HL wilshire @ westernWL 24th @ wilshire OP video editor/ marketingCT 110 minTT carPI ralphs frank’s and hank’s bar

Working in Santa Monica, Romeo makes the drive to and from work on a daily basis, from his apartment close to downtown Los Angeles. Living alone, Romeo moved to Los Angeles to pursue a music career and plays gigs at local bars on the weekends.

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fig. 1: wilshire @ western

fig. 2

fig. 3: 24th @ wilshire

fig. 4: santa monica freeway

fig. 5: ralphs

fig. 6: outdoor performance in hollywood

NM barbaraBP malibu, caYR 30HL foothill @ sunsetWL foothill @ sunset OP homemakerCT 0 minTT carPI sports club la el rodeo elementary school porta via restaurant

Residing north of Sunset in Beverly Hills’ elite estates, Barbara lives with her husband, three children and two housekeepers. A homemaker, she dedicates her time to taking care of her children and is a member of the PTA as well as charities that contribute to the greater community.

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fig. 8: rodeo drive

fig. 7: foothill@ sunset blvd

fig. 9: santa monica blvd @ canon dr,

fig. 10 El Rodeo Elementary School

fig. 11

NM frankBP los angeles, caYR 28HL marr @ howardWL venice high school OP english teacherCT 30 minTT carPI marina del ray beach front abbot kinney trader joe’s

An English teacher at Venice High school Frank is an aspiring writer. He spends his spare time writing at the Starbucks near his house or at Marla Café on Abbot Kinney. He likes to spend his Sundays with his girlfriend, often biking to Marina Del Ray where they spend their day.

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fig. 12 : marina del ray beach front

fig. 13: venice highschool

fig. 14: venice canal

fig. 15: venice blvd @ walgrove ave

fig. 16: Lemonade Café, Abbott Kinney

NM richardBP buffalo, nyYR 40HL alemeda @ 6th WL hill @ 5thOP vietnam veteranCT 22 minTT walkingPI pershing square

Living on the streets of Downtown Los Angeles, Richard lives day to day surving on the kindness of strangers and local soup kitchens and VA hospitals. He travels to Pershing square during the day to enjoy the sun and the bustle of downtown. At night he sets up camp with others in Skid Row, staying up most of the night read-ing and protectig his belongings.

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fig. 17: almeda @ 6th st

fig. 18: skid row

fig. 19: Union Rescue Mission, dinner

fig. 20: pershing square

fig. 21: E 6th St @ S Alameda St

fig. 22: Mill St @ E 7th St

NM anna BP moscow, russiaYR 23HL sycamore @ melroseWL figurora @ w 7th OT insurance agentCT 10 minTT carPI hanks bar marukai market

Living on the Westside to be closer to her family Anna commutes to Downtown LA for work daily. After a long day of number punching she gets a drink with coworks at Hank’s Bar. On the weekends she enjoys people watching and shopping closer to home at the Grove.

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fig. 23: grand @ 9th ave

fig. 24: w 7th st

fig. 25: the grove

fig. 26: 101 highway

fig. 27: figuero @7th st

fig. 28: e 1st st

NM derek BP chicago, ilYR 1.2HL union st @ 22nd stWL wilshire blvd @ s rodeo drOP architectCT 30 minTT car/bikePI wild card boxing club hollywood farmers market

Architect Derek may make a living with his office near LA’s posh Rodeo drive. However he prefers spending his time outside of Beverly Hills, blowing off steam at his boxing club and stocking up on fresh fruits and vegtables from the farmers market.

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fig. 29: sunset blvd @ ivar ave

fig. 30: vine st@ sunsent blvd

fig. 31: robertson blvd @ wilshire blvd

fig. 32: late night food trucks, Abbot Kinney

fig. 33: 22nd st @ Toberman St

fig. 34: union st

NM doris BP beijing, chinaYR 10HL w 1st @ gafferyWL normandie @ w 155OP nurseCT 40 minTT bus/carPI la port

Living with her father and sister Doris has just immigrated to the United States. Currently pursing her dream as a nurse she has starting to discover what the city has to offer. After work she sometimes enjoys grabbing a bite to eat or take a walk before going home. On her days off she enjoys drawing and reading at LA’s port and water front.

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fig. 35: normandie @ rodondo beach blvd

fig. 36: 110 freeway

fig. 37: san pedro beach

fig. 38: gaffey st

fig. 39: 1st st @ gaffey st

fig. 40

Exploring the history of Los Angeles freeway development, its morphology into LA’s public realm and the complications behind defining a city with no real center and no real edge

Freeway to Public Way

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Los Angeles is a unique city, one without a defined center or edge. One can describe it as a polycentric city, but it is much more. The question is; how can we define such a complex city? Over time Los Angeles City annexed most of the areas and communities around it, but the population grew very slowly, creating a dense but spread out urban environment. With the implementation of freeways the city spread over the land even more, and people were able to travel with the luxury of the automobile. Cities are shaped by their growth in land and population, which are two factors driven by historical events and politics.

The morphology of the city is important to understand when dissecting its public realm. Los Angeles was formed by its city’s transportation infrastructure. Unlike other cities that grow radial from a port, Los Angeles grew from the Pueblo located in the center of the city to very specific areas that were reached by rail or freeway system. Los Angeles was shaped by its freeway system and it relies heavily on this system to supports its circulation1, connecting areas and defining the city as polycentric. Many neighborhoods in Los Angeles became more appealing with the completion of freeways connecting them. For instance, most of the San Fernando Valley was not heavily populated until the 101 freeway was implemented in the 1960’s. This and many other areas were, and still are, only connected by freeway; making the city itself sprawled and decentralized.

The original rail system was vast and had a possibility to lead to a central location. In the 20’s the system was large and connected many areas but drastically the rail was transformed into a freeway system. By 1960 the freeway system was large enough to stretch across the city. Now the city is a network of freeways decentralizing it completely.

The development and annexation of Los Angeles proved a need for a freeway system that stretched across the area connecting one place to the next. The Arroyo Seco was built in 1940 and it stretched 8 miles and was the first freeway in the west. During what was coined the “Decade of Progress” from 1950-1960, the city implemented 60 miles of freeway.2 During these years the freeways seamed an incredible feet, and people from the dense east coast cities were drawn here by the notion of being “free” to drive for miles and miles. With the promise of no more congestion from the industrial-age cities, this was a time to enjoy the open road and fresh air. Of course a lot has changed in 60 years, the LA Freeway system is now the epitome of congestion.

Space, Movement and Automobiles

“Connected by an expansive network of streets and freeways, Los Angeles spreads out in all directions with few differences of density or form. Experienced through the automobile, the bus or even the shopping cart, this environment takes mobility as its defining element.”3 When discussing everyday life the Everyday Urbanists describe the city by the activities that happen on a daily basis. Whether or not they are considered mundane or trite, they are what shape or city and experience. Margret Crawford is describing the everyday life of an Angelino revolving around the freeways and mobility.

1 Morland, Grame. Los Angeles, Movement Systems. Los Angeles; Architectural Design, 1981. Page 12.

2 Marvin, Ray S., Ed. 1960 City Planning Commission Accomplishments. Los Angeles; 1960. page 8

3 Crawford, Margret. Everyday Urbanism. New York; The Montacelli Press, 2008. Page 26-27

Public Realm is defined by the collective experience. The freeways are Los Angeles’ Public Realm, which is defined by the movement of the car not by the physical connection the inhabitants make exploring the city by walking or public transit. Most travel happens alone, each person in his or her own car, and in traffic. There is little or no physical interaction in this space, and the littler interaction between people that exists is based on superficial experiences. Mapping ones everyday movement is a way to understand the city. If the city is constructed by our everyday lives and experiences, then the city is better understood through those experiences.

Giedions concept of “Space-Time” shows movement is the key aspect in perceiving space. 1 He describes it as, “change, mobility, and the ability to conceptualize objects simultaneously from a variety of viewpoint”.2 The space that is observed while in an automobile is very different than the space that is observed by the physical body. When one is in a car they experience time at much different rates, whether its going as fast as 60 mph or 5 mph while sitting in traffic. The space of the city is a resultant in this time shift. The driver and passengers now do not experience space with their body but rather with their car as an exoskeleton, changing the way they perceive the city.

One could look to the techniques of the Situationalists when exploring ways to describe the city of Los Angeles. The Situationalists showed cities like Paris and London through mental mapping or psycho-cartography. This allowed them to view the city through the movements of its inhabitants. There is no real publicness in Los Angeles by the European standard to which the Situationalists worked with. Nevertheless, the theories behind the Situationalist approach are valid even for Los Angeles.

If we dissect the city through individual experiences we can find the collective experience, and therefore define the city by those parameters – its inhabitants and its use. Perhaps Los Angeles and other cities cannot be defined, for they are not one organism but a multitude of intricate happenings and experiences. Never- the- less people have been trying for years to make sense of this complex system. As humans we need to feel connected to other people and find purpose for our surrounding environments. In the end the most important viable definition of our space is based on our personal experience and perception. Therefore a “city” is a collection of those experiences woven together creating what we describe as place.

1 Giedion, Sigfried; Space, Time and Architecture. Cambrige MA; Harvard University Press, 1941, page 355-57

2 Kaliski, John. Everyday Urbanism. New York; The Montacelli Press, 2008. Page 91-92.

Lines & Spots

Research of the relationship between the highway system and communities in Los Angeles

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Abstract:

Los Angeles, with an estimated population of 4 million people, and founded in 1781, has a projected popula-tion growth of 6.3 million over the next twenty years. If we compare with the communities as spots, the transportation system is more likely to be the net composed of lines. The development of transportation as spreading out lines could bring new energy and connection to the communities, while as the density increased, the transportation network will perform itself as branches to output the burden of the communi-ties. In order to narrow down the topic, this essay will focus on the highway system mostly, using Hollywood Freeway and 110 Freeway as examples to illustrate.

Brief History of highway in Los Angeles:

Twenty-one years ago Los Angeles County began that road improvement which has become such a marked phase of its development, for in 1898 three hundred eighty-three miles of road were treated with oil, the oiling of earth roads at that time being regarded as about the last word in road improvement. In addition to these county roads the city of Los Angeles, comprising in its area 363.44 square miles, has 511.86 miles of paved streets and 724.43 miles of streets graded and oiled. Los Angeles County has the greatest paved road mileage of any County in California and its constantly adding to it. More lines of the State Highway center in Los Angeles County than in any other County. (California highways: A descriptive record of road develop-ment by the state and by such counties as have paved highways. Ben Blow)

When it comes to the elements which stimulate the highway development, economic factors are more likely to be the main one. Between 1980 and 1993, the retail price of regular-grade gasoline, including taxes, fell by 7 percent in real-dollar terms(from $1.141 to $1.113 in 1993 currency). Over the same period, fleet-aver-aged fuel efficiency increased by 40 percent (from 24.8 to 34.6 kilometers per gallon), a product of improved engine design, downsizing of vehicles, and better aerodynamics. As a result of both factors-declining real prices and improved fuel economy- the real price of gasoline paid for each kilometer traveled fell by almost 50 percent. (The transit metropolis. Robert Cervero)

Community 1:Hollywood Hills West,Hollywood,East Hollywood,Hollywood HillsRelated Highway: Hollywood Fwy(Built from1940 to1966)

There is no doubt that tourism is the main character of these Hollywood communities, such as Universal Studios, Hollywood Bowl and Kodak Theatre.By 1920, Hollywood had become world famous as the center of the United States film industry. Based on its economy development, the requirement of efficient transpor-tation was going to increase. During the early 1950s, the famous Hollywood Freeway was constructure from four level interchange interchange in downtown Los Angeles, past the Hollywood Bowl, up through Cahuenga Pass and into the San Fernando Valley. In the early days, streetcars ran up through the pass, on rails running along the central median.

The Hollywood Freeway refers to two segments which are U.S. Route 101 and California State Route 170.The first link of the highway, now known as the 101, stretched from Grand Avenue to Silve Lake Boulevard and cost $13,000,000. It is not hard to see that Hollywood Fwy enhances the connection between the downtown area and Hollywood communities. However, in the early days, the Hollywood Fwy did help these commu-nities to enlarge their influence, nowadays, it has already been viewed as one of the worst freeway in LA due to the congestion. The speed of worst bottlneck when congester is even 14 mph. The previous helper is more likely to become some sort of burden to the city, in other words, the Hollywood Fwy is used to be nutrition vessel for the communities while it brings negative obstacle for them.

Community 2: Downtown LARelated Highway: Interstate 110( daily traffic 286,000 per day), 10(daily traf-fic363,000 per day),101(daily traffic 308,000 per day),5(daily traffic 299,000 per day)

Downtown’s golden age was in 1920s. While following World War II, suburbanization, the development of the Los Angeles freeway network and, subsequently, increased automobile ownership, lead to decreased investment in Downtown. Interstate 110 which is also called as Harbor Freeway began in 1954, and was completed in about 1962. It connects San Pedro which is a community of Los Angeles in the southern part and Long Beach with downtown Los Angeles. A heavily traveled route, Interstate 110 serves as a major com-muter route through the heart of South Los Angeles as well as a commercial corridor connecting the Port of Los Angeles with transcontinental Interstate 10 and Interstate 5 Freeway. Different with the Hollywood com-munities which are strung by Hollywood Fwy, downtown LA is surrounded by multiple freeways which may provide the community with more development directions. The distinctive pattern between line and spot will show their different pattern of enlarging in future.

Overlapping the freeway system on the community map, it is not hard to find out that most of the freeway is located between the community boundaries.Most of the land use next to the freeways are commercial use, industrial use or green corridor. Heavy traffic burden of the freeway always brings large amount of pollu-tion, thus on one side, freeway connects the communities which it goes through stimulating the economy development, on the other side, the physical appearance of freeway also brings certain separation to the area. This kind of contradiction exists all the time and at the same time, freeway system helps central communities with high density to develop radial satellite communities which means that the connection is bidirectional.

an examination of individual movement throughout los angeles

my la

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Living in a metropolis essentially made up of several cities divided by wealth and mobility, Los An-geles cannot be summed up within a single perspective. Within every district lies a different perspective. A different way of life that cannot be summed up no matter how many views one may try to uncover. Stretch-ing almost 100 miles from east to west on the map, it is difficult to know where to start when examining the city.

Los Angeles is no longer characterizable, but divided into distinctive segments, as represented on the one side by an upper tier of highly paid professionals and on the other side by a lower tier composed of low wage workers, the vast majority of whom are immigrants. These circumstances have had profound implica-tions for the shape and form of metropolitan development in Southern California and for the social and political dynamics that drive this development forward. The many communities that make up Los Angeles do not have defined boundaries yet they live within an understanding that they each are a part of a larger district-wide grouping. The people within each district often stay around their community and do not venture outside their “bubble.”It is important to point out that people isolate themselves. Living in close proximity to one another is not as common in Los Angeles as it may be in other cities. With most, if not all Angelinos living within their own bubbles, one could say Los Angeles is more divided than ever. Just as technology has been somewhat of a contributing factor to the isolation of people so has the inability to move throughout the city due to technology or money. Aside from the economic factors that stall mobility within the city one must also consider the convenience factor. Why venture outside your bubble when it is such a hassle? Every district has its own malls, theaters, and restaurants. Why go outside your comfort zone and even explore the unknown, when you are so comfortable where you are.

Historians have examined Southern California’s rich urban past and as I started examining Los Angeles with the intention of explaining why this city is so divided I have come to realize that our lack of programming is what has divided us. I have decided to look to myself, as well as one other case study from a different part of Los Angeles in order to help explain the phenomena of isolation within a seemingly limitless city.

A native Angelino, I was born and raised on the Westside in-between Santa Monica, and Beverly Hills. In walking distance to Westwood village and close enough to bike to Century City I never felt the need to ven-ture outside of my bubble. Elementary school was down the street from my home growing up and every-thing I needed was at my fingertips. When I attended high school my bubble expanded. My high school was located off the 405, falling somewhere in-between the Westside and the valley. I now found myself mov-ing around the city. Driving further than usual to meet with different friends and go to parties. The valley was now a part of my map. Within my realm, I began to understand a new area and by the time I gradu-ated from high school I was familiar with this once mysterious territory and found myself able to navigate through it independently. No longer a stranger to me, once I graduated from high school I was introduced to another unfamiliar location in Los Angeles, Downtown Los Angeles, and more specifically south central. Once I started attending the University of Southern California I found the same thing happening. Thus far with every academic opportunity I have been exposed to a new part of the city and as a result have come to understand the city, my city better.

What I have found particularly interesting is my recent pattern of movement to different parts of the city due to local attractions and hot spots. For instance with the development of LA Live and monthly festivals such as the art walk I have found myself traveling downtown more often to go out at night rather than venturing out to the more familiar Hollywood or Sunset Strip. Attractions such as these have made me want to travel a little further than I normally would when going out. Social programs could tie the city together. Local attractions and abnormalities are what can also tie us together however so can new experiences and opportunities for interaction.

I am currently part of a community outreach project at the Museum of Tolerance. The project is targeted at bringing together two communities, those being the Jewish and Latino communities within Los Angeles. The project is targeted at starting from the small scale by pairing Jewish students from the Westside with Latino students from Roosevelt High School in Boyle Heights. I had never been to Boyle Heights, however with the commencement of the program I began to learn more about the community and even visited the students I am friends with there. One student I have become particularly friendly with is Serena Gomez.

Serena was born and raised in Boyle Heights. Currently a senior at Roosevelt High School she is an active member of her student body and considered one of the more outgoing students at school. I recently asked Serena where she liked to hang out and if she primarily stayed in Boyle Heights. Her response was simple, she did not have a car and most of her friends did not have cars so most of their time was spent in or around their neighborhood. “Getting around Los Angeles is definitely not easy without a car” she noted. Visiting the Museum of Tolerance gave her a reason to come to the Westside, but she was only able to do so because the school had chartered busses for her and her classmates to come visit. She went on to say that taking the bus to get from place to place was one option however it was not as simple as hopping onto a bus and getting from point a to b. As we discussed next year and her plans to attend a four year university in the fall Serena noted how it would be almost as if she would be moving to another city if she were to attend UCLA or USC town, when in reality she would still be in Los Angeles, only in a part of town she has never encoun-tered or had any reason to come across.

Looking back at our conversation I have further reflected on what instigates and allows for movement and interest in leaving ones comfort zone and venturing into new and unfamiliar territory right next door. Los Angeles’ close association with the automobile and its sprawling urban form have naturally made it a metropolis depending heavily on the automobile for urban transportation. No technological innovation has affected the character of Los Angeles as much as the automobile. Therefore, my exposure to the city when I was a senior in comparison to Serena’s was drastically different just because of the fact that my friends and I all had cars by our senior year, making it easier for us to move around town.

While there are issues of mobility that make movement through the city difficult, if not viable, living in a metropolis essentially made up of several cities makes it difficult for any resident to essentially see it all and see it any one way. As residents of Los Angeles we are lacking a more efficient public transportation system aside from a reason to move beyond the boundaries that may be inadvertently placed on us depending on where we go to school or work. While urban planning and issues of mobility have both been contributing factors to the isolation of Angelinos from one another I believe that those issues will eventually be solved with the implementation of the new rail system, however the need for such interaction and movement will remain. A reason to move about the city and go from place to place is what has crippled the greater Los Angeles community most.

la’s grids

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satellite

index

abstract 1glossary of relevant terms 4

essaysfreeway to public way 46lines and spots 48my la 50

neighborhoodscentral City 30,34beverly Hills 18,22,38hollywood 34,38san Pedro 42south Central 42,38wilshire 18venice 26

freewayssan deigo freeway/405 18,26santa monica freeway/10 18,38 glendale freeway/2 22,34,38pasedena freeway/110 34,42hollywood freeway/101 34,38

mapscity grid 52conclusion 54,55freeways: 110 & hollywood 16,17locations observed 15morphology 5-13neighborhood/freeway connection 14satellite 53

bibliography

freeway to public way:Crawford, Margret. Everyday Urbanism. New York; The Montacelli Press, 2008. Debord,Guy.Society oftheSpectacle.RebelPress,2004Giedion, Sigfried; Space, Time and Architecture. Cambrige MA; Harvard University Press, 1941, Kaliski, John. Everyday Urbanism. New York; The Montacelli Press, 2008. Lynch, Kevin. The Image of the City. Cambridge MA: MIT Press,1960Morland, Grame. Los Angeles, Movement Systems. Los Angeles; Architectural Design, 1981.Marvin, Ray S., Ed. 1960 City Planning Commission Accomplishments. Los Angeles; 1960.

lines and spots:Moving Los Angeles: short-term policy options for improving transportation Highway Robbery: transportation racism & new routes to equity.State of the world 2007: our urban future: a Worldwatch institute report on progress toward a sustainable societyNeighborhood effects on crime and youth violence: the role of business improvement districts in los angeles.Differences in the development of citizenship : residents’ motivations and capacities for participating in neighborhood associations in Los Angeles Neighborhood network structure of social capital : a multilevel analysis of the Los Angeles experiment City of promise : race & historical change in Los Angeles Journal of the Transportation Research Record. No. 1835The Transit Metropolis. Robert Cervero Breakthrough Communities. Edited by M. Paloma Pavel http://www.latimes.com/ Website of Los Angeles Times

http://en.wikipedia.org/wiki Website of Wikipedia

my la:Banham, Reyner. “Los Angeles: The Architecture of Four Ecologies.” California: University of California Press, 1999.Fulton, William B. “The Reluctant Metropolis: The Politics of Urban Growth in Los Angeles.” Baltimore: The Johns Hopkins University Press, 2001.Klein, Norman M. “The History of Forgetting: Los Angeles and The Erasure of Memory.” New York: Vero Press, 2003. Scott, Allen J. and Soja, Edward W. “The City: Los Angeles and Urban Theory at the End of the Twentieth Cen-tury.” California: The Regents of the University of California, 1996.

fig 1: http://www.flickr.com/photos/30172549@N00/460062322/fig 2: Zach Behrens, Sherman Oaks, CA. http://laist.com/2008/07/02/photos_from_lax_dur-ing_the_bomb_sca.phpfig 3: Davina Mashianfig 4: http://scopeblog.stanford.edu/archives/cardiovascular-medicine/fig 5: http://globalcc.wordpress.com/2009/06/15/food-for-thought/fig 6: http://www.digital-photo.com.au/2009/07fig 7: http://resources.newhomesource.com/Images/Homes/Citru3704/4442463.jpgfig 8: Flickr by Nitro101, http://www.los-angeles.hu/index.php?menu=3&lang=2fig 9: Davina Mashianfig 10: Davina Mashianfig 11: http://www.rodeore.com/media/BeverlyHillsMansion.jpgfig 12: Almennt blogg, www.jakobday.com/ blog/?cat=3&paged=3fig 13: http://www.technknowledge.com/?s=venice-high-schoolfig 14: http://www.goodapartment.com/living-in-los-angeles-venice-ca/ http://commons.wikime dia.org/wiki/Commons:Featured_picture_candidates/Log/March_2006fig 15: http://farm4.static.flickr.com/3286/3080531578_48eefb3cd4.jpgfig 16: Zach Behrens http://laist.com/2009/08/14/lemonade_opens_third_area_store_in.phpfig 17: http://lens.blogs.nytimes.com/author/monica-almeida/fig 18: to be determinedfig 19: http://paratinovia.com/4-eco-chic-reception-tipsfig 20: http://www.technknowledge.com/?s=venice-high-schoolfig 21: to be determinedfig 22: http://www.life.com/image/2851168fig 23: Cbro, http://www.lataco.com/taco/hanks-bar-american-grill-los-angelesfig 24: http://www.chanfriedman.com/images/Koala_Yummies.JPGfig 25: http://truevagabond.com/category/thing-to-see/fig 26: http://www.crazyauntpurl.com/archives/los_angeles/index.phpfig 27: http://www.tompkins-co.org/assessment/inside.jpgfig 28: http://la.streetsblog.org/2009/04/28/east-hollywood-neighborhood-council-declares-itself-pedestrian-neighborhood/fig 29: to be determinedfig 30: Jessica Schreibstein, theseesawonline.com/.../fig 31: http://www.aisc.com.my/USA_photos.htmfig 32: http://4.bp.blogspot.com/_GmQj3LxBW7A/Sv3QlHGs8RI/AAAAAAAADYc/fMrY51A3UII/s400/L.A.+Taco+Trucks+on+Abbot+Kinney(5).JPGfig 33: to be determined fig 34: Eddie Galdamez Eddie@Fudgy.Net http://www.lacomunidadonline.com/index.cfm?action=display_state&state=CA&language_version=englishfig 35: http://www.vistahealthcare.net/VH_SouthBay.php fig 36: Zach Behrens, Sherman Oaks, CA. http://laist.com/2007/09/24/the_most_uncomf.phpfig 37: http://www.city-data.com/picfilesv/picv17928.phpfig 38: http://www.rypn.org/rypn_files/articles/articles/030901SanPedro/default.htmfig 39: Davina Mashianfig 40: http://www.ottawaheart.ca/images/Nursing-Station.JPG

cover: http://mw2.google.com/mw-panoramio/photos/medium/2576931.jpgfreeway to public way: Akgün Kalkan http://akgunkalkan.typepad.com/enerji/küresel-isınma/ak-gun.kalkan@itu.edu.trlines & spots: http://initforthegold.blogspot.com/2008_07_01_archive.htmlmy la: http://www.city-data.com/picfilesv/picv18650.php

Romeo: http://www.flickr.com/people/zollo/http://www._ickr.com/photos/30172549@N00/460062322/Barbara: http://i.telegraph.co.uk/telegraph/multimedia/archive/00787/americas-rich-story_787496a.jpgFrank: Tom Roberts PhotographyRichard: http://micaiahsellsout.wordpress.com/2009/08/04/why-are-people-living-in-sydney-homelessAnna: http://www.master_le.com/stock-photography/image/600-00983812/Portrait-of-Woman-in-Punk-ClothesMaster_le Corporation - Corporate Headquarters- 3 Concorde Gate, Fourth Floor; Toronto, ON; Canada M3C 3N7Telephone: 1-800-387-9010 (Canada & USA) or 416-929-3000Fax: 416-929-2104E-mail: info@master_le.comDerek: to be determinedDoris: http://nobudesign.xanga.com/624369355/13-things-that-scare-me/This is the only contact information i found:http://www.xanga.com/message.aspx?user=nobudesign

images

NM tuoya wulanBP chinaYR 6HL 25th and vermontWL university of so. california OP occupationCT commute timeTT 25-35 minPI school of architectureCONTRIBUTIONSlines & spotsneighborhood connection map110 freeway map hollywood freeway mapinitial nieghborhood research

NM nicole friendBP boston, maYR .8HL via marisol @ via arboladaWL university of so. californiaOP studentCT 45-70 minTT carPI school of architecture,trader joe’sCONTRIBUTIONSfreeway to public waymorphology mapslocation mapsindividual experience & individual mapsneighborhood connection mapgrid & satalite mapsconclusion map

NM davina mashianBP los angelesYR 21HL WL university of so. california OP studentCT 30-40 minutes TT carPI abbot kinney, melrose, robertsonCONTRIBUTIONSmy ladaily personal experienceindividual experience mapsindividual experiencesimaging la

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