A REPORT ON:

C.A DOXIADIS
 ISLAMABAD
 URBAN DETROIT
 RIAD

BY:
AKASHWARAN
MADHUMITHA SEKAR
VIDYA LAKSHMMI.A
Contents
1. ISLAMABAD: 2-21
I. INTRODUCTION -2
II. OPINIONS OF PLANNER -4
III. A MULTI DIMENSIONAL SUBJECT -4
IV. ECONOMIC ASPECT -4
V. CONCEPTION OF MASTER PLAN -5
VI. SOCIAL ASPECTS -5
VII. TECHNOLOGICAL AND CULTURAL ASPECTS -6
VIII. EKISTICS ASPECTS -6
 LANDSCAPE PATTERN AND HIGHWAYS
 FORMATION OF METROPOLITAN AREA
 DYNAMETROPOLIS
 ISLAMABAD
 RAWALPINDI
 NATIONAL PARK
 UNITY OF SCALE
IX. ADMINISTRATIVE SECTOR OF ISLAMABAD -12
 PERSPECTIVE OF ADMINISTRATIVE SECTOR OF ISLAMABAD
 ADMINISTRATIVE SECTOR WITHIN ISLAMABAD
 INTER-RELATION OF FUNCTIONS IN THE ADMINSTRATIVE SECTOR
X. THE LAYOUT PLAN -14
 ORGANISATION
 HIERARCHY OF FUNCTIONS
 THE LANDSCAPE AND CLIMATE
 SOCIAL PLANNING
 PEDESTRIAN AND VEHICLE TRAFFIC
XI. FACILITIES -17
 WATER SUPPLY SYSTEM
 SEWAGE AND DRAINAGE
 ROAD CONSTRUCTION
XII. STREETS AND HOUSES -18
 STREET DESIGN- THE POSITIVE SPACE
 ADJUSTMENT TO THE LANDSCAPE
 HOUSE DESIGN- THE PLOTS
 MINIMUM ACCOMODATION
 PRIVACY

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2. DEVELOPING URBAN DETROIT AREA 23-31
I. BACKGROUND -24
II. PHASE ONE : INVENTORY AND ANALYSIS -25
III. PHASE TWO : FUTURE ALTERNATIVES -26
IV. PHASE TWO : PLANS AND PROGRAMS -28
V. THE URBAN DETROIT AREA -29
VI. DETROIT CENTRAL CITY -31
3. RIAD

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CASE STUDY 1: ISLAMABAD

3
INTRODUCTION

Many were the reasons for which Pakistan needed a new capital city. During the first stages
of the life of the new State it was natural that Karachi should have been selected as the
capital, since it was a large city and a convenient center of sea and air transportation. This
was not, however, a satisfactory solution from points of view of climate, tradition and the
existing buildings, which were not adequate in number or to the standards required by capital.
The layout and structure of the existing port city did not allow it to take on the functions of a
modern capital. On the other hand, the influx of refugees intensified the existing problems
and created new ones.

The government of Pakistan decided to cope with the situation by creating a new capital and
proceeded toward this end in a systematic manner. By decision of H.E. the President of
Pakistan, Field Marshal Mohammed Ayub Khan, a special commission was established to study
this problem having as its chairman Major General A.M. Yahya Khan, Chief of the General
Staff. This committee had its first session in February 1959, under the chairmanship of
General Yahya, and during this session nine subcommittees were set up.

In February 1959 H.E. The President of Pakistan honored Dr. C. A. Doxiadis by naming him
advisor to the Special Commission for the Location of the Capital and in compliance with a
request from the President and from the chairman of the commission, a report was issued by
Dr. Doxiadis with reference to this problem, in an effort to incorporate the knowledge and the
experience of the members of the committees as well as of that of each committee as a whole.
The result of this report was that two areas were suggested for the new capital, one outside
Karachi and the other to the north of Rawalpindi.

On the basis of reports and recommendations of the Commission for the Location of the
Capital, H.E. President Mohammed Ayub Khan decided in favor of the site North of Rawalpindi,
on the Potwar Plateau and made a public announcement to this effect in June 1959. On July
the 2nd, 1959 Major General A.M. Yahya Khan requested Dr. Doxiadis to prepare and submit
a report in order to facilitate the task of the commission in preparing the next stages of the
work, especially regarding the setting up of a commission for building the new capital and
setting up a program of action. During late July and early August 1959, Dr. Doxiadis visited
the site of the capital and, as a result, the report "Impressions from the site – The necessary
data" was issued.

In September 1959, the government of Pakistan decided to establish the Federal Capital
Commission for the preparation of the master plan and program of the new capital.
Simultaneously, Doxiadis Associates were appointed as consultants to the Federal-Capital
Commission. Fourteen sub-committees, later named committees, were appointed
During the first session of the Federal-Capital Commission, who issued a number of reports
in connection with the surveys of the existing conditions in the capital Area

Following the decision of the government of Pakistan to entrust Doxiadis Associates with the
design of the new capital of Pakistan, the first team of experts of the consultant arrived at
Rawalpindi early in November 1959 and a methodical collection of data was started, in close
collaboration with the Federal-Capital Commission and Pakistani experts. Another team of
experts also started work in Athens under the leadership of Dr. C. A. Doxiadis on the study
and classification of all collected and available data.

A most important milestone in the history of the capital was the decision taken on February
24th, 1960 by H. E. the President and his Cabinet to give the New Capital of Pakistan the

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name of ISLAMABAD (the City of Islam). It can be considered that the new capital of Pakistan
was born on this day.

Several reports covering all facets of the problems related to the creation of the new Capital
of Islamabad were prepared by Doxiadis Associates. These reports referred to the size of the
Capital, the cost of the project, the facilities needed, highways, and transportation in general,
and so on. On May 24th, 1960 the preliminary master Plan of Islamabad and the planning
principles that will make this capital a model for "A City of the Future", were presented to the
Cabinet and approved by H.E. the President of Pakistan.

A special authority, the Capital Development Authority, which took over from the Federal-
Capital Commission, was set up in Pakistan and charged with the overall development of the
new capital. The greater area of the capital, the metropolitan area, has been planned for a
future population of about 2,500,000 inhabitants within a period of two generations.

Many factors influenced the decision regarding the location of Islamabad, such as
transportation and communications, factors of national interest, defense, economic factors,
civic factors, existing facilities, etc. After a careful study of these, the present area -
represented by the model on the front page - was selected. The nearby existing city of
Rawalpindi would offer Islamabad considerable aid in facilities and initial housing needs. The
Chaklala airport of Rawalpindi will help air transportations, the Rawal dam will secure water
supply, the existing railroad and highway connections will serve communication needs. All
these will contribute towards avoiding large investments during the first phase of development
of Islamabad.

OPINIONS OF PLANNER

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A MULTI-DIMENSIONAL SUBJECT

A human settlement is a multi-dimensional subject, and there is always the problem of how
to present it; how to give a complete and systematic picture of it.

We can present a settlement through its plans, in which case we over-emphasize its two main
dimensions and seldom it’s third, that of height. A much better presentation was that of
Medieval and Renaissance cities or of Moghul monuments through three-dimensional plans,
either as perspectives of the settlements or as geometric two-dimensional projection of the
third dimension on the same plan. But even then what is missed out completely is the fourth
dimension - that of time - which is inherent in the existence and use of any settlement.

But even the best plans show only two or three of the elements of a settlement (shells,
networks and nature), and we miss the other two, man and society. We must find ways to
present these, as well as all the other aspects: economic, social, administrative, technological,
cultural, etc.

With such a complicated multi-dimensional subject a systematic approach would necessitate

our following one line in one dimension and studying the elements of the second dimension
along it, then repeating the same process with a second line, etc. (Fig. Ia).But such a process
requires a long and laborious 'voyage' (Fig. Ib), which cannot be undertaken in the space of
this article. The simple fact that during the planning period our office had to prepare more
than 4,000 different drawings and documents, a total of more than 8,000 pages, shows how
impossible such a task is here. Apart from that, using the method I suggested can be boring
even with a two dimensional subject; when dealing with as many dimensions as those of a
new settlement, such use may be indispensable for proper analysis, but is impossible to
present.

ECONOMIC ASPECT

The main argument of those who are against the creation of a new capital is that a new
country cannot afford such a luxury. Yet it happens that a new city often has to be created
exactly because of economic considerations.

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The functions of the capital city are determined by the size and organization of the country.
A capital means so many square feet of office buildings, so many square feet residential space
for the various social classes, and so many corresponding facilities, from shopping and
entertainment to roads and sewers.

If an existing city has such facilities and is properly located, the country has a capital. But if
the country only has cities that, even though situated in proper locations, lack the necessary
facilities, the question can be answered only by making detailed calculations. Such
calculations in the case of Karachi proved that the city was over congested (having overnight
become the only port town in West Pakistan, with its forty million people), and the proper
functioning of the administration would have meant the construction of public buildings,
residences and facilities of a certain magnitude.

The question then arose: given the need for investing in buildings, residences and facilities,
should these be added to an existing city, or set up in a new area? Investigation showed that
there were two main economic arguments in favor of a new city:

THE CONCEPTION OF THE MASTER PLAN

-If such investment were to be made within the existing city, about fifty per cent of it would
be for the acquisition of land, widening of streets, and remodeling of facilities to serve the
new functions. This meant that the capital expenditure per square foot of administrative
building would be doubled.

-If the investment were to be made in a new, non-developed area, the increased land value
of the surrounding area would accrue to the government – which would initiate action and
investment - and not to those who happened to be land-owners near the new government
developments.

Both of these were strong economic arguments for the creation of an entirely new capital

SOCIAL ASPECTS

The capital city exercises great influence on the entire country. Its inhabitants should not,
therefore, belong to only one social group (economic, political, ethnic, etc.), but to as many
groups as possible - in ratios corresponding as closely as feasible to the national ratios - so

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that the population of the capital is the best possible representation of the country or region
as a whole

Since existing cities do not well represent the nation as a whole unless they happen to have
served as capitals for extensive periods, we must conclude that from the social point of view
a new capital city is imperative.

TECHNOLOGICAL AND CULTURAL ASPECTS

Existing cities are old cities and as such, both from the technological and cultural point of
view, do not represent the future but the past. If their past has value, it should not be spoiled
by the creation of new functions in new buildings and facilities; if it has no value, it does not
represent an asset. Seen from this angle, the creation of a capital for a newly independent
country must either take place in an existing city (with a valuable past and ample buildings
and facilities) or, if this is not the case (and it was not with any city in Pakistan), it is better
for it to be set up without any commitments to the past. If it cannot incorporate great values
of the past, it is better to open the road for the values of the future.

EKISTIC ASPECTS

If a nation must create its most important ekistics functions in the capital - since in national
buildings and corresponding facilities it represents the greatest ekistics investment in
economic or cultural terms - it is wise to think carefully also about its ekistics future. Don't
we do the same when we build a great thermo-electric plant? We do not simply add it on to
an existing antiquated power station.

In this respect there are certain trends that are unavoidable. First, the population will continue
to increase; and secondly, we must expect this additional population to become almost
entirely urban – in other words, there will be an unprecedented increase in the urban
population. Countries such as Pakistan are now entering the era of urbanization. We must
expect their cities to grow dynamically and many a city to become a metropolis, then part of
a megalopolis , until it is a link in the greatest city that man has ever seen, which is going to
cover regions and continents with its branches - the universal city, or Ecumenopolis

These great urban organisms will never function properly unless we create the proper nuclei
for them, and we cannot leave it to the old cities of the past to bear the burden of the proper
functioning of a universal city

So from the ekistics point of view, too, Pakistan needed a new capital city.

 The Landscape Pattern and the Highways

The backbone of the Islamabad Metropolitan Area Master Plan is formed by two highways,
Islamabad Highway and Murree Highway, the alignment of which was dictated by the natural
landscape pattern and the existing man made obstacles.

The chief characteristic of the landscape is that it runs from north-east to south-west along
valleys formed by a series of hills running in the same direction.

The Murree Highway had to follow this direction through a valley formed by two hills: the
Islamabad highway has been aligned vertically to the Murree Highway between the existing
airport and Shakarparian hills.

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Two more highways, by-passing the existing town of Rawalpindi, have been proposed.

On the basis of the above ideas, a system of four highways becomes the basic step for the
metropolitan area. These axes form a big square, which will define all future transportation
systems and all major functions within the metropolitan area.

 Formation of the Metropolitan Area

The principal system of axes in the metropolitan area of Islamabad defines three distinctive
areas:

-the area of Islamabad proper.

-the area of Rawalpindi, the center of which is the city of Rawalpindi.
- the National Park area which will retain certain agricultural functions for several years and
where sites must be provided for a national sports center, the national university, national
research institute, etc.

The areas of Islamabad proper and Rawalpindi are both open for expansion towards the south-
west, while the National Park area is rather districted from the surrounding hills and Soan
River to the south-east.

 Dynametropolis

The cities of Islamabad and Rawalpindi will develop as twin cities serving each other in
complementary ways.

Islamabad will be the capital of the nation and will serve mainly administrative and cultural
functions. Rawalpindi will remain the regional center serving industrial and commercial
functions.

The master plan for both cities has the flexibility to allow for future expansions of the center.
It has been designed on the basis of the ideal city of the future and to form a dyna-metropolis.

9
Each is planned to develop dynamically towards the south-west, their center cores growing
simultaneously and together with their residential and other functions.

10
  Islamabad

The whole metropolitan area is sub-divided into sectors, called Communities Class V, each for
about 20,000-40,000 people and each according to the income group it will serve. The sub-
division of the metropolitan area into sectors resulted from the adoption of a pattern of
principal roads placed 2,200 yards apart in both- directions.

This pattern forms a modulus in the town and maintains a unified scale for the whole
metropolitan area. At the same time, it facilitates the road traffic as well as the organization
of the various land-use zones into communities of the same order.

The field pattern provides for a hierarchical distribution of roads, starting from the highways,
which have 1,200 ft. rights-of-way. The secondary roads have 600 ft. rights-of way. The third
category consists of roads 100-300 ft. wide entering the sectors, and surrounding the
residential communities. The last category of roads, those leading to individual houses and
buildings, run into the residential communities. These access roads are either for vehicles or
for pedestrians. There is full segregation of motorized and pedestrian traffic.

Longitudinal sections of the roads follow the same classification. The highways are designed
with the sole objective of serving high speed motor-traffic. In the other categories of roads,
the landscape is more respected, and on roads for the pedestrian, there are even steps where
the ground rises steeply. The human scale and that of the machine are kept clearly distinct,
and the elements of road design strictly observe the requirements of this separation.

The many zones of Islamabad serving various functions have been planned to allow for future
expansion. The administrative sector is placed at the heart of Islamabad, from which it
spreads first towards and then along the hills.

The civic center is developed in a strip running south-west, which is the main direction of the
town's growth. The residential and the light-industrial zones follow the same trend.

11
  Rawalpindi

The existing town of Rawalpindi was the major man-made obstacle in designing the new
capital. After a thorough study of the possibilities regarding the relation of the new capital to
the existing town of Rawalpindi, it was found advisable to place Islamabad at such a distance
so as to:

-form an independent settlement for purposes of allowing the design of a physical plan
independent of the existing restrictions imposed by the plan of Rawalpindi town.

-provide the new capital with services and buildings already existing in Rawalpindi in order to
save the maximum amount of costs.

Rawalpindi has been the subject of a special study so as to permit the coordinated and
balanced growth of the two towns in a balanced way. A master plan for Rawalpindi was
prepared, and regulations about zoning and interim development control were proposed. For
many years to come, the existing town of Rawalpindi will perform the duties of a mother
caring for her child, until the child is grown and becomes self-sufficient.

 The National Park

The third part of the metropolitan area is the National Park, situated so as to serve both
Rawalpindi and Islamabad.

The National Park has been designed to provide space for:

-educational and scientific institutes of national importance, such as national university,

atomic energy center, research center, national health center, etc.

-recreational facilities, both active and passive, such as sports centers, exhibition areas, zoo,
botanical gardens, etc.

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-agricultural areas for cultivating vegetables and fruits required for the two cities.

The National Park already has the Rawal Lake which was created in 1961 following the
construction of a dam to collect irrigation water and to supply water to Rawalpindi. In the
future, running water, may be dammed to form more lakes.

 Unity of Scale

A principle adopted in designing the Islamabad- Master Plan was unity of scale. This was
considered absolutely necessary to achieve a cohesion between the various elements of the
town. The city is not a conglomeration of isolated and unrelated spaces, but one entity of
interrelated spaces.

A scale measurement was determined to govern the elements composing the city, such as
plots, streets, open spaces, squares, roads, etc.

The selection of a system of axes or prevailing orientation is equally important for the
achievement of unity of expression.

Based on a study of the scale of the city made by the chief consultant, volume, heights,
densities, and floor indices of the buildings were specified for each particular sector. This
study led to concrete proposals for the public-buildings area, the layout plan of which was
designed to harmonize with the buildings of the administrative sector opposite the public-
buildings area.

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  The Master Plan of the Metropolitan Area

Each of the three parts defined by the alignment of the main axes of the metropolitan area is
sub-divided into sectors. The approved Master Plan for the Metropolitan area, as shown on
these pages, covers the whole area of Islamabad, Rawalpindi and the National Park. Details
of land uses are given in the captions to the illustration.

THE ADMINISTRATIVE SECTOR OF ISLAMABAD

 Perspective of the administrative sector of Islamabad

The primary function of a capital city is to serve as an administrative center for the country,
and this is particularly true of a new city like Islamabad which has been created to fulfil this
role. The administrative functions of a capital include:

-administration on a national level

-cultural services physically or symbolically connected with the country's administration, such
as a national museum or a national library
-special non-governmental institutions of national importance, such as banks, welfare
organizations, etc.
-the diplomatic representation of foreign countries. As Consultants to the Capital Development
Authority of the Government of Pakistan, Doxiadis Associates proposed the above layout
which has already been approved.

During the early stages of design it became apparent that two types of central functions
should be provided within the city; those serving the inhabitants, where the center of local
administration (incorporating the civic, business and recreational centers) will be located ;
and those which represent purely capital-city functions on a national level. It has become
clear that the capita-city functions, and only these, should be placed at the foothills within a
more or less elongated area (see front page). Detailed calculations concerning the designated
area were made covering both present and future requirements. These were based on
assumptions concerning the number of civil servants, incomes of the inhabitants, expected
traffic density, and other general data.

14
The buildings shown above comprise the presidential palace, the Supreme Court and the
parliament, as well as certain other special features such as an amphitheater for national or
international conferences, an academy of letters and arts, a mosque, a historical museum,
and an official guest house. The military headquarters, as well as the ministries, are
established in special groups of buildings, as seen above. The diplomatic enclave is located
outside and below the area shown above, and will include the embassy buildings and the
residences of the diplomatic corps. The entire conception assures free movement of traffic
and facilitates speedy orientation (see drawing on last page) as people, when moving towards
or from the administrative sector, will be travelling at right angles to the hills. The
administrative sector is developed in an elongated synthesis. In this way communication
between the various administration services can be carried out in a rational manner, whereas
at the same time possibilities for future development of the city towards a predetermined
expansion area are maintained, in accordance with the principles of the dynamically
expanding city of Dynapolis.

 The administrative sector within Islamabad

This drawing shows the location of the administrative centre within the overall plan of
Islamabad. The main axis runs through the core of Islamabad. This will be called Capital
Avenue and looks towards the presidential palace located in a commanding position on the
top of a hill. Due to the fixed road, and the location of the administrative centre on a higher
level, this section of the capital – which is its brain centre and pulsating heart - will dominate
the city even after it has expanded and fully grown along the patterns provided for.

 Interrelation of functions in the administrative centre

The main reason for which the new capital of Pakistan is being created is that a proper
environment should be provided for the country's administrative functions. The hills lying
north-west of Rawal Lake form an ideal setting for the administrative sector, at the core of
the city of Islamabad and at the end of the main axis. Thus, and on the basis of the theory
and principles of the city of the future (dynapolis) the administrative as well as the central
sector of the city both begin at the core of Islamabad. The Capitol complex will lie at the heart
of the synthesis. It is from here that the administrative sector will have to be developed
towards and following the direction of the Margala Hills, in order to spread along them in the
future. The sketch on this page is a zoning map of the administrative centre of Islamabad.

15
THE LAYOUT PLAN

 Organization

Each sector (Community Class V) of Islamabad is self-contained and self-supported with

respect to everyday life. It is sub-divided into three or four smaller Communities (Class IV)
by income groups of occupants. In the centre of the sector is the civic centre, containing all
types of shopping, business and civic activities. Each Class IV Community is subdivided into
several Communities Class III, which are further subdivided into Communities Class II.

 Hierarchy of Functions

Adequate space has been provided for buildings serving certain functions at various levels, in
accordance with the number of people served by these buildings. In each sector or Class V
Community there is space for three or four secondary schools, each for a Class IV Community.
There are three or four primary schools per Class III Community and a kindergarten or
children's playground in each Class II
Community. The same hierarchical planning of spaces of several sizes is provided for functions
such as health, recreation, sports activities, etc. This arrangement best serves the inhabitants
of each sector and with the least time required for the approach.

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  The Landscape and Climate

The main feature of the landscape near Islamabad is the many ravines that cut the fields from
north to south. The ground continuously undulates in one direction, giving great variety and
challenge for architectural treatment of buildings and green spaces. This natural landscape
has been fully respected when designing the layout of each sector, and green spaces created
by this physical feature have been fully exploited by locating such functions as schools,
gardens, parks, and playgrounds next to them. Climatic conditions have been also taken into
account, with orientations for the purpose of insulation and taking advantage of the prevailing
winds being studied thoroughly.

 Social Planning

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Whether the inhabitants are government servants or supporting population, incomes vary
very considerably. Complete intermixing would cause difficulties in physical planning and
could also create social problems. After a sociological study, the principle adopted was that
gradual integration should be sought, both to help the lower-income people to mature, and
to assure the comfort of the higher income-classes

Each Class IV Community provides housing for no more than four, and preferably only three
income groups. Another question was whether civil servants should live separate from other
citizens of Islamabad although government-housing management favored the grouping of
government houses in specific areas, the opinion of sociologists won the day and civil-service
housing has been mixed in with that of the rest of the population.

 Pedestrian and Vehicle Traffic

In the Class V Community, pedestrian and vehicle traffic have been segregated by a road
system where the scales of human and motor-vehicle movements differ. Pedestrians move

18
within the human community though a spatial hierarchy from small pedestrian streets towards
the larger ones of a Class II Community, then to the centre of a Class III Community, and so
on. Spaces and perspectives created a long way agree with the same hierarchical order. This
layout is for roads leading to specific targets aesthetically related and presenting a unity of
scale. By the extensive use of cul-de-sacs at the end of the access roads, motor traffic follows
a pattern of roads leading to individual houses without interfering with the pedestrian-street
systems.

FACILITIES

 Water Supply System

The water-supply system was designed by Doxiadis Associates. Water is now being tapped
from two springs in Nurpur and Saidpur, but it is planned to dam the Swan River to bring
water to the town by gravity. Water storage tanks, filtration plants, and similar works have
been built, and the distribution system is now under construction

 Sewerage and Drainage

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Sewage and drainage networks, designed by Doxiadis Associates, are being constructed by
the Capital Development Authority. A sewage treatment plant, designed in collaboration with
Dorr-Oliver, is under construction.

 Road Construction

The first roads under construction are sections of the two main highways each having a width
of two lanes, which is sufficient for the needs of first stage development. In addition to the
two lanes, there is a ten-foot shoulder on either side.

Roads servicing highways and principal roads are also under construction and will carry all
traffic required for proper development of residential and industrial areas. Road design was
done by Doxiadis Associates. Construction is being done departmentally by the Capital
Development Authority Directorate of Works. Bridges and culverts were designed and are
under construction by the Capital Development Authority.

STREETS AND HOUSES

 Street Design-The Positive Space

While designing detailed layout plans, great attention was paid to the shape of each space in
a given community. The usual weakness with regard to the shape of space in the

20
contemporary city is that it becomes negative compared to what it was in the past when space
in the old city was positive. In the arrangement of isolated buildings, space is quite often lost.

Detached houses are the greatest challenge in terms of a proper shaping of space. It is difficult
to form them into a synthesis, and areas containing detached houses often turn into
completely negative space. This mostly happens when small low-income houses are involved,
which does not allow for the individual building to be properly fitted into the over-all
landscape.

 Adjustment to the Landscape

It was attempted to situate the houses as much as possible in accordance with the morphology
of the site. The undulating landscape of Islamabad offers the city a high degree of variety,
and in the most economical way. Introducing yet more marked variations would have deprived
the plan of simplicity and been tiresome in many ways.

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  House Design -The Plots

With few exceptions, Islamabad plots vary from 111 sq. yards to about 3,000 sq. yards,
depending on income group. As a principle, and to improve urban economics, the frontage
dimensions of plots are less than their depth. Most plots are rectangular. Special efforts were
made to avoid irregular plots, especially in low-income areas.

 Minimum Accommodation

In Islamabad no house has less than two rooms and a kitchen, W. C., and a shower room.
Sufficient space is left for outdoor living. Each house has closed, semi-covered or open living
spaces, necessary for comfortable living in a country with cold winters and very hot summers,
is supplied with running water and electricity, and connected with the sewage system.

22
  Privacy

Privacy within the residential unit is very important. It was given serious attention in designing
individual houses, especially those near the civic centers. For this reason, residential
apartments are few, as they do not offer privacy as readily as do individual houses.

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CASE STUDY 2: DEVELOPING URBAN DETROIT AREA

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BACKGROUND:

In January 1965, The Detroit Edison Company began a five-year comprehensive study of
Detroit and the adjacent area under its direct influence for the purpose of analyzing,
understanding and exploring its growth patterns, potentialities and future requirements.
Research into the economic, social, cultural and physical problems facing man in the Urban
Detroit Area was first proposed by Walker L. Cisler, Chairman of the Board, The Detroit Edison
Company. Mr. Cisler was keenly aware that there is only one way for man to cope with these
problems.

As a result, Mr. Cisler asked Doxiadis Associates of Athens, Greece, international

consultants on urban planning, to undertake a thorough study of the Urban Detroit Area. Thus
Detroit Edison created the "Developing Urban Detroit Area Research Project," a study on a
scale never before attempted for an entire urban region.

The study was planned in three phases.

1. Inventory and analysis of existing conditions.

2. Future evolutions and forecasts.

3. Plans and programs.

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A Picture of old Detroit city. Reference ( Google )

PHASE ONE: INVENTORY AND ANALYSIS

At the beginning, the UDA Research Project was to concentrate on the 7,600 square miles of
south-eastern Michigan served by Detroit Edison. This is about one eighth of Michigan but
slightly more than half of the people in the state live and work in this area. At its center is the
urban complex of Detroit.

However, it became apparent at the early stages of the study that a clear understanding of
the ekistics phenomena within the Detroit Edison service area could not be achieved unless
the wider area under the direct influence of Detroit was analyzed with the same degree of
detail.

To define the Urban Detroit Area, it was necessary to

consider present and future growth trends in urbanization
throughout the Great Lakes Area. It was also necessary to
determine spheres of influence of neighboring urban
centers (Chicago, Cleveland, Pittsburgh and Toronto)
similar in scale to Detroit.

Investigation showed that Detroit's area of influence

extends within Michigan and to northern Ohio as well as to
Canada; its boundaries to be at distances from the centre
of Detroit ranging from 75 to 100 miles. The study area—
referred to as the Urban Detroit Area—covers 23,059
square miles and comprises 25 of the 83 Michigan counties,
9 counties in Ohio and 3 counties in Ontario, Canada.

This map illustrates the basic distribution of population in

the Great Lakes Area. There are two major axes of
concentration meeting in Detroit: a line between Chicago,
Detroit and Toronto; the second from Chicago to Detroit,
Cleveland and Pittsburgh. Already evident are extensions
of the Chicago-Detroit Toronto axis to Montreal and
through Buffalo and the Mohawk Valley to New York; and
of the second line through the Potomac River Valley to
Washington. A third connection along the southern shore
of Lake Erie is represented by the Toledo Cleveland-Buffalo
axis.

The objective of this phase of the Research Project was to

provide an integrated picture of development in the Urban
Detroit Area. Doing this, the study could proceed to the
second phase.
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PHASE TWO: FUTURE ALTERNATIVES

The present functions and structure of the urban area of Detroit do not correspond to the
potentialities of the location. Because of forces inherent in the city of Detroit, there is a certain
course of development that will be followed. Unless major changes take place, this course is
not expected to alter and the results can be foreseen within reasonable limits of
approximation.

This is true of all cities. The conventional method of planning and foreseeing the future is to
extrapolate present trends to try to discover where the present course is leading. In
transportation, for example, new arteries are planned to take care of existing trends as they
develop. This approach does not give the transportation system the latitude it requires to take
change into account. This kind of planning often leads to impossible situations. Existing
centres of activities, existing axes of transportation become congested and paralyzed

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Possible locations for major UDA functions, such as
industrial, research or education activities, are shown
in this map. Through the elimination of alternatives,
only those locations which are placed by major
communication axes are considered. The nine locations
shown are reduced to an even smaller number on the
basis of suitability.

The study of the most probable patterns of

communication networks, in combination with various
sets of speeds, led to the acceptance of eight systems
of transportation with corresponding speeds.

On the basis of these considerations this phase of the

study proceeded to the extrapolation of Detroit's
growth through expansion in the future for the year
2000.

The results show that if present trends continue,

population in the Urban Detroit Area will total
approximately 15 million by the year 2000. Detroit,
which had a population of about 3.5 million in its
urbanized area in 1960, will have about 8 million. This
128 percent increase (about 4.5 million people) will
mean an even greater percentage increase in the
number of cars, and in movements of people and goods

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UDA is expected to continue its dynamic growth.
High population density is projected for the year
2000 in the areas of metropolitan Detroit, Port
Huron and Toledo.

On the basis of the rating of alternatives and

consideration of such transportation characteristics
as person-trips, person flows, person-miles and
person-time travelled, the study accepts the
establishment of the theoretical metropolitan and
regional networks shown above as a possible
solution to transportation pressure in UDA

For a city as large as Detroit these alternatives

number in the thousands. For a system of cities
such as the Urban Detroit Area there are millions of
alternatives.

The proper method for the selection of the best

alternatives must be based on the isolation of
dimensions and the elimination of alternatives. In
order to evaluate, compare and eliminate
alternative solutions in a systematic manner,
Doxiadis Associates developed a special
methodology. This methodology is the first attempt
at the study of alternative patterns of development
to provide a comprehensive framework for
comparisons and for selection of the optimum
solution. Due to the many millions of possible
alternatives, the IDEA method was developed for
the isolation of dimensions, the elimination of less
desirable alternatives and the selection of the best
through the extensive use of computers.

PHASE TWO: PLANS AND PROGRAMS

The future of the Urban Detroit Area depends on the conception of its proper role within the
Great Lakes Megalopolis, the Great Lakes Area, and North America in general.

Its intrinsic natural role has been that of a major trade and transportation centre. Its acquired
natural role is that of a major metropolitan area with high-order service functions. Its actual
role is that of the most important manufacturing centre of an area which constitutes the heart
of U.S. manufacturing.

The objective of the third phase of the Research Project is to provide a concept for future
development, plans and programs for the successful future growth of UDA

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The aim has been to see how this alternative fits into the broader framework from the national
scale to the Great Lakes Megalopolis, to elaborate on it at the scale of UDA and also to study
the impact this alternative will have upon the lower scales, i.e. the Central Region of Detroit,
the Detroit Central City, the Central Functions Area and the smaller units of the whole system.

THE URBAN DETROIT AREA

This alternative, which forecasts a population of 15 million for UDA in the year 2000, double
the 1960 population, has these major characteristics.

• A new twin urban centre of high-order services located northeast of Detroit in St. Clair
County, at the only other point in UDA where major land and water routes cross.

• A new industrial pole and industrial zones in the vicinity of the new twin urban centre
and a new land transportation axis of national and international importance.

• New port facilities on the southern part of the St. Clair River.

• A new major airport in the vicinity of the new twin urban centre.

• Major educational and research centres to the north of Detroit.

The implementation of the selected alternative aims at achieving three goals:

• • Revitalization and remodelling of the suffering and declining central areas, such as
the Detroit Central City, through their relief from high pressures, their reorganization
into self-sufficient communities, and by making them functional components of the
whole system once again.

• • Much more rational and attractive development of the new urban areas to be created,
which will house about half the population of UDA by the end of the century.

• • Increase in the growth potential of the whole UDA, through better and much more
functional connections with the wider region and the megalopolitan developments
emerging there, so that UDA can take full advantage of its privileged central position
in the region and thus assume a leading role in the megalopolis in the future.

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In this new urban area a strong centre of services, commerce and transportation will
be created to form, together with a revitalized CBD in Detroit, a two-pole system of

31
 high-order services capable of becoming the major regional centre in UDA and the
leading centre in the Great Lakes Megalopolis. This role cannot be undertaken by the
CBD of Detroit alone because of the present conditions of disease and decline in the
CBD and its surrounding area, which result in a disorganized sprawl of services and
functions into many smaller centres.

If this continues and if no new strong centre is created, it is expected that some high-
order functions will even abandon UDA altogether because such services by nature an
tradition require physical proximity and concentration to develop and grow.

DETROIT CENTRAL CITY

Realization of the selected alternative will create

preconditions for the revitalization of the Detroit
Central City and the improvement of its Critical Area
Of course, the creation of the new twin urban centre
cannot alone guarantee the complete improvement
of this suffering area. Implementation of the selected
alternative should be combined with a well-
conceived program of revitalization. Such a program
should aim at improving the physical environment of
the Detroit Central City's Critical Area and at
reorganizing its structure on the basis of well-
balanced and self-contained communities so that it
can again become the real heart of the whole system
for the benefit of both its inhabitants and UDA as a
whole.

This program will aim at making this whole area

operate as one unit and acquire again its original
unity along the lines of the original two-dimensional
plan drawn up in 1807 by Governor Hull and Judge
Woodward but with two important modifications:

The surrounding transportation corridors which have

already covered wide areas will be further developed
on the basis of technologically new transportation
means.

The implementation of a two-level concept on the

basis of which pedestrians will be moved into the
upper level and will be separated from the
mechanical means of transportation. Thus the
human scale will be re established and interaction
between people will be strengthened, resulting in the
attraction of more employment and greater
economic activity to the centre.

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CASE STUDY 3: RIAD

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