Includes bibliographical references (p. 297-300) and index.

Contents :
List of Figures ix --
Acknowledgments xv --
Introduction xix --
CHAPTER ONE --
To Compare : Cities , Size , Scale , and Form 1 --
CHAPTER TWO --
To Observe : Some Observations of Copenhagen's --
City Form at the Time of Global Change 117 --
CHAPTER THREE --
To Measure : Vitality , Livability , and Sense of Place 141 --
CHAPTER FOUR --
To Transform : Rebuilding the Structure of the Inner City 193 --
CHAPTER FIVE --
To Define : Urban Design Principles for City Streets 223 --
CHAPTER SIX --
To Model : Authenticity , Modeling , and Entitlement 249 --
CHAPTER SEVEN --
To Interpret : A Canvas for an Emerging Commons 271 --
Conclusion : Principles of Precedent 289 --
Notes 291 --
Bibliography 297 --
Index 301 --

List of Illustrations --
CHAPTER 1 --
Figure 1.1: Venice Biennale on the Future of --
Cities held at the Venice Arsenal in 2006 1 --
Figure 1.2: Los Angeles from space 2 --
Figure 1.3: Cairo from space 3 --
Figure 1.4: San Francisco Bay Area from satellite data recorded in April 2007 5 --
Figure 1.5: San Francisco Bay Area compared to Hong Kong and the Randstad 6 --
Figure 1.6: Per capita energy consumption for private vehicles in the world's largest cities 1995 7 --
Figure 1.7: Population density in the world's largest cities , 1995 8 --
Figure 1.8: A map of the San Francisco Bay Area produced from Landsat 7, data 2000 9 --
COLLECTION OF CITY MAPS --
1. Atlanta, Georgia 14 --
2. Auckland, New Zealand 16 --
3. Bangkok, Thailand 18 --
4. Beijing, China 20 --
5. Berlin, Germany 22 --
6. Brasilia, Brazil 24 --
7. Buenos Aires, Argentina 26 --
8. Cairo, Egypt 28 --
9. Calcutta, ( Kolgata ) India 30 --
10. Chicago, USA 32 --
11. Copenhagen, Denmark 34 --
12. Delhi , India 36 --
13. Hong Kong, China 38 --
14. Istanbul, Turkey 40 --
15. Jakarta, Indonesia 42 --
16. Karachi, Pakistan 44 --
17. Lagos, Nigeria 46 --
18. Lima, Peru 48 --
19. London, United Kingdom 50 --
20. Los Angeles, USA 52 --
21. Manila, Philippines 54 --
22. Melbourne, Australia 56 --
23. Mexico City, Mexico 58 --
24. Milan, Italy ' s largest city 60 --
25. Moscow, Russian Federation 62 --
26. Mumbai ( Bombay ), India 64 --
27. New York City, USA 66 --
28. Paris, France 68 --
29. Randstad, The Netherlands 70 --
30. Rio De Janeiro, Brazil 72 --
31. Rome, Italy 74 --
32. San Francisco Bay Area, USA 76 --
33. São Paolo, Brazil 78 --
34. Seoul, South Korea 80 --
35. Shanghai, China 82 --
36. Singapore City, Singapore , a city-state 84 --
37. Stockholm, Sweden 86 --
38. Sydney, Australia 88 --
39. Teheran, Iran 90 --
40. Tianjin, China 92 --
47. Tokyo, Japan 94 --

Figure 1.9: Cliff Dwellers , 1913 , by George Bellows , 1882 - 1925 97 --
Figure 1.10: Beijing transect , ten kilometers along Chang An Street from Yuyuantan Park across Tian ' anmen Square to the Guamao area to Beijing ' s new train station 100 –
Figure 1. 11: Rome transect, from Castello de Copenhagen, with the Borromini. San Angelo, past the Imperial inspired design Forum and the Coliseum, leaving historic Rome at Porta San Giovanni and traveling on Via Appia Nuova to Cine Citta 102 --
Figure 1.12 New York City , Philadelphia , and Venice at the same scale 104 --
Figure 1.13 The length of two four – minute walks, one in Copenhagen and one in Washington , DC 105 --
Figure 1.14 Separation of wheeled traffic in Shanghai 106 --
Figure 1.15 Thames River landscape in London 108 --
Figure 1.16 Milan’s web of green streets connecting the city to the river landscape of the Po River tributaries 109 --
Figure 1.17 Calcutta with the Maidan in 1842 110 --
Figure 1.18 Santiago de Chile from satellite 111 --
Figure 1.19 Tall rain – forest – type street trees in Ho Chi Minh City 112 --
Figure 1.20 A “ Randstad ” in the Pearl River Delta 115 --
Chapter 2 --
Figure 2.1 The center of Copenhagen seen from the Church of Our Saviour 119 --
Figure 2.2 View of the Roundtower in Copenhagen from the Linden Allee in the King’s Pleasure Garden 121 --
Figure 2.3 Map of Central Copenhagen 122 --
Figure 2.4 Proposed improvements to the street grid of Copenhagen after the 1728 fire 124 --
Figure 2.5 Engraving by G.L. Lahde of a lost painting by Christopher William Eckersberg : Fire in the Tower of Our Lady ‘ s Church 125 --
Figure 2.6 Post – 1728 fire reconstruction at the Grey Friars‘ Square 126 --
Figure 2.7 Detail of Christian Gedde ‘ s1761 bird ‘ s - eye map showing the reconstruction of Copenhagen after the 1728 fire 127 --
Figure 2.8 Copenhagen as a circle 128 --
Figure 2.9 The spire of Our Saviour ’ s Church , Copenhagen , with the Borromini – inspired design 129 --
Figure 2.10 Copenhagen ‘ s new opera house seen from the harbor entrance with the spire of Our Savior ‘ s Church in the background 130 --
Figure 2.11 Store Kongens Gade ( King ‘ s Great street ) northeastern entrance into the inner city of Copenhagen 131 --
Figure 2.12 The Flute Players 132 --
Figure 2.13 Reconciling geometries : the transformation of Copenhagen 133 --
Figure 2.14 Copenhagen in the palm of a hand 134 --
Figure 2.15 The linear city Plan view of Orestad ,Copenhagen ‘ s new3est city extension 135 --
Figure 2.16 A view from the front of the elevated Metro which travels without a driver along Orestad ‘ s main axis 136 --
Figure 2.17 Walking along side Orestad ‘ s new shopping center 137 --
Figure 2.18 Frederiksberg Allee in Copenhagen 138 --
Figure 2.19 A reconfigured Orestad shopping center 138 --
Chapter 3 --
Figure 3.1 Paul Klee , Hauptweg und Nebenwege 142 --
Figure 3.2 Three San Francisco commercial streets , vibrant with activities but located in different socioeconomic areas 145 --
Figure 3.3 Four neighborhood shopping streets 147 --
Figure 3.4 Three residential streets with similar density 149 --
Figure 3.5 Plaza for people watching on San Francisco ‘s Market Street --
Figure 3.6 San Francisco downtown plaza where the UC Berkeley research team counted people 151 --
Figure 3.7 A Landscaped retreat at Redwood Park I downtown San Francisco 152 --
Figure 3.8 Bollards in Lucca 153 --
Figure 3.9 Social dimensions of space , Lucca 154 --
Figure 3.10 Amager Square , Copenhagen 155 --
Figure 3.11 Duration of stay . The informed was captured from time – lapsed photography ; the darker the hatching the longer a person stayed for the maximum duration of an hour , measured in quarter – hour intervals 156 --
Figure 3.12 The Livable Streets project of 1969 compared three San Francisco residential streets with different traffic volumes 157 --
Figure 3.13 Traffic calming suggestions 158 --
Figure 3.14 Traffic calming , a shared narrow street n Copenhagen 160 --
Figure 3.15 Trees, traffic and noise during afternoon traffic volumes 161 --
Figures 3.16 Schools and traffic 162 --
Figure 3.17 Reconfiguring the suburb 163 --
Figure 3.18 Paseo de Gracia , Barcelona 164 --
Figure 3.19 Thomas Jefferson , alternative Designs for Pennsylvania Avenue , Washington , DC 165 --
Figure 3.20 Frederick Law Olmsted and Calvert Vaux ‘ s design for the Eastern Parkway , Brooklyn 166 --
Figure 3.21 Three boulevards at different residential densities 167 --
Figure 3.22 Boulevards in section , the diagram shows the main roadway dimensions , the landscaped malls , and local access streets 168 --
Figure 3.23 Social interaction and activities o the Ocean Parkway , Brooklyn group of streets 169 --
Figure 3.24 awareness and care for the street for the Ocean parkway , Brooklyn group of streets 170 --
Figure 3.25 Concerns about living on the street , Ocean Parkway , Brooklyn group of streets 171 --
Figure 3.26 Sense of home on the Ocean Parkway , Brooklyn group of streets 172 --
Figure 3.27 The repair of a scar. The diagram shows a condition in the future when the traces of --the former freeway will have disappeared 173 --
Figure 3.28 Where did the freeway traffic go? It returned to the reconfigured surface streets 174 --
Figure 3.29 Define the boundaries of your neighborhood 175 --
Figure 3.30 Places frequently visited by residents 176 --
Figure 3.31 The integration of three transit stations 178 --
Figure 3.32 Measuring thermal comfort 180 --
Figure 3.33 Residential street with and without setbacks 183 --
Figure 3.34 Stepping outside to greet a neighbor and to retreat 184 --
Figure 3.35 Transition zones with and without setbacks 185 --
Figure 3.36 activities on a street with three car garages 187 --
Figure 3.37 Four walks of identical length but with a different sense of time 189 --
Figure 3.38 Comparing the sense of time on two campus walks of identical length 190 --
Chapter 4 --
Figure 4.1 Edward Hopper , Sunday Morning , 1953 194 --
Figure 4.2 Aerial view of downtown Oakland in 2000 196 --
Figure 4.3 The place that became Oakland was located near tidal marsh at the mouth of the San Antonio Creek and Contra Costa Bayou 198 --
Figure 4.4 Layout of Oakland in 1852 by Juluis Kellersberger 199 --
Figure 4.5 Revised plan Oakland in 1857 to better connect the harbor to the highway 200 --
Figure 4.6 W Bordman ‘ s survey of Oakland from 1884 introduces a continuous waterfront street 201 --
Figure 4.7 Oakland in 2005 203 --
Figure 4.8 The morphology of Oakland ‘ s blocks 204 --
Figure 4.9 Isometric drawing of the Ratto block showing the alternative development plan 206 --
Figure 4.10 Five priority areas for the transformation of downtown Oakland 208 --
Figure 4.11 A cluster of possible new development centered on Oakland ‘ s San Pablo Avenue that would follow an incremental development pattern 209 --
Figure 4.12 The improved Fourteenth Street promenade connecting Lakemerritt with Oakland ‘ s city hall 210 --
Figure 4.14 A new high – density neighborhood along Grand avenue near Lake Merritt in Oakland 212 --
Figure 4.15 “ Market Doorway , Oakland Tenth Street market “ in 1942 213 --
Figure 4.16 The Oakland planning staff views a room – sized model for a meeting with Mayor Brown 1999 215 --
Figure 4.17 Diagrammatic model of downtown Oakland with color – coded blocks explaining the distribution of building types – townhouses , midrise apartment buildings , and high – rise towers 217 --
Figure 4.18 Urban designs study of the Oakland estuary 218 --
Figure 4.19 Urban design study of Oakland estuary 220 --
Chapter 5 --
Figure 5.1 San Francisco streets and topography 224 --
Figure 5.2 The street grid of the Mission District lies nestled inside topography 225 --
Figure 5.3 The street grid of the Hunters Point Shipyard neighborhood in San Francisco near the former shipyards 226 --
Figure 5.4 Bernal Heights , a San Francisco neighborhood that started as a weekend cottage subdivision , oriented toward the sun and protected from the northwest wind 227 --
Figure 5.5 Early street grids alongside the historic highway into the city of San Francisco 228 --
Figure 5.6 Saddles as places of passage 229 --
Figure 5.7 Streets that cross valleys or swales 229 --
Figure 5.8 Streets along ridges 229 --
Figure 5.9 Streets inside valleys 229 --
Figure 5.10 Connector streets 230 --
Figure 5.11 Consistent use of trees 231 --
Figure 5.12 Map shows the potential for promenade streets 232 --
Figure 5.13 A potential pedestrian promenade alongside Golden Gate Park in San Francisco 233 --
Figure 5.14 Map shows the potential for multilane boulevards citywide 233 --
Figure 5.15 Redesigning the street to increase the distance between moving traffic and residents 234 --
Figure 5.16 Map shows the potential for ecological connector streets citywide 235 --
Figure 5.17 Streets as ecological connectors 236 --
Figure 5.18 Streets as ecological connectors 237 --
Figure 5.19 San Francisco’s watersheds and former wetlands 238 --
Figure 5.20 The flow lines made visible by the health of backyard trees 239 --
Figure 5.21 Designing streets that retain water 240 --
Figure 5.22 Avoiding street designs that channel strong winds 241--
Figure 5.23 Streets and plazas that stay sunny for the physical comfort of park users 242 --
Figure 5.24 High traffic volumes on residential streets in San Francisco 243 --
Figure 5.25 Half city’s population lives within a five – minute walk of a neighborhood center with transit stops 244 --
Figure 5.26 A San Francisco neighborhood center 245 --
Figure 5.27 Successful neighborhood centers 246 --
Chapters 6 --
Figure 6.1 Modeling human vision 250 --
Figure 6.2 London ‘ s new skyline , 2006 251 --
Figure 6.3 Landform and settlement , Paris , Ile de France 252 --
Figure 6.4 Simulating human vision 256 --
Figure 6.5 The Porta Nova project when seen from the roof of the Duomo in Mian 257 --
Figure 6.6 Transbay terminal site in San Francisco in 1962 and in 2005 259 --
Figure 6.7 High – rise towers with a pedestrian – friendly façade 261 --
Figure 6.8 Tower spacing existing in 2003 and in simulation , both seen from the tower of the St. Regis Hotel in San Francisco ‘ s South of the Market district 262 --
Figure 6.10 Traveling across the Oakland – San Francisco Bay Bridge in 2005 264 --
Figure 6.11 The drive continues , showing potential buildings under the Transbay Plan 265 --
Figure 6.12 Traveling across the Oakland – San Francisco abandons its down – town hill policy 267 --
Figure 6.14 The view from the city taken in 2005 and 2007 from the roof of the police officers union 268 --
Figure 6.15 Modeling laboratory at Waseda University , Tokyo 269 --
Figure 6.16 Model of Tokyo ‘ s Ginza district 269 --
Figure 6.17 Transit tower in San Francisco , proposed as a result of a competition but not approved 270 --
Chapter 7 --
Figure 7.1 An emerging commons , San Francisco Bay area 272 --
Figure 7.2 Save San Francisco Bay A famous graphic produced in 1965 that led to the establishment of the San Francisco Bay Conversation and Development Commission 275 --
Figure 7.3 Foster City in San Mateo County , California , 1962 and 2005 276 --
Figure 7.4 Crissy Fields , San Francisco , 1962 , and George Hargreave ‘ s design of the constructed estuary promenade and beach , 2005 276 --
Figure 7.5 Redwood Point a geometry of large ponds used to produce salt to the south of San Francisco 277 --
Figure 7.6 San Leandro , 1962 278 --
Figure 7.7 Bay Harbor Isles , Alameda , 1962 and 2005 278 --
Figure 7.8 Edges 1 Early in the history of the Bay area extensive portions of the shore were reclaimed for commercial salt production 280 --
Figure 7.9 Edges 2 Many shapes are found along the edge formal patterns , incidental shapes like this one , both subject to wind and water 280 --
Figure 7.10 Connections 1 The shape of sloughs in shallow water 281 --
Figure 7.11 Connections 2 Lines continue into the water that are anchored inside the city 281 --
Figure 7.12 Place 1 Places in their natural condition are an extremely rare occurrence along the shoreline 282 --
Figure 7.13 Place 2 This image reminds us that connections need to be designed in areas where we are close to water , but separated from it by strong barriers 282 --
Figure 7.14 Heterogeneity 1 Ideal is an access pattern toward the shoreline that increases the number of access ways 283 --
Figure 7.15 Heterogeneity 2 Currently the shoreline is met by developments with long front stages of a single use 283 --
Figure 7.16 Ecological Gain 1 a new marsh is a creation of predictable natural processes 284 --
Figure 7.17 Ecological Gain 2 A special quality of light exists on the waterfront 284 --
Figure 7.18 Elements of an emerging commons ; a rail yard turning into a neighborhood at San Francisco ‘s Mission Bay 285 --
Figure 7.19 a shipyard that is holding on the Central Waterfront of San Francisco 285 --
Figure 7.20 Parts of the San Bruno mountains that were slated for removal , 1662 – 2005 286 --
Figure 7.21 The Oakland airport built on a former tidal marsh 286 --