CRISTIANO LUCHETTI

THE ANCIENT MODERNITY OF THE LINE

 1 Introduction

The concept of the 'ideal city' has captivated the interest of various civilizations, particularly those that have achieved a certain level of development. It can be asserted that in every civilization, cities act as a gauge of attained success, offering tangible evidence of such achievements [1]. Once this acknowledgment is shared collectively, typically following the establishment of cities, it becomes possible to contemplate their true nature. The phenomenon of the city's reality becomes a subject for contemplation, sparking inquiries about its existence. The notion of an ideal city is inherent in the overall dynamics of human coexistence. In this context, the new Saudi city Neom, coined from a fusion of the Greek word for "new" and the Arabic term for "future," can undoubtedly be classified among those deemed "ideal." Neom comprises Oxagon, a reinterpretation of an industrial city, Trojena, a world-class ski destination, and The Line, situated in the desert region of the country's northwest, between the Red Sea and the borders with Egypt and Jordan. More recently, Neom saw the addition of projects included in the city resorts of the Gulf of Aqaba and Sindalah, a luxury destination in the Red Sea. 2 Among Neom's components, "The Line" undoubtedly stands out as the proposal with the most significant visual and emotional impact and will be the focus of our critical discussion. Exploring this project's analysis from morphological and disciplinary perspectives is intriguing. We will observe how "The Line" is not as groundbreaking as it is portrayed and draws numerous criticisms from environmental, social, political, spatial, and mobility efficiency viewpoints. Suppose these criticisms have already been examined in the referenced texts. In that case, our text aims to provide an additional perspective, demonstrating that the modernist and deterministic approach to defining a newly established city is still robust. It remains unaffected by post-modernist thinking that had questioned the ability of the urban visions of modernist movement leaders to address the needs of their contemporary society and those of the future.

With the initiation of such urban phenomena, the new Middle Eastern hierarchies, particularly in the case of Saudi Crown Prince Mohammed bin Salman al-Saud, embarked on ambitious projects, aspiring to achieve unprecedented goals. Neom is a pivotal aspect of Vision 2030, which envisions a significant reduction in Saudi Arabia's reliance on oil and gas, aiming to decrease the current GDP share from 47% to 11% by the specified date. This objective aligns with the goal of increasing Saudi Arabia's population from the current 33 million to approximately 50-55 million by 2030 [2]. To realize this objective, among the various strategies proposed by the new Saudi leadership, establishing a city is planned, embodying, according to the designers, a plausible vision of an innovative and sustainable urban future. The project, known as "The Line," features two imposing and uninterrupted rows of skyscrapers designed to accommodate residential and functional spaces, spanning a length of 170 km, a width of 200 m, and a height of 500 m, surpassing any other building in Europe, Africa, and Latin America in size [3]. The twelve architecture firms unveiled as participants in this project, described by some as conceited, brutal, and implausible [4], rank among the most renowned in the world. They include some of the foremost contemporary architects, such as Pei Cobb Freed & Partners, Coop Himmelb(l)au, Tom Wiscombe Architecture, Peter Cook, Aedas, and initially, David Adjaye

2 Advertising “The Line”

Since its announcement, the global media have extensively covered the desert city-line project, reaching a much broader audience than conventional digital platforms and specialized magazines. Even without specific data, it can be affirmed that the project has transcended industry circles and become public knowledge. This media presence aligns with the Saudi leadership's overarching strategy to modernize the country rapidly, moving away from its previous heavy reliance on oil resources. Architecture, particularly when spectacular, is utilized as a catalyst to attract foreign investments. 3 According to the authors ' intentions, projects adopting the approach of "The Line" aim to represent potential future models—a genuine urban revolution. These futuristic communities settle in an environment devoid of roads, cars, and emissions, relying entirely on renewable energy. They prioritize people's health and well-being over transportation and infrastructure, deviating from the patterns observed in traditional cities. NEOM is designed to prioritize nature over development, with urban planning choices geared towards preserving 95% of its territory. Official communications emphasize an ideal year-round climate, ensuring residents can enjoy surrounding nature while walking. It seems that residents will have access to all amenities within a five-minute walk, and plans include a high-speed train connecting the two ends of the city in just 20 minutes [5]. According to the Saudi prince, the Saudis cannot ignore the livability and environmental crises afflicting the world's cities. NEOM is at the forefront of offering new and imaginative solutions to address these issues [6]. He added: "The Line will tackle the challenges of modern urban life and shed light on alternative ways of living [7]." The designers propose a novel approach to urban design, known as zero-gravity urbanism, involving the vertical layering of city functions. This concept allows people to seamlessly move in three dimensions—up, down, or through—to access various amenities. Unlike simple tall buildings, this approach integrates public parks, pedestrian areas, schools, homes, and workplaces, facilitating effortless movement to meet daily needs within five minutes. "The Line," the kingdom asserts, will change the usual city experience, improve the work-life balance, enhance livability, and provide more free time for sports. Essentially, it envisions a vertical lifestyle, a next-generation architecture based on pedestrian communities and environmental solutions. Moreover, Joseph Bradley, Neom's chief technology officer, emphasizes, "It is not about building a smart city; it is about building the first cognitive city, where data and intelligence power world-class technology to interact with its population seamlessly [8]." The project is promoted as a proposal to revolutionize the contemporary urban context. However, its advocates have often overlooked actual data that could validate or contradict such claims. Therefore, the following paragraph will delve into the main criticisms following the announcement and description of "The Line's" design features.

3 The Criticisms of the Project

Given the extensive media coverage, it is unsurprising that numerous critics have aimed to articulate their assessments of the features of "The Line." The ideas behind this project truly challenge the established norms of contemporary urban design. In an era where construction practices, particularly the redevelopment of modern cities, are undergoing sustainable reconsideration, "The Line" is positioned as a potential revolution in built environment philosophy. As we have observed, the rationale is straightforward: minimize the footprint to reduce land consumption significantly and, consequently, 4 environmental impact. While the concept may appear legitimate, its spatial and methodological implementation methods give rise to more than one doubt. Criticism has been manifold and have spanned a diverse range of topics, which we will outline here.

3.1 Political Argument

Numerous endeavors originating from Middle Eastern monarchies trigger reactions that decry alleged human rights violations. Here, we mention their existence solely for the sake of completeness. It is outside our purview to delve into these aspects in a paper concentrating on the architectural and urban prerogatives of the project at hand. Some critics have underscored that the project involves the displacement of indigenous inhabitants and the ease with which the work proceeds without their consent. A portion of the site constitutes the home of the Huwaitat tribe, spanning Saudi Arabia, Jordan, and the Sinai Peninsula for generations, tracing their lineage before the establishment of the Saudi state. According to some journalists, at least 20,000 tribe members now face potential eviction due to the project, with no information on their future living arrangements[9]. The project's primary purpose is subject to political criticism, accused of catering exclusively to the affluent upper class, potentially expatriate professionals.

3.2 Mobility Argument

Even one of the ecological strengths of the project, the planned absence of vehicular traffic, is under scrutiny. "The Line," considered by some as the ideal ecologically friendly city in terms of mobility, faces criticism from researchers who illustrate why 5 it should not be regarded as a model for future cities [10]. According to these researchers, the linear conception results in an extremely high population density, measuring ten times that of Manhattan and four times that of some districts in Manila, which are currently considered the most densely populated urban areas on Earth. This linear form, deemed ineffective by many, raises concerns about mobility efficiency. To achieve the planned total absence of cars and the complete pedestrianization of the urban complex, at least 86 stations may be required. However, even in this case, travel times would exceed the averages of other large cities of similar sizes [11]. Consequently, a super-fast subway is envisioned to connect one end to the other in just 20 minutes underground. Currently, no train in the world can achieve this – only the Hyperloop project could come close in performance. Questions should be raised about the impact of such infrastructures on the building regarding noise pollution and vibrations resulting from the continuous movement of subways. Therefore, unanswered questions remain. However, it is certain that the strategy, at least from a sustainability perspective, should be on the right track. After all, the footprint of a linear city compared to a conventional one is undoubtedly more minor. Since no cars are needed and everything is powered by renewable energy, the operation should be, in the end, highly ecological. However, research suggests that high density alone is insufficient to ensure optimal city mobility. In fact, a city cannot merely be considered a collection of isolated neighborhoods but requires that urban life opportunities be accessible beyond immediate proximity. Studies suggest that a circular form could address some of the challenges highlighted in the project by offering a shorter distance between people and greater access on foot [12]. Furthermore, it should be considered that an interruption on the line would paralyze the entire system. Indeed, a linear city's transport network makes it more nodal than linear. Finally, on foot and with other slow-moving vehicles, linearity can still be achieved but always on a significant scale. In essence, linearity would not work on a very small scale [13]. Although the goal in the linear city is for everyone to have an equal distance from its functions, the distances, in the end, are longer than those in compact cities.

3.3 Sustainability Argument

Despite the project's claims of high sustainability, it is surprising to discover measurements contradicting this assertion. According to Australian scientist Philip Oldfield, the construction of "The Line" alone would result in more than 1.8 billion tons of carbon dioxide emissions, surpassing the annual total emissions of the United Kingdom by over four times [14]. While the city's energy usage may be entirely renewable, the construction process involves substantial quantities that could be more sustainable. Additionally, many of the capital funds required for construction originate from something other than sustainable sources [15]. Another concern is the impact on local fauna, particularly migratory birds, which may face difficulties navigating around an enormous and insurmountable wall of mirrors, with easily imaginable consequences [16].

3.4 Originality Argument

One argument the promoters of "The Line" put forth is its purported originality. However, a deeper look at official Saudi presentations reveals that the city's concept could be more innovative than claimed. Linear urban areas existed long before the theoretical formulation of the linear city concept. The linear shape has been a fundamental aspect of defining urban territory since ancient times, with early human settlements often developing along linear features such as roads, coasts, or watercourses. According to Furundzic & Furundzic (2012), the spontaneous nature of linear characteristics is often dictated by external factors like roads, rivers, or valleys that influence building conditions [17]. Roads, for instance, served as the backbone, facilitating all urban functions, including residence, production, storage, and trade. The idea of developing cities exclusively along a single axis became possible only after the Industrial Revolution and the advent of the first mechanical means of transportation. Spanish engineer Arturo Soria y Mata pioneered the concept of a linear city by presenting "Ciudad Lineal" in 1882. Between 1892 and 1894, a project was initiated to construct a 55 km long linear city in a circular shape around Madrid, and a fivekilometer section was actually built [18]. The concept included a wide central avenue bordered by strips of buildings to facilitate both rail and road transportation of people and goods. This development extended into the countryside, encouraging agricultural production along the linear city and thereby improving overall living conditions. A similar idea was further explored by Edgar Chambless in the early 20th century in the United States. Chambless drew a straight line from the Atlantic to the Pacific on a map, passing through the Allegheny Mountains, the Mississippi River, and the Rocky Mountains. Along this line, he envisioned a continuous strip of two-story houses built on three railway lines, featuring a panoramic avenue on the roof and vast green areas. This infinite urban strip, named "Roadtown," aimed to blend the city's comforts with the beauty of the countryside [19]. While several proposals for linear cities were made, only a few were partially implemented, notably in the Soviet Union. The most radical avant-garde movements advocated abolishing traditional cities in favor of linear cities—however, a more moderate proposal by Professor N.A. Milyutin suggested the creation of industrial linear cities with populations ranging from 100,000 to 200,000 inhabitants. Milyutin's 1931 plan involved dividing the city's functions into parallel linear zones, akin to linear zoning. This approach allowed factory workers to move between residential and production areas. Even rural workers were intended to live in the residential area and commute by foot to adjacent farmland. Milyutin may have been aware of Arturo Soria y Mata's concept but was likely more influenced by Tony Garnier's "Cité Industrielle [20]."

The rejection of a centralized city as a typical expression of capitalism in favor of a strip city was proposed by constructivist theoretician Mikhail Okhitovich. In 1930, he presented a plan for the linear evolution of Magnitogorsk, imagining a network of eight vectors, each 25 kilometers long, along which residents and workers would live in 7 individual houses. Unfortunately, Okhitovich's idea was considered politically dangerous, leading to his execution in 1937 [21]. Even prominent figures of the modern movement, like Le Corbusier, proposed linear cities. In 1931, the French government presented an urban planning project for Algiers on the centenary of colonial rule. Le Corbusier envisioned the "Plan Obus," a futuristic infrastructure axis winding through the hills, containing 14 floors of housing for 180,000 workers under the overpass [22]. While none of the previously described proposals materialized, the idea continued to captivate urban planners and architects globally. In 1961, Kenzō Tange presented his vision for Tokyo Bay, featuring an urban spine stretching 80 kilometers across the bay. Residential modules were connected by three levels of roads, rejoining the highway skeleton, forming a flexible system that could be expanded as needed. According to Tange's vision, the structure of the modern city would replace cathedrals, serving as the backbone of future metropolises [23]. In the same years, Peter Eisenman and Michael Graves, collaborating on various projects and competitions as Princeton University professors, proposed Linear City, becoming one of their most well-known projects. The continuous city extended along the East Coast, from Boston to Washington DC, covering a specific urban void of 22 miles in the state of New Jersey. Linear City envisioned two broad horizontal strips: one for industry and the other for residences, offices, and shops. Contemporaneously, the Italian group Superstudio proposed the "Continuous Monument," a critical warning against the unstoppable urbanization of the planet [24]. In 1969, the radical designers depicted the massive infrastructure surrounding the globe in a series of collages, imposing itself on both artificial and natural preexistences worldwide [25]. Comparing this project to "The Line," Kate Wagner noted how Superstudio's "Continuous Monument" served as a critique of capitalism: "The irony of all this would be delightful if it were not so sad" she said [26].

3.5 Critique of Modernity and its Spatial Dimensions

After scrutinizing the key elements that many critics argue compromise the feasibility or, at the very least, the effectiveness of the urban and architectural proposal, we aim to direct our focus toward an aspect that we believe constitutes the original contribution of this paper to the project's analysis. In this context, we aim to explore what we perceive as a deterministic approach to shaping the urban concept. The two towering skyscrapers, each standing at 500 meters, encapsulating an ideal world within and stretching parallel for the entire length of the city, create a closed system that is spatially impermeable. It is foreseeable that the designers developing their assigned sections interpret the perceptual transparency level concerning these physical limits. However, due to the nature of the project, physical interaction with the surrounding environment is either limited or entirely absent.

The mirrored surfaces reflecting the adjacent desert landscape offer a visual spectacle to an unidentified audience, given that the population will reside exclusively between the two vertical planes. This internal spatiality, well-described in terms of its environmental performances by the previously mentioned authors, seems to provide many innovative spatial solutions, at least as depicted in the renderings published alongside the project's publicity. Notably, these renderings predominantly capture the exact moment of the day: noon. This is the sole time of day when natural light can reach the lower levels of the space between the monumental continuous towers of the city. Naturally, one ponders about the level of natural illumination, especially on the lower floors of the buildings, during the rest of the day. We introduce this example, questioning only one aspect related to the potential spatial quality of the project to delve into the theme of its modernity. Or, more accurately, its ancient modernity. A close observation of "The Line" brings to mind the proposals of architects and urban planners from the early 20th century. They advocated meticulously designed ideal cities down to the minutest detail – urban settlements where lifestyle and daily activities were envisaged in a design process aimed at defining new spatial arrangements and proposing "new men." These were intended to be ideal societies of the future that would need to adapt their lifestyles to new housing models. History has almost consistently shown that such an approach has been unsuccessful. The notion that human prosperity can be realized through "better" design was the impetus behind the proposals of the modern movement. Despite good intentions, we now know the results were not entirely positive.

It is astonishing to witness some of the most renowned contemporary international architects reverting to such an antiquated design approach. Indeed, it is neither revolutionary nor futuristic, as the project's propaganda asserts. It is not ancient because it lacks originality; instead, it is ancient because it is outdated. History has already demonstrated that the detailed design of urban models that do not allow modifications and adaptations over time by their inhabitants is destined to fail. The linear city can only expand at its ends [27]. In a minimal way, it can only accommodate the necessary variations and customizations to effectively and efficiently respond to the evolutions (or devolutions) of the society that will inhabit it

4 Conclusion

The Crown Prince of Saudi Arabia, Mohammed bin Salman, has dispelled skepticism about "The Line" and emphasized his personal involvement in the design of the megacity in a recent documentary titled "The Line: City of the Future in Saudi Arabia at Neom." The Discovery Channel documentary features interviews with many members of the Neom team and the architects involved in the project. In his interview, the prince continued, "NEOM will be a place for people from all over the world to leave their mark on the world in creative and innovative ways. NEOM remains one of the most crucial projects of Saudi Vision 2030, and our commitment to delivering THE LINE on behalf of the nation remains unwavering [28]." In this paper, we intend to refrain from debating its possible (or impossible) constructability. After gathering information regarding the project's criticisms, we aimed to analyze an aspect we consider strategic. We believe an urban operation aspiring to be indeed "revolutionary" must transcend previously experimented modernist positions. Considering the current state of the planet and the impending environmental challenges facing the global population, it is advisable to continue investing in the environmental, social, and spatial redevelopment of existing cities rather than succumb to the allure of spectacular yet ultimately simplistic models. After all, "there are thousands of cities in the world, and there is a reason none is in the shape of a line [29]."

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