Urban Planning in Berlin, London, Paris and Chicago 1910 and 2010

Urban Planning
in Berlin, London,
Paris and Chicago
1910 and 2010

Introduction p. 1
100 Years General Town Planning
Exhibition in Berlin
Town planning concerns everyone. It influences
not just where and how we live and work, and how
much we move around, but ultimately our happiness
and well-being and that of our descendants. But
it also has an impact on the ‘costs’ of urban living,
today and in the future.
Planning creates hopes and visions for a better,
more liveable city. Over the years it has also been the
subject of criticism and outrage. It has a long history
and has been practised since cities came into existence.
It is only since shortly before the First World
War, however, that town planning was established
as a profession with its own visions, principles
and methods. And back then it was a success story.
General Town Planning Exhibition in Berlin 1910
On 1st May, the ‘Allgemeine Städtebau-Ausstellung’
(General Town Planning Exhibition) opened its gates at
the Royal Arts Academy in Charlottenburg at Harden -
bergstrasse (today Berlin’s University of the Arts).
The exhibition was inspired by the urban planning
competition for Greater Berlin, the results of which
were shown alongside many projects and plans from
Germany and abroad. It reached a broad audience,
attracting 65,000 visitors; success which came
as a surprise to some. The feedback from abroad
was equally positive. In August of the same year,
it was shown in Düsseldorf and in the autumn some
sections of the exhibition were presented at the
International Town Planning Conference in London.

City Visions 1910 | 2010
Introduction p. 2
The exhibition City Visions 1910 | 2010 is a celebration
of the anniversary of the General Town Planning
Exhibition. It compares two key moments in time:
The years around 1910 and 2010.
1910
The planning exhibition of 1910 presented the
summation of contemporary urbanist thought and
knowledge. It was the first time that an exhibition
had given a comprehensive account of the reality
of the built environment of metropolitan areas
in the industrial age. The aim was to find solutions
‘for the demands of traffic as well as beauty, public
health and economic efficiency’. The main message
was that the problems of large cities could only
be overcome with a multi-disciplinary approach.
2010
A hundred years later today’s agenda in the post-
industrial metropolis is determined by a sustainable
design approach. The big themes have remained
the same to some degree; their context has changed
dramatically, however. A new understanding of urban
development is finding its way into town planning
strategies, which are often broad in approach and
controversial in design. At the same time new problems
that threaten the integrity of cities are emerging
such as a dramatic weakening of the influence
of the public sector, the encroachment of private
companies on the public realm and new forms of
social polarisation as a result of de-industrialisation
and immigration.
Introduction p. 3
Berlin | Paris | London | Chicago
The exhibition concentrates on Berlin, Paris, London
and Chicago, four outstanding metropolitan cities,
whose approaches to town planning attracted a lot
of attention in 1910 as it does today.
Berlin
In 1910 Berlin was trying to find answers to the
challenges of unplanned growth in the industrial age.
100 years later Berlin is considered a model city of
the post-industrial society.
Paris
Paris in 1910 was characterised by the big plans
and visions of Eugène Hénard. Today’s Grand Pari(s)
initiative marks an era of a new national urban
development policy.
London
Previously Greater London was the birthplace of the
Garden City Movement, which aimed to decentralise
the metropolis in an orderly way. Today it has
become the model of a renaissance of urban centres.
Chicago
In Chicago the world famous plan of Daniel H. Burnham
was introduced in 1909. This aspired to enhance
a city seen as lacking in beauty. Chicago Metropolis
2020 presents itself as a new strategic plan to
develop a sustainable metropolitan region.

Population
1910: 1.67 million
2010: 3.46 million
Size
1910: 66 km 2 (25.5 mi 2 )
2010: 892 km 2 (344 mi 2 )
10 miles
One hundred years ago Berlin was
going through immense growth,
encouraged by private initiatives.
This raised numerous key issues:
at the fore were the issues of housing
provision, transport capacity
and the availability of public open
space. At the same time planning
professionals considered Berlin
to be an urban laboratory, where
new visions and new approaches
to planning were tested. Many
of these ideas were made visible
at the Town Planning Exhibition
in 1910.
After the First World War the
circumstances changed dramatically.
Berlin was decentralised,
the construction of housing in
urban areas largely ceased and
urban planning became public
sector led. By the end of the Second
World War, East and West Berlin
faced grave housing shortages.
Social housing delivery, however,
was primarily concentrated in
suburban areas. The compact and
densely populated fabric of Berlin
that had been severely decimated
by bombings was further decreased
by demolition programmes
and car-oriented infrastructure
schemes.
In the years following the First
World War, Berlin relied on strict
planning policy controls and heavy
subsidies. Since the fall of the Wall
Berlin
City Portraits
in 1989, Berlin’s public sector-led
approach to urban planning has
faced new challenges. Nowadays,
an ageing population, increased
social polarisation and climate
change require new wasys of
working. This comes at a time
when the public sector is drastically
reducing its lead role.
Today, Berlin is concentrating
its scarce resources on the central
district. Alongside its historic
splendour, the inner city is still
home to former industrial sites
and a great deal of former workingclass
areas with dense tenement
housing, which suffer from social
exclusion but are also places
to experiment.
The outer districts, especially
their vast social housing developments,
are also important. The
major city region of today is larger
than its predecessor in 1910 and
it is stretching beyond Berlin’s
administrative boundaries into the
federal state of Brandenburg.
Limiting urban sprawl on one hand
and addressing the renaissance
of the southern half of the city
region, catalysed by the new Berlin
Brandenburg International Airport
and the revitalisation of Potsdam,
require combined efforts from
the authorities of Berlin and
Brandenburg.
10 miles
In 1910, London — the heart of the
British Empire — was the capital
of the largest political system in the
world and the largest city in Europe.
In this era, many urban planning
strategies were designed to improve
imperial London, such as the construction
of the ceremonial route,
The Mall and the Kingsway through
Holborn. This followed half a century
from 1855 when large scale urban
infrastructure projects such as
sewers and underground railways
had been pioneered in London.
Large and all-encompassing urban
plans, however, did not really stand
a chance in London around 1900,
at least in central London. The
urban structure of the inner city
experienced little change until the
widespread destruction caused
by the Second World War. Efforts
to decentralise metropolitan
areas, through the development
of garden suburbs and new towns,
were meticulously executed over
decades. London doubled in size
between 1918 and 1939 but lost
population in the 1950s and 1960s
at the height of the decentralisation
to the new and expanded
towns such as Harlow, Stevenage
and Peterborough, regaining its
upward growth from the 1980s.
Industrial decline in London has
freed up many industrial sites for
redevelopment. One of the largest
such sites, was the port of the
London
City Portraits
Population
1910: 7.16 million
2009: 7.8 million (in 2009)
Size
1900: 311 km 2 (120 mi 2 )
2001: 1,623 km 2 (627 mi 2 )
(Greater London in 2001)
West India Docks in East London,
which was redeveloped into the
Canary Wharf business district
during the 1980s. This vast project
has moved the financial centre of
London eastwards. The late 1990s
brought a u-turn in policy from
de centralisation towards re-urbanisation,
and focused on increased
competition and innovation within
the service and tourism sectors.
The cuts to the system of local
politics and planning made by the
Conservative government under
Margaret Thatcher, reached their
zenith in 1986 with the abolition
of the Greater London Council,
London’s regional governing body.
Its functions were transferred to
the boroughs and the Government
Office for London. The city was
in desperate need of coordinated,
regional planning and so, in the
year 2000, under Tony Blair’s
Labour government, the Greater
London Authority (GLA) was established.
The GLA is an institution
that sees London’s urban development
as a top priority. Strategically
placed urban projects, steered
by a comparatively lean authority,
equipped with similarly lean
budgets, are intended to support
the regeneration of targeted areas
within London. The aim is to turn
London into a city that is economically
thriving, inclusive and sustainable,
with high-quality design.

Population
1914: 2.9 million
Greater Paris region:
> 4 million since 1904
2010: 2.2 million
Greater Paris region:
10.2 million
Size
1910: approx. 100 km 2 (39 mi 2 )
2010: 105 km 2 (40 mi 2 )
Greater Paris region:
2.8 km 2 (1051 mi 2 )
10 miles
By 1910 Paris had accomplished its
dramatic redevelopment programme,
begun during the second
half of the 19th century. This redevelopment,
associated with the
name of prefect Georges Eugène
Haussmann, continues to affect
the fabric and image of the central
city today. Until 1910, its connectivity
to the outer areas was strongly
limited by the historic city wall.
At that time, all attempts to break
this ring failed. The construction
of the underground metro since
1900 and later the introduction of
the regional-high speed-rail system
in the 1970s, however, has since
connected the inner city with outer
areas. Since the 1960s the urban
ring road, Boulevard Périférique,
forms a new barrier.
Neither government nor any other
official planning policy co-ordinated
metropolitan planning / activities
for a long time. The ‘banlieue’, or
urban fringe, remained dominated
by ‘pavillonnaire’, single dwelling
suburban housing. The construction
of five new satellite cities, ‘villes
nouvelles’, from 1965 onwards
has not changed the situation
notably. However, over the last
ten years some new ideas have
emerged. In 2007 the dispute over
the competition for the conversion
of the covered market, Les Halles,
led to a change in opinion about
Paris
City Portraits
the importance of this central
location for the entire metropolitan
area.
In June 2009 the cross-borough
partnership, Paris Métropole, was
founded. The historically single
centre-focused Paris is moving
away from splendid isolation.
An expert study by 10 invited
planning groups, Le Grand Pari du
Grand Paris (The Big Challenge
for Greater-Paris), began in 2008
and promised a comprehensive
urban vision. The study envisages
a metropolis suited to the post-
Kyoto Protocol era committing to
reduce the emission of greenhouse
gases, in terms of mobility, density,
densification of the ‘pavillonaire’
(single dwelling suburban housing
areas), regeneration of the ‘grands
ensembles’ (large social housing
estates), urban agriculture and,
lastly, a new structuring of the
spatial organisation of the entire
metropolitan area. The details
of the overall process are highly
debated by the public. The history
of ‘Grand Paris’ might have to
be rewritten.
Population
1910: 2.19 million
2010: 2.70 million
Greater Chicago region:
9.8 million
Size
1920: 500 km 2 (192.8 mi 2 )
2010: approx. 606 km 2 (234 mi 2 )
of which approx. 588 km 2
(227 mi 2 ) is land surface.
10 miles
The second half of the 19th century
brought a phase of incredible
growth for Chicago — which had
not even existed prior to 1800
and was only made a city in 1836.
Within a few decades the city
turned from a small military town
on Lake Michigan to the second
biggest city in the USA and into one
of largest industrial metropolitan
areas in the world. The city became
famous for its dynamism and
prosperity. The unmanaged growth
that accompanied Chicago’s rapid
industrialisation, however, was
characterised by housing shortages,
social conflict, traffic chaos and
unsanitary conditions. The business
elite of the city, in a group called
the Commercial Club, responded
to these problems by commissioning
the Plan of Chicago (1909).
The Plan, designed by Daniel
Burnham and Edward Bennett,
delivered a regional approach to
planning of hitherto unknown scale.
It was recognised as exemplar
well beyond the borders of the US.
Unfortunately this dynamic ‘Spirit
of Chicago’ could not prevent the
post ‘Great Depression’ and World
War II decline of the city which
accelerated because of suburbanisation
and deindustrialisation.
Until the early 1980s, Chicago
was still suffering from the consequences
of this decline and of
comprehensive Urban Renewal
Chicago
City Portraits
programmes, the construction of
inner city motorways, which were
mostly implemented after World
War II, despite its many modernist
architectural gems. Many parts of
the city were dominated by urban
decline and poverty, with the
declining central business district
surrounded by derelict, post-
industrial quarters.
Nowadays, Chicago’s inner city
area is an attractive workplace,
popular leisure centre and most of
all a desirable residential location.
Its reputation comes mainly from
an innovative approach regarding
urban revitalisation since the
1990s, but also from a clever
combination of market orientated
development policies and strategic
planning. Once again the Commercial
Club helped to deliver change
to the City through planning.
Of particular importance for the
change in planning strategy was
the support given by Richard
M. Daley, Mayor of Chicago since
1989. The socially ambivalent
consequences of this market-
orientated development are very
much apparent in Chicago’s urban
fabric today, mainly in buzzing
public spaces and parks or re-used
historic buildings.

1910 Chapter #1
The big urban plan, and its presentational
medium, the bird’s eye view,
was considered a driving force of
urban planning by 1910. This approach
formed part of a clear style of 20th
century planning, distinct from planning
practices in the 19th century.
This later form of planning used
more pragmatic urban extension
plans to steer the enormous growth
of cities in the era of industrialisation.
The competition ‘Groß­Berlin
1908/1910’ for example, demanded
a comprehensive reform of the
entire metropolitan region including
the historic centre and the suburbs.
In the 19th century town planning
was mostly based on defining the
border between public and privately
owned land, the regulation of building
heights, and initiatives to improve
the city’s technical and transport
infra structures. A more holistic
approach to planning developed in
the 20th century, which included
subjects such as road and rail infrastructure,
public recreation spaces
healthy living conditions and the
grouping of grand civic buildings.
The
Big Plan
Fascination with the ‘big plan’ was an
international phenomenon. The laborious
images were no longer directed
exclusively at aristocrats or planning
experts, but were looking to appeal
to a broad section of the population
to convince them of the need for
radical plans. The American City
Beautiful Movement is a prime example.
In 1909 politicians and civilians
alike were particularly drawn to the
Plan of Chicago because of its impressive
bird’s eye views painted by
Jules Guerin. This popular plan,
effective as an advertisement yet
extremely complex, became the
subject of a local, national and international
media hype. Today the Plan
of Chicago continues to symbolise
the ‘big plan’.
Make no little plans; they
have no magic to stir men’s
blood […]. Make big plans;
aim high in hope and work,
remembering that a noble,
logical diagram once record
ed will never die, but long
after we are gone will be a
living thing, asserting itself
with ever­growing insistency.
Quote attributed to Daniel H. Burnham,
speech at the Town Planning Conference,
London 1910
1910 #1 — The Big Plan Berlin p. 1
1
The plan for the spatial development
of Greater Berlin (Grundplan für die
bauliche Entwicklung von Groß-Berlin)
is one of two projects that were awarded
the first prize in the urban planning
competition for Greater Berlin 1908/1910.
The main topic of Hermann Jansen’s
contribution was ‘within the limits of
possibility’. Jansen became Professor
Hermann Jansen
Plan for the spatial development
of Greater Berlin
Contribution to the urban planning competition
for Greater Berlin 1908/1910
of Urban Planning at the Technische
Hochschule Berlin­Charlottenburg in
1923. The plan at a scale of 1:10,000
roughly covers the area of Berlin today,
a size which was initially reached in 1920.
The plan includes eye­catching features,
including parklands and open spaces,
and a railway network, both above and
underground.
1
Hermann Jansen
Contribution to the urban planning
competition for Greater Berlin
1908 /1910, overview
Courtesy: Architekturmuseum der
Technischen Universität Berlin, Inv. Nr. 20513

1910 #1 — The Big Plan Berlin p. 2 1910 #1 — The Big Plan Paris p. 2
Albert Gessner
Vision for Berlin’s urban city region
Contribution to the urban planning competition
for Greater Berlin 1908/1910
2
This aerial view shows a vision of
an ordered, urban metropolis. It
clearly demonstrates how Greater
Berlin was perceived on a regional
level. The lower third of the
picture shows Kreuzberg Hill. In
the background is Berlin’s green
hinterland, with numerous waterways.
The picture was part of the
contribution by Berlin’s architect
Albert Gessner for the competition
for Greater Berlin 1908/1910
and it won a special prize of the
jury. It followed the motto
‘Become the most comfortable
place to live in the world’
(‘Werde der wohnlichste Wohnort
der Welt’).
2
Albert Gessner
Contribution to the urban
planning competition for
Greater Berlin 1908 /1910,
Südbahnhofstreet to
Lake Müggel, bird’s eye view
Courtesy: Architekturmuseum der
Technischen Universität Berlin, Inv. Nr. 8014
Léon Jaussely / Roger-Henri Expert /
Louis Sollier
Plan for redevelopment and
extension of Paris
The plan for the redevelopment and
extension of Paris by Léon Jaussely, Roger­
Henri Expert and Louis Sollier won the
first prize in a competition for the extension
and beautification of Paris in 1919.
The basis for the competition, run by the
Département Seine was the release of a
new town planning law from 1919
(Loi Cornudet). The award­winning plan
is considered to be a summary of urban
visions for Grand Paris in the 1910s. The
design is reminiscent of the (also awardwinning)
plan, which Hermann Jansen
submitted for Berlin in 1910.
Framed facsimile:
Léon Jaussely, Roger-Henri
Expert, Louis Sollier
Plan for the redevelopment
and extension of Paris, 1919
Courtesy: Académie d’architecture /
Cité de l’architecture et du patrimoine /
Archives d’architecture du XXe siècle
F

1910 #1 — The Big Plan London p. 1
This plan is a curious manifesto of idealism
and coherence. Waterhouse reconfigured
the patchwork chaos of London’s
urban fabric into a geometrically ordered
plan, but kept the most important sites,
such as a Royal Palace which would have
replaced Buckingham Palace, in their
historically­determined locations. His plan
was a retroactive manifesto as it maintained
the randomness of historical evolution,
and so demonstrated how London
could have been shaped by a general
plan when there was no desire to have
such a plan.
Paul Waterhouse
An Imaginary
Plan for London
Framed facsimile:
Paul Waterhouse
An Imaginary Plan
of London, 1907
Courtesy: RIBA Library
Drawings & Archives
Collections
F
1910 #1 — The Big Plan Chicago p. 2
Daniel H. Burnham / Edward H. Bennett
Plan of Chicago
Bird’s-eye view looking at Chicago
on the banks of Lake Michigan
2
Chicago’s strategic position on
two important waterways, and
its importance as a railway centre,
turned the city into a key infrastructure
hub in North America
in the second half of the 19th
century. Burnham’s vision for
the Plan of Chicago was illustrated
with watercolour paintings
drawn in Burnham’s office but
coloured in by Jules Guerin. The
vast extent of the area depicted
in the drawings matches the
scale of opportunities available
to the rapidly growing Chicago.
The existing transport infrastructure
in the region facilitated
Chicago’s expansion plans.
2
Daniel H. Burnham,
Edward H. Bennett
Plan of Chicago, bird’s eye
view over Chicago on the
banks of Lake Michigan,
1909
Drawing: Jules Guerin
Courtesy: Chicago History
Museum

1910 Chapter #2
Monumental
City Centre
The exceptional growth of large
urban regions put enormous pressure
to modernise on many pre­industrial
cities in Europe. Next to traditional
civic buildings like churches, castles
and town halls, new buildings were
erected such as universities, museums,
theatres, monuments to trade and
commerce, hotels, and government
and administrative buildings. The development
of the contemporary city
centre most notably grew around
train stations and along high streets.
Medieval historic centres were rendered
less relevant and became sites
for radical redevelopment and demolition,
often to clear the way for new
infrastructure.
The main objective of the ruling
classes in the era before the First
World War was the construction of
the Monumentalstadt (Monumental
City). An impressive ‘arrangement of
monumental buildings’ was intended
to give the public realm a new and
impressive dimension.
The unchallenged model for these
kinds of transformations was Paris,
which in 1853 was given a modern
yet artful compact shape by Georges­Eugène
Haussmann. Haussmann
concentrated on the meticulous
application of classic design principles
such as ‘axis’ and ‘symmetry’
and therefore focused on a historically
grounded understanding of
‘monumentality’. Via the Parisian
École des Beaux-Arts, which had a
strong influence on urban planning
in the United States, the idea of monumentality
was adopted by Daniel H.
Burnham in the Plan of Chicago of
1909 and informed the City Beautiful
Movement.
In London the redevelopment of the
Mall embodied a symbol of global
power, though was relatively small
in size, and its impact on the city as
a whole was not great. Paris followed
with projects by Eugène Hénard. At
the Greater Berlin competition 1908/
1910, Eber stadt, Möhring & Petersen
proposed to transform the Königsplatz
(the King’s Square) into the Reichsforum
(National Forum) of imperial grandeur,
while Bruno Schmitz, with his bird’s
eye view of a monumental Berlin,
even outplayed Burnham’s civic
design for Chicago.
Most large cities only show
character in their city centres.
Translated from Werner Hegemann, in:
‘Der Städtebau nach den Ergebnissen der
Allgemeinen Städtebau-Ausstellung in Berlin’,
Vol. 1, Berlin 1911
1910 #2 — Monumental City Centre Berlin p. 1
The most startling contribution to the
Greater Berlin competition was the
set of large charcoal drawings made by
respected preservationist Bruno Schmitz.
The drawings displayed a vision for
Berlin, which overstated the scale of
Berlin as a world city. A ‘monumental
city’ (Monumentalstadt) north of the
Koenigsplatz, accommodating palaces
of the arts and civic buildings, form
the largest of five areas included in the
expansion of Berlin’s city centre. To
avoid disturbing the artistic expression
of his drawings, Schmitz did not define
any specific uses.
Havestadt & Contag / Schmitz & Blum
Monumental City Centre
Contribution to the
urban planning competition
for Greater Berlin 1908/1910
Framed facsimile,
top:
Havestadt & Contag,
Schmitz und Blum
Contribution to the urban
planning competition for
Greater Berlin 1908 /1910,
New-Berlin around
North Central Station,
bird’s eye view
Courtesy: Architekturmuseum
der Technischen Universität
Berlin, Inv. Nr. 8010
bottom:
Havestadt & Contag,
Schmitz und Blum
Contribution to the urban
planning competition for
Greater Berlin 1908 /1910,
New-Berlin around
South Central Station,
bird’s eye view
Courtesy: Architekturmuseum
der Technischen Universität
Berlin, Inv. Nr. 8008
F

1910 #2 — Monumental City Centre Berlin p. 3
Joseph Brix / Felix Genzmer
Upgrading of Königgrätzer Street between
Anhalt Station and Potsdam Station
Contribution to the urban planning competition
for Greater Berlin 1908/1910
Like other competitors, Brix and Genzmer
proposed a north­south railway line to be
run under Berlin’s central park (Tiergarten).
With two stations close to Potsdamer Platz
there was not enough space to cope with
the number of people moving to and from
the station. This was solved by directing
commuter trains to Potsdam Station
(Potsdamer Bahnhof) and national rail to
Anhalt Station (Anhalter Bahnhof). Both
were strategically linked by a newly widened
street, which freed up space for the
expansion of the business district around
Leipziger and Potsdamer Platz.
4
3
Brix & Genzmer
Contribution to the urban
planning competition for
Greater Berlin 1908 /1910,
perspective view of the
widened Königgrätzer
Street to become a grand
boulevard adjacent
to the station.
Painting: Otto
Günther-Naumburg
Courtesy: Architekturmuseum
der Technischen Universität
Berlin, Inv. Nr. 20132
4
Brix & Genzmer
Königgrätzer Street,
location plan
Courtesy: Architekturmuseum
der Technischen Universität
Berlin
3
1910 #2 — Monumental City Centre Paris p. 1
Eugène Hénard
Promenade and viewing corridor between
Champs Élysées and Invalides
Only a few of the ideas of Eugène Hénard
were ever realised. One of them was the
magnificent promenade and visual axis,
which was created for the World’s Fair in
1900. The promenade, which spanned the
River Seine, was designed to connect two
significant areas of the city, the Champs
Élysées and the Esplanade des Invalides.
The Alexander III Bridge (Pont Alexandre
III) was built specifically to form this link.
Hénard’s promenade effectuated one of
the most significant transformations in the
layout of Paris since the extensive interventions
of Georges­Eugène Haussmann
in the 19th century.
1
Eugène Hénard
The new promenade
Champs Élysées –
Esplanade des Invalides,
bird’s eye view
Courtesy: Cité de l‘architecture
et du patrimoine / Archives
d‘architecture du XXe siècle
(Reproduction of unknown origin)
2
Eugène Hénard
The new promenade
Champs Élysées –
Esplanade des Invalides,
plan, 1894 / 1900
Courtesy: Cité de l‘architecture
et du patrimoine / Archives
d‘architecture du XXe siècle
(Reproduction of unknown origin)
1
2

1910 #2 — Monumental City Centre London p. 1
Aston Webb
Design for the
Queen Victoria Monument
Plan and bird’s eye view
The redesign of The Mall, by Aston
Webb in the early 20th century, forms
the centrepiece of imperial urban planning
in London. The large statue of Queen
Victoria in front of Buckingham Palace,
and Admiralty Arch, which forms the
entrance to The Mall, were part of Webb’s
redesign. Webb also added the very thin
stone facing to the palace’s façade.
1
Aston Webb
Design for the Queen
Victoria Monument and
the redevelopment of The
Mall, bird’s eye view, 1903
Courtesy: RIBA Library Drawings
& Archives Collections
1
1910 #2 — Monumental City Centres London p. 2
With his plan to create a new thoroughfare
in the centre of London, Paul
Waterhouse hoped to improve east­west
circulation of traffic. His street layout,
however, was not straight like Georges­
Eugène Haussmann’s design for Paris,
but curved, following John Nash’s design
Paul Waterhouse
Central Plan of London
for Regent Street. Waterhouse thought
the composition would create surprising
moments and enable the design of
interesting commercial buildings.
2
Paul Waterhouse
Central Plan of London
showing changes to the
two main roads as well
as one additional
thoroughfare south of
the Thames, 1907
Courtesy: RIBA Library
Drawings & Archives
Collections
2

1910 #2 — Monumental City Centre Chicago p. 1
The planners of Chicago paid special
attention to its core or central area, where
central junctions were identified as ideal
locations for grand civic buildings. At the
terminus of an impressive boulevard, was
a 50,000 square metre forum for civic
administration, with the town hall at its
heart. The administrative cluster was never
realised and its site is now a huge motorway
junction.
Daniel H. Burnham / Edward H. Bennett
Plan of Chicago
Bird’s-eye view looking from the west with
proposed Civic Center Plaza as urban centre
1
Daniel H. Burnham,
Edward H. Bennett
Plan of Chicago, bird’s eye
view looking over the city
from the west, showing
proposed Civic Center
Plaza as central hub of
a system of main traffic
thorough-fares and
surroundings, 1909
Drawing: Jules Guerin
Courtesy: Chicago History
Museum
1

1910 Chapter #3
New Models for
Dense Urban Living
‘The housing problem’ formed the
central debate in the European town
planning discourse. Criticism was
focused on the living conditions of
workers in densely­built and overcrowded
tenement housing areas.
Towards the end of the 19th century
these stretched well beyond the
boundary of the city centres into
new developments in the outskirts.
Planners generally saw their own
cities as a ‘bad example’ and looked
to others to draw inspiration. While
Ebenezer Howard wanted to get rid
of the chaos of London, Daniel H.
Burnham recommended George­
Eugène Haussmann’s Paris as a role
model for Chicago’s reorganisation.
This in turn was a nightmare prospect
for many reformers in Germany, who
viewed London with its suburbs as a
role model.
This international climate of criticism
and propaganda furthered impressive
urban alternatives to high­density city
centres. Berlin was one of the centres
of discussion and a testing ground
for new ideas. Experiments with new
urban block typologies, private roads,
mixed­use developments and new
district centres in the urban fringe
were manifold. Eugène Hénard
invented a new ‘stepped’ building
structure for Paris which allowed
façades to project into the streets
they flanked, an alternative that
never saw the light of day.
London’s slums began to be replaced
with modern workers’ quarters funded
from the public purse and charities.
Daniel H. Burnham was inspired by
an all­embracing streamlining of the
large city. All these alternatives insisted
on dense urban patterns, urban
streets and public spaces.
The biggest new invention was a new
type of large­scale urban project;
new city districts built in one go by
a new generation of private land development
companies. These were
typ ically narrow building blocks with
courtyards and were mainly targeted
at high­income residents. To some
progressive planners of the era such
private land development companies
were nothing more than speculative
developers. Their rented apartments
were compared to working class tenements
and urban design exhibitions
largely ignored these typologies.
1,088,269 of Berlin’s residents
(excluding Greater Berlin) are
living in flats, where every
single heated room contains
between 3 and 13 people.
Berlin has got a population
of 2,040,148.
Translated from Statistical Institute Berlin
(Chairman Heinrich Silbergleit),
at the Town Planning Exhibition 1910
1910 #3 — New Models for Dense Urban Living Berlin p. 2
2
Hermann Jansen
Contribution to the urban
planning competition for
Greater Berlin 1908 /1910,
proposed design for
Tempelhofer Feld
Courtesy: Architekturmuseum
der Technischen Universität
Berlin, Inv. Nr. 20553
3
Land parcels plan of
Tempelhofer Feld
Courtesy: Architekturmuseum
der Technischen Universität
Berlin, Inv. Nr. 20570
Hermann Jansen
Development of the Tempelhofer Feld
Contribution to the urban planning competition
for Greater Berlin 1908/1910
Framed facsimile:
Hermann Jansen
Contribution to the urban
planning competition for
Greater Berlin 1908 /1910,
bird’s eye view of the
proposed buildings on
the western part of
Tempelhofer Feld
Courtesy: Architekturmuseum
der Technischen Universität
Berlin, Inv. Nr. 20563
2
The development of the western
Tempelhofer Feld (Field) caused one of
the biggest disputes in Berlin prior to the
First World War. Hermann Jansen submitted
a design proposal to the Greater
Berlin 1908/1910 competition, for a
residential quarter, with an urban block
structure that omitted lateral blocks and
side wings. The bird’s eye view from
1910 shows an attractive urban alternative
to the outdated, dense tenement stock,
and a generous green belt can be seen
in the background. Jansen’s proposal
was never realised.
3
F

1910 #3 — New Models for Dense Urban Living Berlin p. 3
Carl-James Bühring
The Civic Forum Weißensee
In the heyday of local municipal competition,
some suburban authorities developed
local town centres, with the hope
of supporting localised urbanisation and
creating local identities. This helped to
establish the base for Berlin’s polycentric
structure. One example is the Civic Forum
(Kommunales Forum) of the Weißensee
borough. This forum, which was built
between 1907 and 1912, was based on
plans by the local development director,
Carl­James Bühring.
New centre in a growing metropolitan region
4
It comprised a hall for community uses,
a public pool, an innovative high school,
fire station and housing for civil servants
arranged around a small lake. Civic development
in Weißensee was made possible
by the establishment of a land acquisition
fund, a public initiative to acquire the
necessary properties.
6
4
Carl-James Bühring
Plan of the Civic Forum
Weißensee
Source: ‘Moderne Bauformen.
Monatshefte für Architektur und
Raumkunst’, 6 / 1915, p. 214
5
Secondary school at the
Civic Forum
Source: ‘Moderne Bauformen.
Monatshefte für Architektur und
Raumkunst’, 6 / 1915, p. 213
6
Hospice at the Civic Forum
Source: ‘Moderne Bauformen.
Monatshefte für Architektur und
Raumkunst’,, 6 / 1915,p. 219
5
1910 #3 — New Models for Dense Urban Living Paris p. 1
With his Boulevard à Redans — ‘stepped
boulevard’, Eugène Hénard developed
an alternative to the out­dated boulevards
of 19th century Paris. While Hénard’s
concept did not greatly alter building
density or landownership rights, interlocking
building frontage elements allowed
Eugène Hénard
Boulevard à Redans
for increased window sizes, improving
access to natural light and broke up the
wall created by building frontages Hénard’s
idea, however, was never implemented.
1
Aston Webb
Plan des Queen-Victoria-
Denkmals und die
Neuordnung der Mall.
Situationsplan und
Vogelschau
Quelle: RIBA Library Drawings & Archives Collections
1 3
1
Eugène Hénard
Boulevard `a Redans,
1903, section, plan
Source: Eugène Hénard, ‘Études
sur les transformations de
Paris’, 1903 –1909
2
Comparison to traditional
boulevard
Source: Eugène Hénard, ‘Études
sur les transformations de
Paris’, 1903 – 1909
3
Boulevard `a redans,
perspective
Courtesy: Eugène Hénard,
Études sur les transformations
de Paris, 1903 - 1909
2

1910 #3 — New Models for Dense Urban Living London p. 1
London County Council (LCC), Architects’ Department
Condition before and
after redevelopment 1893–1900
1
2
The Boundary Street Estate in
Bethnal Green (1893–1900) was
the first big project initiated by
the Architects’ Department of
the London County Council
(LCC) to clear slums and replace
them with flats for workers. The
simple, red brick buildings,
which featured traditional, residential
decorative elements such
as gables, surrounded a circular
green. The LCC applied ideas
from the Arts and Crafts Movement
to the design of buildings.
Despite their configuration in
rows — rather than perimeter
blocks — a mixed­use quarter
with many urban functions
was formed.
1
Boundary Street Scheme,
before renewal, 1893
Courtesy: City of London and
London Metropolitan Archives
2
Boundary Street Scheme,
after renewal, 1900
Courtesy: City of London and
London Metropolitan Archives
1910 #3 — New Models for Dense Urban Living Chicago p. 1
Daniel H. Burnham / Edward H. Bennett
Plan of Chicago
Planned boulevard connecting
north and south sides of the river
1
Chicago’s transport system
could not cope with its volume
of pass engers, and its business
quarter in particular was heavily
congested. One solution proposed
by the planners was the
widening of Michigan Avenue,
which had the purpose to separate
goods and service deliveries
from the elegant lives of shoppers.
Planned as a grand boulevard,
the entire road was to be elevated
so that the east­west
traffic could pass under neath
with help of ramps. A doubledecker
bridge was to then lead
the traffic unhindered across the
Chicago River.
1
Daniel H. Burnham,
Edward H. Bennett
Plan of Chicago, bird’s eye
view looking over the city
from the west, showing
proposed Civic Center
Plaza as central hub of a
system of main traffic
thorough-fares and
surroundings, 1909
Drawing: Jules Guerin
Courtesy: Chicago History
Museum

1910 Chapter #4
Green Belts,
Corridors and Parks
An orderly growth of metropolitan
areas with help of green grids and
green belts or green wedges was
seen by many social reformers as
a way to achieve health and well­
being of the metropolitan population.
Dense development of these areas
was to be structured with ‘decorative,
productive, outer and inner parks’
and flooded with light and air. Public
parks and baths, lidos and large recreational
areas for play and sport
were mostly planned for the working
classes. It was believed that a healthy
population would lead to an increase
in productivity.
In this context the work of landscape
architects came to the fare. The park
section of the Town Planning Exhibition
1910 was a favourite amongst
the visitors.
In Paris Eugène Hénard designed a
plan with nine parks, which, connected
through the ‘Boulevard à Redans’
alongside the former city wall, were
supposed to surround the inner city.
The entries for the Greater Berlin
competition 1908 contained a multitude
of concepts to make the metropolitan
region greener. While
Hermann Jansen proposed two concentric
green belts, Bruno Möhring
envisaged green strips that connected
the city centre with the city fringe.
In the US, park planning reached
hitherto unknown dimensions. The
Plan of Chicago, introduced in 1909
by Daniel H. Burnham and Edward
H. Bennett, envisaged several rings
of parks and thus linked their plan
conceptually to the Park networks of
the Olmsted Brothers. The aim was
to provide every resident in the city
with a park in walking distance. These
American park systems became a
much admired model for Europe.
These parks and open space
networks of the American cities
comprise everything that people
living in dense large cities need
for their recreation.
Translated from Leberecht Migge, in:
‘Die Gartenkultur des 20. Jahrhunderts’,
Jena 1913
1910 #4 — Green Belts, Corridors and Parks Berlin p. 1
The establishment and protection of green
infrastructure was a central concern for
the Greater Berlin competition 1908/10.
The plan by Brix and Genzmer, two professors
at the Technical University, aimed
to maintain surrounding woodlands as well
as significantly expanding green spaces.
Brix and Genzmer also suggested creating
an association with the purpose of acquiring
and managing the woodlands. However,
the jury criticised the plan, arguing
that the ‘green bands’ did not enter deep
enough into the urban centre.
Joseph Brix / Felix Genzmer
Plan for Green Spaces
Contribution to the urban planning competition
for Greater Berlin 1908/1910
2
1
Brix & Genzmer
Contribution to the urban
planning competition for
Greater Berlin 1908 /1910,
plan for green spaces
Courtesy: Architekturmuseum der
Technischen Universität Berlin,
Inv. Nr. 20122
2
Scheme drawing of the
arrangement of green
spaces
Source: Eberstadt, Rudolf /
Möhring, Bruno / Petersen,
Richard: ‘Groß-Berlin. Ein
Programm für die Planung
der neuzeitlichen Großstadt’,
Berlin 1901, p. 5
1

1910 #4 — Green Belts, Corridors and Parks Berlin p. 2
Before the World War I there was widespread
criticism of the lack of playgrounds
and usable small urban spaces (playgrounds,
parks, promenades) in Berlin.
One attempt to rectify this situation was
the Schillerpark, built 1909–1913 in the
North of Berlin and designed by landscape
architect and ‘gardening poet’
Friedrich Bauer of Magdeburg. This park
was widely praised at the time, Werner
Hegemann called the Schillerpark the
Friedrich Bauer
Schillerpark in Berlin
‘first modern park in Berlin’, as it allotted
large spaces to be used for playing sports
and games. The ‘meadow for citizens’
on the left was intended for relaxation
purposes, while the ‘meadow for students’
on the right was for sport.
3
Friedrich Bauer
Plan of the Schillerpark
in Berlin, 1909 –1913
Source: ‘Bericht über die
Gemeinde-Verwaltung der Stadt
Berlin in den Verwaltungs-Jahren
1906 bis 1910’, Vol.1, Berlin 1912,
after p. 222
3
1910 #4 — Green Belts, Corridors and Parks Paris p. 1
Eugène Hénard
Expansion of Paris
1
2
Eugène Hénard’s plan from
1905, which was never implemented,
addressed a public
debate about the extremely low
proportion of green spaces in
Paris. The planning area included
the suburban area (Grand
Paris) and comprised 165 km2
with 3.47 million residents
(1906). The plan proposed a
homogenous distribution of new
parks, particularly in areas where
parks were lacking. Furthermore
Hénard suggested a total merge
of the suburbs (banlieue) with
Paris — an idea which still preoccupies
planners today.
1
Eugène Hénard
Extension of Paris with
existing and newly
created green spaces,
1909
Source: ‘Der Städtebau’,
7/1910, table 1/2
2
Eugène Hénard
Population density in Paris
and surroundings, 1909
Source: ‘Der Städtebau’,
7/1910, table 1/2

1910 #4 — Green Belts, Corridors and Parks Chicago p. 2
Frederick Law Olmsted / John Charles Olmsted
Park No.2
2
Chicago’s park system included
several neighbourhood parks,
which were comparatively small
(on average 4 hectares). They
were used for recreation and child
play. Park No. 2, for example contained
a large sports field, which
could be turned into an ice skating
rink in the winter. It also contained
a race track, a swimming
and paddling pool, a playground
and playing field for children as
well as a comm u nity centre. Such
facilities were typical of Chicago’s
new parks.
2
Park No. 2
Source: Werner Hegemann,
‘Der Städtebau’,
Vol. 2, Berlin 1913, fig. 305
1910 #4 — Green Belts, Corridors and Parks Chicago p. 3
Grant Park occupies the central part of
the urban waterfront of Lake Michigan.
The park itself was intended to be
Chicago’s cultural centre, with museums
and a library dedicated to the arts and
sciences. In front of the park a marina
was proposed, while to the north and
south, water parks with lagoons, beaches
and promenades were to be added. Their
purpose was to offer recreational facilities
for Chicago’s residents, especially during
the hot summer months.
Daniel H. Burnham / Edward H. Bennett
Plan of Chicago
Bird’s eye view of Grant Park with planned
marina, lagoons and park on the south side
Framed facsimile:
Daniel H. Burnham,
Edward H. Bennett
Plan of Chicago, bird’s eye
view of Grant Park, the
marina, lagoons and park
on the south side.
Drawing: Jules Guerin
Courtesy: Chicago History
Museum
F

1910 Chapter #5
New Garden
Suburbs
Suburbs had long existed alongside
large cities, but the arrival of railways
meant they could be far larger and
further from the city centre. The
prospect of more space and escape
from the increasingly dense, noisy
and unhealthy central areas gradually
made them favoured residential
districts for the middle class.
In 1898 Ebenezer Howard proposed
a radical new urban model, the
‘garden city’. It was conceived of
as a self­sufficient urban community,
co­operatively organised, made
greener and restricted to 32,000
residents. It aimed for an ideal synthesis
of city and countryside.
This idea was convincing. What
made the ‘garden cities’ distinctive
and attractive, in particular to the
middle classes, was their landscaping,
small commercial centres and good
transport connections to the central
city. Raymond Unwin planned the
first, Letchworth, and with his partner
Barry Parker produced a memorable
architectural idiom that slyly adjusted
vernacular architectural forms for
civic and private life.
The very attractiveness of the image
they produced undermined the purity
of Howard’s social ideals, because
the architecture was easier to imitate
than the social programme was to
inculcate. Consequently what looked
like garden cities were at best garden
suburbs, extensions to towns that
were not self­sufficient in the way
Howard envisaged.
The Garden City Movement had
barely begun to take off when it was
absorbed as yet another suburban
typology. Almost all contributions
to the Greater Berlin competition
1908/1910 used this typology. Examples
were the Garden City Frohnau
in Berlin (1908), London’s Hampstead
Garden Suburb (1905), also planned
by Unwin, and the Cité­Jardin du
Grand Paris (1919) in Paris.
The garden suburb of the early 20th
century was built around its own
local centre and train station, which
differs from later suburbs, characterised
by auto­centric, urban sprawl.
Ebenezer Howard, in:
‘Garden Cities of Tomorrow’,
London 1902
City and countryside need to
‘wed’ and the outcome will be
new hope, new life and a new
culture.
1910 #5 — New Garden Suburbs Berlin p. 1
In 1907, the construction of
Frohnau, a commercial garden
city was planned for the Northern
edge of Berlin. The client was
the Berliner Terrain­Centrale.
The design of Frohnau was decided
through a competition in
1908, won by Joseph Brix and
Felix Genzmer, both professors
at the Technical University of
Berlin. As the land parcels plan
from 1913 shows, the garden
city had a distinctive centre with
a square either side of the station,
surrounded by a system of
curved streets.
Joseph Brix / Felix Genzmer
Garden City Frohnau
1 2
1
Felix Genzmer
Plans for Berlin-Frohnau,
1908
Courtesy: Architekturmuseum
der Technischen Universität
Berlin, Inv. Nr. 1273
2
Plan of the Garden City
Frohnau
Source: ‘Gartenstadt Frohnau
an der Nordbahn zwischen
Hermsdorf und Stolpe’, advert,
Berlin 1913

1910 #5 — New Garden Suburbs Berlin p. 3
Shortly before the World War I a radical
change took place in the typology of suburban
housing. The aim was to develop
small settlements and single house types
to make life outside the city centre increasingly
accessible to the less privileged
social classes. As part of the Greater Berlin
competition 1908/10 Hermann Jansen presented
a small residential estate with grouped
terraced houses. Jansen succeeded in
creating a relatively urban typology for
this project.
Hermann Jansen
A perfect small settlement
Contribution to the urban planning competition
for Greater Berlin 1908/1910
5
Hermann Jansen
Competition for Greater
Berlin 1908 /1910, estate
with small residences
(Kleinwohnungssiedlung),
bird’s eye view
Courtesy: Architekturmuseum
der Technischen Universität
Berlin, Inv. Nr. B 2619,06
5
1910 #5 — New Garden Suburbs London p. 2
Barry Parker / Raymond Unwin
Hampstead Garden Suburb
Hampstead Garden Suburb was the most
sophisticated and convincing plan for
a new garden suburb in London. Garden
suburbs differed from garden cities in
that they were attached to existing cities,
rather than self­contained social and economic
entities. It had begun as a social
enterprise by the philanthropist Henrietta
Barnett. In the first plan, Unwin and Parker
suggested an informal and curved network
of streets, which, together with the
traditional English village green, aimed to
give people a sense of traditional village
life. In 1908 Edwin Lutyens turned the
Green into a geometrically ordered town
square with the main frontage formed by
an educational building with two churches
at either side.
Unwin did not have typical suburban
single­family dwellings in mind when
he designed Hampstead Garden Suburb.
Even if the single dwelling formed the
basic typology these were part of a wider
spatial plan. Groupings of eight white
walled and red roofed single family
homes were designed, which created a
unified aesthetic, but allowed for slight
differences on second glance. In addition,
they were assembled around a communal
courtyard and grouped using shared
walls and roofs to create an
enclosed ensemble.
4
2
3
2
Bary Parker,
Raymond Unwin
Proposal for Hampstead
Garden Suburb, plan,
1905
Courtesy: City of London and
London Metropolitan Archives
3
Bary Parker,
Raymond Unwin
Plan of Hampstead
Garden Suburb showing
Edwin Lutyens’ design for
the town square
Courtesy: London Metropolitan
Archives
4
Raymond Unwin
Design for group of eight
non-detached dwellings
for Hampstead Garden
Suburb, perspective, 1905
Courtesy: First Garden City
Heritage Museum, Letchworth

1910 Chapter #6
Metropolitan
Mobility
The traffic problem was hotly debated
at the Town Planning Exhibition in
1910. The prime objective was an improved
organisation of the expanding
metropolitan area with the help of a
system of radial high­speed rail and
primary roads. The centre was to
make way for the modern age of
transport with numerous projects to
drive new roads through historic
urban fabric. Metropolitan regions
and mass­transport have since become
important subjects in terms of
town planning.
The extreme growth of many
metropolises in the early 20th century,
made new transport infrastructure
projects inevitable. The old road
network could no longer cope with
the new requirements of passenger
and freight transportation.
The rail lines serving suburban commuters
already played an important
role in 1910. In the early 20th century
newly built and extended railway and
underground systems in Berlin, Paris,
London and Chicago improved connections
between the city centre and
the region. These were funded by
private companies or by the
public sector.
Whether lines were planned above or
below ground was often controversial.
Technical, design quality and financial
arguments had to be weighed
up. Costs for overground lines were
more affordable, but elevated railways
on viaducts were not only a
source of noise but also unsightly. Visions
of high­level railways joining
the tops of buildings did not come to
fruition.
Many of the plans to open up new
streets inside the city centres, which
were exhibited at the Town Planning
Exhibition in 1910, never saw the light
of day. That spared catastrophic consequences
for the urban fabric
of many cities.
[…] for the first time ever there
has been a planning strategy
for the transport in metropolitan
areas.
Werner Hegemann on the
importance of transport issues, in:
‘Der Städtebau nach den
Ergebnissen der Allgemeinen
Städtebau-Ausstellung in Berlin’,
Vol. 2, Berlin 1913
1910 #6 — Metropolitan Mobility Berlin p. 1
Erich Giese
Design for a high-speed rail network
in Greater Berlin
Railways generated rapid growth in
greater Berlin during the second half of
the 19th century. Around 1900 high­speed
rail was the primary driver of de­urbanisation
as it brought more distant areas
within reach. In response to this pressure,
plans for expanding the rail network
became a central part of submissions for
the Greater Berlin competition 1908/10.
The proposal by Eric Giese from 1916
shows the fast growing rail network,
which was slowed down abruptly by
World War I.
1
Erich Giese
Design for a high-speed
rail network for Greater
Berlin, 1916
Courtesy: Erich Giese, ‘Das
zukünftige Schnellbahnnetz für
Groß-Berlin’, ed. Verband Groß-
Berlin, Berlin 1919, table 13
1

1910 #6 — Metropolitan Mobility Berlin p. 2
August Scherl
Proposal for an elevated railway
Radical alternatives to the outdated metro
railway system were a frequent topic of
discussion in the years before World War I,
due to the increasing importance of highspeed
rail transport for the metropolitan
region. August Scherl, publicist and media
mogul proposed an elevated railway in
1909. He recommended a radial­periphery
system with several concentric rings,
served by radial railways terminating at
a central station. The elevated trains never
came to fruition but they did attract a lot
of publicity.
2
3
2
August Scherl
Proposal for the central
station for an elevated
railway, 1909
Courtesy: August Scherl, ‘Ein
neues Schnellbahn-System.
Vorschläge zur Verbesserung
des Personen-Verkehrs’, Berlin
1909, p. 95
3
August Scherl
Proposal for an elevated
railway, 1909
Courtesy: August Scherl, ‘Ein
neues Schnellbahn-System.
Vorschläge zur Verbesserung
des Personen-Verkehrs’, Berlin
1909, p. 95
1910 #6 — Metropolitan Mobility London p. 1
Ebenezer Howard
Diagram of a central city with
surrounding garden cities
Arthur Crow
Map of the Ten Cities of Health
1
2
With his original Garden City
concept of a central city for
58,000 inhabitants, surrounded
by six well­connected small garden
cities of 32,000 inhabitants,
Ebenezer Howard proposed a
metropolitan planning vision as
an alternative to the chaotically
growing city. A schematic translation
of this diagram is presented
in the proposal of Ten Cities
of Health in London’s hinterland,
presented by Whitechapel’s
district surveyor at the London
Town Planning Conference of
the RIBA in 1910. It shows how
a social idea with utopian goals
can gradually be translated
into reality. This idea was only
realised after World War II in
the new towns that followed
Patrick Abercrombie’s Greater
London Plan of 1944, the New
Towns Act of 1946 or the Town
and Country Planning Act
of 1947.
1
Ebenezer Howard
Diagram of central city
with surrounding garden
cities
Source: Ebenezer Howard,
‘Garden Cities of Tomorrow’,
2nd edition, London 1902
2
Arthur Crow
Map of the Ten Cities
of Health, 1910
Source: Town Planning
Conference, RIBA 1910

1910 #6 — Metropolitan Mobility Chicago p. 1
The design of the Plan of Chicago was
based on contemporary forecasts of population
growth from two to thirteen million
people over 30 years. The developed area
of the region around the southern part
of Lake Michigan had to grow in size
Daniel H. Burnham / Edward H. Bennett
Plan of Chicago
Plan of the outer, concentric
and radial highways
accordingly. A system made of radial and
concentric streets, the longest with a
radius of 90 km, were to provide a future
structure, interconnecting suburbs and
linking them back to the centre.
1
1
Daniel H. Burnham,
Edward H. Bennett
Plan of Chicago, plan of
the outer, concentric and
radial highways, 1909
Courtesy: Chicago History
Museum

2010 Chapter #7
Sustainable
Mobility
The idea of ‘mobility’ is the trademark
of the 20 th and 21st century.
It is the embodiment of progress,
advancement, and of the future itself.
Pioneers in mobility can be found in
England, Germany, France and in the
US. Despite high­speed rail and electric
vehicle innovation, the car, with
its immense appetite for fossil fuels,
is still at the centre of investment in
mobility — a potent symbol of individual
freedom.
Mobility continues to dominate urban
planning. The construction and extension
of motorways is top of the
priority list. This is no longer accepted
by everyone, however, and remains
highly controversial, as it nearly always
has been. The public is aware of the
increased destruction of the countryside
and air and noise pollution. Traffic
congestion is everyone’s urban nightmare.
Overcrowded public transport
is not a meaningful alternative while
increasing ridership and huge costs
make it difficult to satisfy demand
economically. Slowly but surely, however,
more sustainable means of transport,
which conserve resources and
reduce space consumption are gaining
importance.
Sustainable mobility must become an
integral part of urban planning. New
transport infrastructure is the armature
of our future regions. Dependence
on the car will only decline if alternatives
like trams and electric buses,
new inner city rail stations and the
urbanisation of airports, receive
sufficient investment.
Political initiatives like congestion
charging, promotion of cycling and
public space programmes also play
an important role. Metropolitan
regions are once again ‘paving the
way’ for new types of mobility, as
they did a hundred years ago.
Suddenly I had the thought
that the balance between
parks and car parks could be
the best indicator for quality
of life in our cities.
Lester R. Brown, in:
‘Plan B 2.0: Rescuing a Planet under Stress
& a Civilization in Trouble’, Washington DC, 2006
2010 #7 — Sustainable Mobility Berlin p. 1
J. S. K. International / gmp
Turn 3 into 1— The Transformation
of Berlin’s Airports
The new Berlin Brandenburg International
Airport is being built in southeast Berlin.
It will cost more than 3 billion and will be
complemented by a wide range of facilities
including an underground railway
station and a business park. It will have a
big impact on movement patterns in the
metropolitan area and on the hier archy of
urban areas. Berlin’s planning department
expects areas along the axis between the
airport and central train station in Berlin’s
centre to undergo strong redevelopment.
In South Berlin areas of which some have
been prosperous since the 19th century
will gain even more importance. In contrast,
combined with the closure of the existing
Tegel Airport, the North will lose out.
1
Masterplan Gateway BBI
Courtesy: Machleidt & Partner
with Thomas Jansen
Ortsplanung
2
BBI Airport City, aerial
perspective
Courtesy: gmp Architects / JSK
International Visualisation:
Björn Rolle
Client:
Berlin Brandenburg
International Airport (BBI):
FBS Flughafen Berlin
Schönefeld GmbH
Masterplan Gateway BBI:
Senate Department for
Urban Development,
Berlin
Planning:
Terminal:
J.S.K. International
Architekten und Ingenieure
GmbH / gmp
generalplanungsgesellschaft
mbH
Masterplan Gateway BBI:
Machleidt & Partner
When:
1996–2012
Size:
Airport:
1,470 hectares
Terminal:
280.000 m²
gross building area
Airport City:
16 hectares, 148.000 m²
gross floor space
Masterplan Gateway BBI:
450 hectares
Budget:
around 3 billion Euro
1
2

2010 #7 — Sustainable Mobility Berlin p. 2
The Berlin Senate Department for Urban
Development has been seeking to increase
the proportion of bicycles among Berlin’s
transportation options since 2006. At the
moment bicycle trips make up 13% of all
journeys. This should increase to 25% in
the inner city area. Berlin’s cycle lane
network, which covers 125 km, is being
extended by a further 30 km. New cycle
lanes will be largely located on roads.
Simultaneously, the German rail authority,
Deutsche Bahn, with the city of Berlin, is
developing the StadtRAD project, which
will enable public transport ticket holders
to make use of cycle hire.
Berlin’s Cycling Strategy
Client:
Senate Department for
Urban Development,
Berlin
When:
until 2011
3
Extension of bicycle route
network, July 2010
Courtesy: Senatsverwaltung für
Stadtentwicklung Berlin
4
StadtRad docking station
at Potsdamer Platz, 2010
Photo: Thomas Spier
3
4
Cergy-le-Haut
2010 #7 — Sustainable Mobility Paris p. 1
N
L
J
L L
Versailles
Matelots
Pontoise
L
J
L
Le grand huit — The Big Eight
Rueil
Versailles
Chantiers
Saclay Sud
The 130 km new high­speed regional
railway project, which consists of two
overlapping rings, is intended to improve
connections between Paris and its hinterland.
It will serve the most important
existing transport hubs and development
opportunity areas including airports, train
terminals, and destinations like La Défense,
Marne­la­Vallée, Saclay and Saint­Denis.
The controversial project is part of the
government’s major action plan to
strengthen the region in terms of sustainability,
attractiveness and quality of life.
H
Nanterre
Saint-Cloud
Transilien
2
Pont de Sèvres
Ile Seguin
Les Moulineaux
Port de
Gennevilliers
Bécon-les-
Bruyères
La Défense
Grande Arche
Suresnes
Centre
TGV
H H
Les
Agnettes
2
Les Grésillons
Saint-Ouen
RER C
Porte de
Clichy
Saint-Lazare
Madeleine
Pyramides
Châtelet
Châtillon - Montrouge
Bagneux M4
Arcueil - Cachan
Villejuif Institut
Gustave Roussy
Massy - Palaiseau
Gennevilliers
RER C
Saint-Denis
Pleyel
Mairie de
Saint-Ouen
Gare de Lyon
Bercy
Olympiades
Kremlin-Bicêtre
Hôpital
Villejuif
Louis Aragon
Triangle
de Gonesse
Le Bourget
Aéroport
Cour St-Emilion
Bibliothèque François Mitterrand
Aulnay
Vitry Centre
Créteil l’Echat
Le Vert de
Les Ardoines
Maisons
M.I.N Porte
de Thiais
Aéroport d’Orly
Le Bourget
RER B
1
2
3
TGV
4
Client:
French government
Planning:
Secrétariat d’État chargé
du développement de la
région capitale
When:
until ca. 2020
Villepinte-Tremblay
Parc des Expositions
Champigny
Le Plant
Ligne rouge
Budget:
21.4 billion Euro
Parc des Expositions
RER B
Sevran-Beaudottes
Sevran-Livry
Aéroport
Charles de Gaulle
Clichy-Montfermeil
Villiers-sur-Marne-
Le Plessis-Trévise
Chelles
Noisy-Champs
TGV
RESEAU DE TRANSPORT STRUCTURANT DU GRAND PARIS
Ligne bleue
Ligne verte
Ligne 14 actuelle
Ligne du
réseau existant
Gare optionnelle
Gare TGV
gare
gare
variante
1
Le grand huit, the new
high-speed regional rail
project, planned routes
Courtesy: Société du Grand Paris
2
Increase in population
of greater Paris until 2030
Courtesy: Société du Grand Paris
3
Location of Paris’ business
and employment centres
until 2030
Courtesy: Société du Grand Paris
P
P
K
Tracé variante
Tracé variante
Tracé variante
Corridor de tracés possibles
Source fond de plan : © IGN 2010
1

2010 #7 — Sustainable Mobility London p. 1
University College London / Gort Scott / URS / Fluid / East
Mapping Suburban High Streets
— High Street 2012
London’s high streets are to be strengthened
in recognition of their importance
for the urban fabric. Many used to be
historic corridors for trade. Some date
back to Roman times. High streets suffer
from competition with shopping centres,
heavy traffic and congestion. The High
Street 2012 project will extensively redesign
the stretch between Aldgate and
Stratford in east London, showcasing one
of London’s key high streets during the
2012 Olympic and Paralympic Games.
The quality of the public realm is to be
upgraded and the distinctive character of
the areas along the corridor is to be
enhanced and celebrated.
2
Project:
High Street London
(report)
Client:
Design for London
Project team:
Sir Terry Farrell / Joyce
Bridges / University
College London / Gort
Scott / URS
When:
since 2009
3
1
High Street 2012,
overview
Courtesy: Design for London /
LDA
2
Sketch of redesign of
Whitechapel Market
Courtesy: East Architecture
Landscape Urban Design
3
Characteristic mixed uses
along high streets
Courtesy: Gort Scott
Project:
High Street 2012
Client:
GLA Group / London
Borough of Tower
Hamlets / London
Borough of Newham
Planning team:
Fluid / East Architecture
Landscape Urban Design
(Detail Whitechapel
Market)
1
2010 #7 — Sustainable Mobility London p. 2
4
Crossrail overview
Courtesy: 5th Studio / Design
for London
5
Vision for the Abbey
Wood Crossrail station
Courtesy: 5th Studio / Design
for London / LDA
5th Studio / Regeneris / Marks Barfield
Crossrail and Crossrail Urban Impact:
Thamesmead / Abbey Wood
Crossrail, the UK’s largest high speed
regional railway infrastructure project, is
likely to have several dramatic effects on
inner and outer London and the parts of
its catchment area affected by Crossrail’s
route. From 2018 onwards the new route
will connect Heathrow, the West End,
the City of London and Canary Wharf.
Design for London and Crossrail’s Urban
Integration Team are involved in urban
design studies to define regeneration
priorities and to embed individual stations
like Abbey Wood in Thamesmead within
their surroundings, focusing on public
realm improvements and high quality
developments. This work will help to
maximise the potential of these locations
for urban regeneration.
Project:
Crossrail
Client:
Cross London Rail Links
Limited (Transport for
London, Department for
Transport)
When:
2008–2018
Project:
Crossrail Urban
Integration Study (fig 4)
Client:
London Development
Agency / Design for
London
Consultants:
5th Studio / Regeneris
When:
2009/10
Project:
Thamesmead / Abbey
Wood Crossrail Urban
Impact Study (fig 5)
Client:
London Borough of Bexley
/ London Borough of
Greenwich / GLA Group
incl. Design for London /
Crossrail
Consultants:
5th Studio / Marks
Barfield
When:
2008/09
4
4
5

2010 #7 — Sustainable Mobility Chicago p. 1
1
The expansion of Chicago
Courtesy: Chicago Metropolis
2020
2
‘Intermodal Villages’
in the wider Chicago
region
Courtesy: Chicago Metropolis
2020
Chicago Metropolis 2020
— Connectivity
1
The Chicago Metropolis 2020 framework
proposes to strengthen and enhance the
core city, existing centres and districts
in the inner urban area. Urban growth will
be concentrated within regional centres,
with a diverse social structure and a mix
of uses. Local public transport will connect
these centres with suburban employment
areas. A regional green grid will
secure recreational areas close to residential
settlements. Lastly, the plan aims
to create a powerful metropolitan
planning agency.
Client:
City of Chicago
When:
2008–2020
2

2010 Chapter #8
Urban Land
Recycled
Vacant brownfield sites and derelict
buildings are a big challenge and
a unique opportunity for major cities.
Mixed­use quarters and large developments,
hard to accommodate in
inner cities, can be built on
these sites.
The redevelopment of vacant land
has increased dramatically. Sites
include disused military and industrial
areas, railway sidings and docks
as well as derelict commercial buildings
like empty department stores in
Germany and redundant shopping
centres in the US.
Berlin has a vast offering of brownfield
sites that include a redundant
airport and former border zones.
In London, Paris and Chicago there
is still plenty of land for development
within the urban area, despite great
demand for growth. The Lower Lea
Valley in East London, where the
2012 Olympic Park is sited, is a wellknown
example.
A combination of historic fabric,
romantic notions of former uses, low
values and locational advantages
make urban wasteland areas attractive
for urban pioneers with unusual concepts
for temporary uses. This can
have mixed effects. Landowners and
investors’ objectives often differ from
the requirements of temporary users
and existing residents, but they generally
benefit in the longer term. The
initial conflict frequently causes issues
for less well­prepared local authorities.
A well known case study for this
issue is the eastern area of the River
Spree in Berlin, known as ‘Mediaspree
Areal’.
Unused spaces and wastelands
are not a constraint but a base
condition for urban regenera
tion. They act as a ‘future room’
and offer a field for learning and
experimenting with the future
city. They are part of the richness
of this city.
Translated from Ingeborg Junge-Reyer, in:
‘Urban Pioneers. Berlin: Stadtentwicklung
durch Zwischennutzung’, Berlin 2007, p. 18
2010 #8 — Urban Land Recycled Berlin p. 1
Until recently Berlin’s central railway
station sat in isolation on a large vacant
site in the former border area between
East and West Berlin. A new urban district
is now developing around the station
on the basis of the Masterplan Berlin
Heidestrasse (April 2009), which proposes
a flexible approach to development. The
pharmaceutical company Bayer Healthcare
is also planning to expand its campus
towards the North Harbour in the northern
part of the masterplan area. Appropriate
station forecourts have yet to be designed
and implemented.
ASTOC / Studio UC Klaus Overmeyer / ARGUS
Urbanisation of the
Main Station Area
Client:
Masterplan Heidestraße:
Berlin Borough of Mitte /
Senate Department for
Urban Development /
Vivico Real Estate GmbH
/ Deutsche Bahn AG
Lehrter Straße:
Vivico Real Estate GmbH
PharmaCampus Bayer
Healthcare:
Bayer Healthcare
Humboldthafen:
Liegenschaftsfond Berlin /
Senate Department for
Urban Development,
Berlin
Lehrter Stadtquartier:
Vivico Real Estate GmbH
/ Motel One / Meermann
Chamartin Gruppe
Planning:
Masterplan Heidestraße:
ASTOC Architects &
Planners / Studio UC
Klaus Overmeyer /
ARGUS
Lehrter Straße:
carpaneto.schöningh
Architekten,
FAT KOEHL Architekten
PharmaCampus Bayer
Healthcare:
Barkow Leibinger
Architekten
Humboldthafen:
Winkens Architekten /
Augusto Romano Burelli,
Architetto, Kahlfeld
Architekten
Lehrter Stadtquartier:
O. M. Ungers (south of
Invalidenstraße),
Max Dudler (north of
Invalidenstraße),
Station forecourts:
Landschaftsarchitekten
Schwartz / Kiefer
When:
until ca. 2030
Size:
Heidestraße:
40 hectares
Lehrter Straße:
ca. 6,5 hectares
Humboldthafen:
ca. 10 hectares
Lehrter Stadtquartier:
ca. 17 hectares
PharmaCampus Bayer
Healthcare:
18 hectares
1
New quarter around
Berlin main station,
overview of the schemes.
Developments shown in
white are proposed
Courtesy: CAD-Daten:
Senatsverwaltung
für Stadtentwicklung Berlin
Project Lehrter Strasse:
Vivico / Bayer Healthcare /
Barkow Leibinger Architects
Visualisierung: Aljoscha
Hofmann, Ringo Bigalk
1

2010 #8 — Urban Land Recycled Berlin p. 3
Licencee:
Faber, Klenzendorf,
Söcknick GbR
When:
until 2010
Size:
ca. 10,500 m2
Faber / Klenzendorf / Söcknick GbR
Bar 25 —
Temporary Uses at the Spree
5
6
7
Bar 25 was one of the most prominent
temporary uses along the eastern embankment
of the River Spree. The popular
waterside drinking spot was created
on the site of a former port area previously
occupied by the Berlin Wall. Since 2002
the city’s municipality has been trying to
attract media businesses into the area.
This has been a controversial plan which
threatened to force temporary uses out
of the area, of which Bar 25 is a prime
example. For years it fought to stay, but
was eventually closed down in October
2010. It remains unclear who owns the
waterside of the Spree and who will be
allowed to use it in the future.
5
Bar extension
Johannesburg 24, 2010
Photo: Carolin Saage
6
Bar 25, plan
7
Bar 25, location
Site survey by the TU Berlin
Departments for Sociology of
Planning and Architecture and
Building History, 2009
Survey team led by Aljoscha
Hofmann and Tobias Rütenick.
Students: Anne-Marie Arera,
Svea Esins, Nikolai Kaindl,
Janette Pannek, Janine Sempf,
Daniel Wiest
Editing: Aljoscha Hofmann
2010 #8 — Urban Land Recycled Paris p. 1
1
Gare du Nord (shown
bottom left) with a green
corridor to replace
dis-used railway tracks.
The new Nord Europe
station replaces both
existing stations Gare du
Nord and Gare de l’Est.
Courtesy: Atelier Christian de
Portzamparc
2
New Nord Europe station
with business district,
residential buildings and
circular railway
connection.
Courtesy: Atelier Christian de
Portzamparc
Atelier Christian de Portzamparc /
Institut d’urbanisme de Paris / Laboratoire CRÉTEIL
Fenêtre Paris Nord
Masterplan
2
Client:
French government,
study Le Grand Pari(s),
2008
Planning:
Atelier Christian de
Portzamparc / Institut
d‘urbanisme de Paris,
Université Paris XII /
Laboratoire CRÉTEIL
When:
since 2007
The masterplan for the so­called ‘North
Window’ stretches from the stations Paris
Nord to Paris Est and from the suburb of
Aubervilliers to Saint Denis. Architect
Christian de Portzamparc, one of the
practices involved in the Grand Pari(s)
study of 2008, proposes to close the railway
stations, but to preserve the glamorous
station concourses, dating back to the
19th century. Redundant railway tracks
from Paris Nord could be transformed
into a green corridor with new residential
buildings alongside its edges. At Paris Est
these could also be used for a new, dense
and mixed­use residential quarter, whose
main spine could extend along the
Boulevard Sébastopol to the newly proposed
Europe Station.
1

2010 #8 — Urban Land Recycled London p. 1 2010 #8 — Urban Land Recycled London p. 2
London’s Olympic project is a catalyst to
the delivery of much­needed investment
in East London and aims to dramatically
improve the quality of life for the communities
of the Lower Lea Valley and
surrounding areas. The Olympic Park
itself will be transformed after the 2012
Olympic and Paralympic Games into a
new urban district with 4 Olympic sporting
venues and the new park at its heart.
This redevelopment will take around 25
years, and will deliver around 10,000 new
homes, neighbourhoods which connect
into the surrounding areas, new schools,
workplaces and transport connections.
The Olympic Legacy for
the Lower Lea Valley
The areas around the Olympic Park itself
are referred to as the ‘Olympic Fringe’,
and it is expected that the new developments
in thse areas will accommodate
around 35,000 new residents, especially
around Stratford, Bromley by Bow, Leyton
and Hackney Wick. The Mayor of London
and the Boroughs, and the London Thames
Gateway Development Corporation are
working together on masterplans and are
already delivering new public spaces,
connections and community facilities to
ensure that all this investment creates
sucessful places which will have a longlasting
benefit for current and future
local communities.
2
Client:
Olympic Site:
Olympic Park Legacy
Company / Olympic
Delivery Authority
Olympic Fringe:
Design for London /
London Development
Agency / London Thames
Gateway Delivery
Corporation / LB Newham
/ LB Hackney / LB Tower
Hamlets / Waltham Forest
Architects include:
Olympic Site:
Allies and Morrison
Architects / AECOM /
Zaha Hadid / Hopkins
Architects / Populous /
Make Architects /
Hargreaves LDA Design
Olympic Legacy:
Allies & Morrison
Architects / Maccreanor
Lavington Architects /
Witherford Watson Mann
Architects / Vogt
Landscape Architects
Olympic Fringe:
muf architecture/art /
5th Studio Architects /
Studio Egeret West / East
Architecture Landscape
Urban Design / Kinnear
Landscape Architects /
Churchman Landscape
Architects / Urban Initiatives
/ Urban Practitioners /
AECOM
When:
2005–2012 / 2035
2
Olympic park view in
legacy
Courtesy: Olympic Park Legacy
Company

2010 #8 — Urban Land Recycled London p. 4
Design for London / East / Terry Farrell / muf /
Landroom / Maccreanor Lavington / AECOM amongst others
The Royal Docks
The Royal Docks in East London are one
of the biggest regeneration opportunities
in the UK. Derelict since the 1980s, large
swathes of land have lain dormant for the
last three decades, despite large amounts
of investment and a number of attempts
at masterplans. In 2010 the local Mayor of
Newham and the Mayor of Londo launched
a new vision for the Royal Docks, presenting
a strong partnership, using the combination
of land holdings and the local planning
powers to form a ‘virtual development
corporation’. The plan is to develop a
‘flexible strategy’ able to last over a longerterm
development phase, focus a spatial
plan on raising the standard of the in­
between spaces, attract temporary ‘meanwhile
uses’ for 2012 to coincide with the
Olympics, and work with the private
sector to establish para meters for development
without being too prescriptive.
7
8
6
6
Framework plan
Courtesy: Design for London /
London Development Agency
7
Siemens Urban
Sustainability Centre,
3D view
(under construction)
Courtesy: Wilkinson Eyre
Architects
8
Thames Barrier Park and
the Royal Docks, aerial
photograph
Photo: David Copeman
Courtesy: Design for London /
London Development Agency
Client:
Greater London Authority /
London Development
Agency / London Borough
of Newham
Planning:
East Architecture Landscape
Urban Design / Terry Farrell
with Design for London /
muf architecture/art /
Landroom / Maccreanor
Lavington /Aecom
When:
since 2006
2010 #8 — Urban Land Recycled Chicago p. 1
Office for Metropolitan Studies OMA
McCormick Tribune Campus Center
The Illinois Institute of Technology (IIT)
designed by Ludwig Mies van der Rohe
is situated on the south side of Chicago,
an area with pockets of social and economic
deprivation. As part of a new
masterplan for the campus, Rem Koolhaas
has designed a campus centre, nicknamed
The Tube. The design includes a
noise­absorbing steel tube which wraps
the elevated railway above the centre.
The centre itself is a flat building with
cafes, shops, exhibition and
conference spaces.
4
Client:
Illinois Institute
of Technology
Architects:
Office for Metropolitan
Studies OMA
When:
Completed 2003
3
1
McCormick Tribune
Campus Center
floorplan (ground floor)
Courtesy: Office for
Metropolitan Architecture OMA
2
McCormick Tribune
Campus Center and
railway station
Photo: Philippe Ruault
1
2

2010 Chapter #9
Alternatives
to Suburban
Sprawl
Suburban sprawl has become one of
the most serious global concerns in
urban planning. Suburban development,
once a beacon of hope for
the orderly growth of cities, has lost
some of its appeal in recent years.
Sprawl, it is now thought, can
compromise the social and cultural
coherence of society. Its dependence
on cars and fossil fuels contributes
considerably to climate change.
Sprawl is an issue in all countries but
the most critical debate is taking
place in the US. There is a shared
view amongst US professionals,
media, community initiatives and in
politics, particularly under President
Obama, that urban sprawl needs to
be confined. The aim is to move
away from its land­hungry, car­
dependent typology. An updated
version of the historic garden city
has been trialled incorporating higher
densities, social and functional
diversity and good public transport.
Examples can be found in the
Chicago region.
Suburban sprawl is no longer as
common in Europe where different
problems have arisen. Formerly
sprawling metropolitan regions have
shrunk and re­urbanisation has taken
place — a model that has been promoted
in the US. Curiously Europe
has also been importing some suburban
models of development from
the US such as ‘gated communities’,
although these are increasingly
resisted as being socially exclusive.
The metropolitan regions of London
and Paris have become laboratories
to test out new models to contain
sprawl. The aim is to cut back subsidies,
intensify dispersed comm unities
by adding small centres, encourage
the re­use of brownfield sites and
make life in centres more attractive.
Development of greenfield sites is
heavily regulated and must focus on
key transport hubs.
[…] if the Regional Coordin at
ing Council were even partially
successful in creating intermo
dal transportation hubs in the
region and bring about large
mixed­use developments
surrounding these hubs, more
suburban residents would
choose to live and work in one
of these intermodal villages.
Elmer W. Johnson in:
‘Chicago Metropolis 2020’,
Chicago 2001, p. 141
2010 #9 — Alternatives to Suburban Sprawl Paris p. 2
Thirty kilometres east of Paris near Euro
Disney, the suburb of Val d’Europe is
being built. Val d’Europe will have fortythousand
residents by 2017. A large
shop ping centre adjacent to the local
station, several business and residential
areas, large parks and a golf course have
already been built. The entire town is
planned and managed by Euro Disney
S.C.A. and located adjacent to the theme
park, surrounded by car parking.
Cooper Robertson & Partners
Val d’Europe
Client:
Disney Development
Company, Euro Disney
S.C.A.
Planning:
Cooper Robertson &
Partners
Size:
660 hectares
When:
Completion ca. 2017
4
4
Val d‘Europe, design
concept
Courtesy: Cooper, Robertson &
Partners
5
Residential quarter
quartier du parc
Courtesy: Cooper, Robertson &
Partners
6
Square at Val d’Europe
station with access to
shopping centre
Courtesy: Cooper, Robertson &
Partners
5
6

2010 #9 — Alternatives to Suburban Sprawl London p. 1
Woolwich Town Centre in South­East
London is an important area for growth.
It is well known as the former location
of the biggest ammunition factory of the
British Empire, the Royal Arsenal. The
area has become more attractive for
investment because of enhanced public
transport connections. A total of approximately
3,700 new units are planned on
the former factory site alone. A variety of
newly designed open spaces will make
Woolwich Town Centre more attractive
for pedestrians and stitch together old
and new parts of the urban fabric.
East / Witherford Watson Mann /
Gustafson Porter / Allies & Morrison
Woolwich Town Centre
Models for urban renaissance
2
Project:
Woolwich Town Centre
(fig 1–3)
Client:
London Borough of
Greenwich / Greenwich
Waterfront Regeneration
Agency / GLA Group incl.
Design for London
Planning:
Framework Study (fig 1):
East Architecture
Landscape Urban
Design / Sergison Bates
Architects
Public Realm (fig 2 & 3):
Witherford Watson Mann
Architects / Gustafson
Porter
When:
2007–2012
Project:
Royal Arsenal
(fig 4)
Client:
London Borough of
Greenwich / GLA Group /
Berkely Homes
Architect:
Allies and Morrison
Architects
When:
Since 2008
1
Woolwich Framework:
urban regeneration
projects in Woolwich
Courtesy: East Architecture
Landscape Urban Design /
Sergison Bates Architects
2
Overview of public realm
to connect Woolwich
town centre with the
Royal Arsenal
development area
Courtesy: Witherford Watson
Mann Architects
3
Woolwich Town Centre:
new landscaping
Courtesy: Witherford Watson
Mann Architects
1
3
2010 #9 — Alternatives to Suburban Sprawl London p. 2

2010 #9 — Alternatives to Suburban Sprawl Chicago p. 1
1
Prairie Crossing
Masterplan
Courtesy: Crossing Institute
2
New development set
into nature reserve
Photo: Barbara Schönig
William Johnson, Peter Lidsay /
Skidmore, Owings & Merrill LLP
Prairie Crossing
Sustainable urban sprawl
1
2
The development of Prairie
Crossing, which refers to itself
as a ‘conservation community’,
is a residential area located
in the outer fringe of the metropolitan
regions of Chicago and
Milwaukee, Wisconsin. It consists
of only 359 houses, one
school, an organic farm and a
comm u nity centre. The original
plan to develop the centre of the
community with medium density
residential buildings and shops
was only partly realised. Special
attention was given to an energyefficient
construction technique,
sustainably­sourced materials
and sensitive integration into
the local landscape and ecology.
Client:
Prairie Holdings
Corporation
Architects:
William Johnson, Peter
Lidsay (Masterplan) with
Skidmore, Owings &
Merrill LLP
When:
1998–2004
Size:
274 hectares

2010 Chapter #10
The Green City
Green spaces are enjoying a renaissance
in the metropolitan areas of
Europe and the US. Brownfield sites
are being turned into new urban
quarters with large parks; gardens
and parks of various scales are
key requirements in planning policy.
They increase attractiveness
and value.
Berlin’s former Tempelhof Airport
is currently available for temporary
uses, seen as part of a phased and
participatory approach to planning.
Chicago’s Meigs Field Airport has
been turned into a park in recent
years. The development of the
Lower Lea Valley in London for the
2012 Games will include a vast new
urban park. The study Le Grand
Pari(s) also suggests the redevelopment
of old industrial and port
areas into new parks.
Allotments and urban agriculture are
playing an increasing role. Urban agriculture
in Chicago is used for food
production and social integration.
Berlin has developed ideas about
how these businesses can
offer leisure and entertainment
as well as food retail. Making public
green spaces multifunctional has
become a key aim of city councils
and park operators.
Climate change and global loss of biodiversity
give urban green space a
new meaning. New policies
demand increases in green space,
living roofs and green walls.
In addition to the large green space
projects led by local government,
bottom­up community greening,
such as ‘guerrilla’ gardening initiatives,
are contributing to the greening
of our cities. Urban policy has
begun to recognise the importance
of these unplanned projects.
We are not doing this because
it is fashionable, but because it
makes sense. It improves the
public health, makes the city
more beautiful, increases the
quality of life, saves money
and will leave a legacy for
generations to come.
The Mayor of Chicago Richard Daley
on sustainable urban development
and green roofs, September 2006
2010 #10 — The Green City Berlin p. 1
Senate Department for Urban Development, Berlin
Tempelhofer Feld
— a Park for Pioneers
A strategy for the re­use of the large area
of the former airport Tempelhof (386
hectares) was agreed in the mid 1990s.
The former airfield was to remain a
meadow with development to be allowed
only along the fringes. One aspect of the
open landscape competition ‘Parklandscape
Tempelhof’ (Parklandschaft
Tempelhof) which took place in 2010
was to clarify future management of the
park despite decreasing investment from
the authorities. The design of the open
spaces is to culminate in an international
garden exhibition in 2017.
3
Client:
Senate Department for
Urban Development,
Berlin
Planning:
Ideas Workshop:
raumlaborberlin / Studio
UC Klaus Overmeyer /
Michael Braum und
Partner
International competition:
six teams were invited to
develop ideas, among
them: Topotek1
Landschaftsarchitekten
(Berlin) /
Dürig Architekten (Zurich)
/
gross. max. Landscape
Architecture / Sutherland
Hussey Architects
(Edinburgh)
When:
Ideas Workshop:
2006
International competition:
2010
International Garden
Exhibition IGA:
2017
Size:
386 hectares
Budget:
Costs to make the former
airport site accessible to
the public in 2010:
ca. 800,000 Euro
estimated costs of IGA:
50.5 million Euro
estimated costs to turn
Tempelhof airport into
a park:
ca. 61.5 million Euro
1
1 & 2
Tempelhofer Feld opened
as a public park in 2010
Photo: Cordelia Polinna
3
Masterplan for
Tempelhofer Feld
Courtesy: Senatsverwaltung für
Stadtentwicklung Berlin
2

2010 #10 — The Green City Paris p. 1
LIN Finn Geipel & Giulia Andi
Grand Pari(s)
Multifunctional Landscapes
1
2
As part of their contribution to the study
Grand Pari(s), LIN propose that habitation,
water retention, food production, pro tection
of biodiversity and energy prod uction
should all be able to co­exist in equal
measure in the ‘multifunctional landscapes’.
The architects suggest insert ing ‘green
poles’ and ‘ecological micro­centres’ into
a number of sparsely pop ulated suburbs
of Paris. These could become the link
between residential areas, small ecological
businesses and agricultural zones.
Additionally, LIN propose the idea of
‘market lanes’, where community
members can buy fresh produce from
local farmers.
Client:
French government, study
Le Grand Pari(s), 2008
Planning:
LIN Finn Geipel &
Giulia Andi
When:
since 2007
1
Urban agricultural zones
with intersecting ‘market
roads’
Courtesy: LIN Finn Geipel &
Giulia Andi
2
Multifunctional
landscapes, with a
co-existing variety
of different programmes
Courtesy: LIN Finn Geipel &
Giulia Andi
2010 #10 — The Green City London p. 1
1
Vision of the ‘mature’
state of Bankside Urban
Forest with a rich diversity
of green and open spaces
Courtesy: Witherford Watson
Mann Architects
2
Sketch for the redesign
and pedestrianisation of
Flatiron Square
Courtesy: Witherford Watson
Mann Architects
The open space strategy, Bankside Urban
Forest, will improve the quality of public
realm in the Bankside area south of the
River Thames. This area has a lack of green
space and is criss­crossed by railway viaducts
and busy roads. The Urban Forest
establishes a network of clearings, meandering
paths and mysterious spaces along
the railway viaducts. Footpaths and bicycle
lanes will be extended and upgraded, tree
planting will make the area greener and
serene gardens will make the area more
attractive for residents.
Witherford Watson Mann Architects
Bankside Urban Forest
1
Client:
London Borough of
Southwark / Design for
London / London
Development Agency /
Council / Better Bankside
/ Tate / Architecture
Foundation / Cross River
Partnership
Planning Startegy:
Witherford Watson Mann
Architects
Architect Flatiron Square:
Witherford Watson Mann
Architects
When:
since 2007
2

2010 #10 — The Green City London p. 2
3
Lea River Park, overall view
Courtesy: 5th Studio
2010 #10 — The Green City London p. 3
4
Lea River Park,
3D view
Courtesy: 5th Studio
5
The ‘Fatwalk’ in
Three Mills Green,
3D view
Courtesy: 5th Studio
6
‘Fatwalk’ Poplar Reach
Bridge, 3D view
Courtesy: 5th Studio
5th Studio / Jonathan Cook Landscape Architects /
Churchman Landscape Architects
Lea River Park
(The Fatwalk)
The Lea Valley is the largest regen eration
area in London. Together with the 2012
Olympic Park, the Lea River Park will finally
realise a 26­mile connection — first
envisaged in the Greater London Plan of
1944 — between London’s Green Belt
and the River Thames. The ‘Fatwalk’ is
the primary project in the realisation of
the Lea River Park. It will form a generous
walking and cycling route between the
River Thames and the Olympic Park, as
well as creating new cross­valley connections
linking surrounding communities to
the River Lea for the first time. Initial works
will establish a continuous route as the
backbone of the future park and projects
therefore address physical severances
and obstructions with new bridges, a new
5
lift connection and green links. These
early pieces of infrastructure are regarded
as catalysts for converting what is currently
land used for gas storage, sewage pumping
and transport infrastructure into
diverse park spaces of the Lea River Park:
turning what is today an industrial backwater
into the foreground of a new public
space which people can start to
access, use and enjoy
Client:
London Thames Gateway
Development Corporation
/ Lea Valley Regional
Park Authority / Design
for London / London
Development Agency
Planning:
5th Studio / Jonathan Cook
Landscape Architects
Three Mills Green:
Churchman Landscape
Architects
When:
Phase 1: 2008–2012
4
6

2010 #10 — The Green City Chicago p. 1
Millennium Park completes the historic
layout of Grant Park designed by Daniel
Burnham. As with Grant Park, it was
necessary that transport infrastructure
— in this case a railway station and car
park — was sunk below grade to make
room for the new park. The exciting landscape
features several recreational facilities
and stages, sculptures and fountains.
The Jay Pritzker Pavilion and the BP
Pedestrian Bridge, both designed by Frank
Gehry, are particularly notable. Chicago
City Council provided $270 million and
private donors gave $205 million for the
development of the park.
Skidmore, Owings & Merrill LLP / Frank O. Gehry
Millennium Park
Client:
City of Chicago
Architects:
Skidmore, Owings &
Merrill LLP / Frank O.
Gehry
(J. K. Pritzker Pavilion)
When:
1998–2004
Size:
10 hectares
Budget:
475 million US Dollar
1
Aerial photo, June 2006
Photo: Okrent Associates
Inc. / Lawrence Okrent
2
Millennium Park,
location plan
Courtesy: Chicago Park District
1
2
2010 #10 — The Green City Chicago p. 2
3
Northerly Island, formerly
Merill C. Meigs Field
Airport, aerial perspective
Courtesy: Chicago Park
District / JJR Architects
4
Northerly Island, plan
Courtesy: Chicago Park
District / JJR Architects
JJR Landscape Architecture / Studio Gang Architects
Northerly Island Park
Re-development of an airport close to the city centre
According to local newspapers Chicago’s
Mayor Richard Daley arranged to demolish
the runway of Merill C. Meigs Field
Airport on the night of 30th March 2003
in what some would describe as a ‘cloak
and dagger’ operation and in breach of a
contract with federal airport authorities.
Since then, the area has been open to
the public. Open air events are being
held and former airport buildings and
open areas are being converted into a
new park. A themed landscape design
was proposed in 2010 showcasing principles
of nature conservation and sustainability
as part of a development
framework.
Client:
Chicago Park District
Architects:
JJR Landscape Architecture /
Studio Gang Architects
When:
Development framework
2010–2035
Size:
37 hectares
3
4

2010 Chapter #11
Renewal of
Working-Class
Neighbourhoods
Pockets of social and economic deprivation
have developed in many
cities as a consequence of the decline
of the urban industrial sector in Europe
and America. These areas often
function as testing grounds for the
co­existence of different ethnic
groups, while challenges posed
by the transition to a primarily postindustrial
economy are endemic.
Former working­class areas are
often characterised by high­density
housing and redundant post­indust rial
brownfield sites. They are often close
to the revitalised urban centre. An
increasing number are becoming
attractive residential areas for the reurbanised
upper middle classes. Both
‘gentrification’ and revitalisation can
have negative impacts, such as displacement
of existing residents and
business owners.
Versatile support programmes
address the problems of former
working­class areas with varying success.
Since the 1980s the modernisation
of residential buildings has
turned Berlin into a model of ‘gentle
urban regeneration’.
For the past ten years support has
been focused on improving social
structures while issues surrounding
urban planning and housing policy
took a back seat. It is only now that
regeneration projects are progressing
with the aim of strengthening the
neighbourhood centres of problematic
quarters. In London, much focus
has been placed on schemes that
emphasise cultural, social and
spatial conditions.
Important aspects of the future of our
metropolitan regions are being determined
within these inner­city former
working­class areas. They become a
benchmark for weaknesses as well as
opportunities and strengths in terms
of diversity and social incl usion. Due
to their density, mix of uses and
good public transport, these quarters
can become a model for the sustainable
city.
Value what is there.
Nurture the possible.
Define what is missing.
muf architecture/art and J&L Gibbons LLP in
‘Making Space in Dalston’, 2009
2010 #11 — Renewal of Working Class Neighbourhoods Berlin p. 1
The run­down district centre
of Müllerstraße is located in
Wedding, a former workers’
quarter. In 2008 planning consultants
Jahn, Mack & Partner
presented a development proposal
with the slogan ‘re­discover
Wedding at the Müllerstraße’
(‘An der Müllerstraße den
Wedding neu entdecken’). The
proposal seeks to revitalise the
‘hidden treasures’ of the district
centre: the historic Leopoldplatz,
the new areas of Rathausplatz
and Müllerstraße, an extension
of the existing library and the
main arterial road. The concept
is funded by Active Town Centres,
a Federal State programme.
1
Action plan
Courtesy: Senatsverwaltung für
Stadtentwicklung Berlin / Jahn,
Mack & Partner
2
The extension of the local
public library, section and
location plan
Courtesy: Berlin Borough of
Mitte / Haberland Architekten
Jahn, Mack & Partner
Revitalisation of the
Local Centre Müllerstraße
Client:
Senate Department for
Urban Development,
Berlin Borough of Mitte
Architects:
Jahn, Mack & Partner (fig 1)
Haberlandarchitekten (fig 2)
When:
since 2008
1
2

2010 #11 — Renewal of Working Class Neighbourhoods Berlin p. 3
Client:
Senate Department for
Urban Development in
co-operation with the
Berlin Borough of
Neukölln
Architects:
Plus 4930—Architektur
won the 1st prize in
a competition in 2009
When:
Planning: 2008–2010
Size:
ca. 47,900 m²
Budget:
ca. 24 million Euro
In 2006, in the wake of teachers protesting
about abusive behaviour by students
at the Rütli­Schule in Neukölln, an event
which caused something of a ‘mediastorm’
in Germany, an ambitious regeneration
project was started. The project,
which proposes to cluster education and
welfare institutions, is led by the Zukunft
Berlin Trust (Future Berlin) and the local
council in Neukölln. A masterplan competition
took place in May 2009, but
entries were unable to fulfil the brief’s
vision for a new and well­connected
inner­city district centre.
Plus 4930 — Architektur
Campus Rütli — CR²
6
6
Campus Rütli,
3D visualisation
Courtesy: Plus
4930 — Architektur
7
Campus Rütli,
plan
Courtesy: Plus
4930 — Architektur
7
2010 #11 — Renewal of Working Class Neighbourhoods London p. 3
Dalston, in the London Borough of
Hackney, is a vibrant and dynamic neighbourhood.
As a relatively afford able
neighbourhood that is close to Central
London, there is increasing development
pressure on the area culminating in the
development around the new East London
Line Station. In close collaboration with
residents a network of high quality open
spaces has been created to ensure the
community benefit from the transformation
processes. One of the key projects
is the ‘Eastern Curve’ community garden,
a temporary project built on a disused
railway cutting.
muf architecture/art / J&L Gibbons LLP
Making Space in Dalston
6
5
5
Making Space in Dalston,
examples of projects
Courtesy: muf architecture/art /
J&L Gibbons LLP
6
Principles of Making
Space in Dalston
Courtesy: muf architecture/art /
J&L Gibbons LLP
7
Dalston Eastern Curve
Garden, 2010
Courtesy: muf architecture/art /
J&L Gibbons LLP
Client:
London Borough of
Hackney / Design for
London / London
Development Agency
Architects:
J&L Gibbons Landscape
Architects and
muf architecture/art
When:
since 2009
7

2010 #11 — Renewal of Working Class Neighbourhoods London p. 1 2010 #11 — Renewal of Working Class Neighbourhoods London p. 2
2
Entrance gate to
‘Banglatown’ at the south
end of Brick Lane, 2010
Photo: Cordelia Polinna
3
Bilingual street signs in
English and Bengali,
Brick Lane, 2009
Photo: Cordelia Polinna
4
Brick Lane Cultural Trail
Spitalfields, orientation
map
Courtesy: London Borough of
Tower Hamlets
Bordering the City of London to the east
is the culturally rich urban quarter of
Spitalfields, which has become a centre
for the Bangladeshi­Sylheti community
and has traditionally been an area where
immigrants first settle in London. Brick
Lane, in particular, is famous for its curry
houses and has been branded ‘Banglatown’.
The booming popularity of Brick
Lane’s street market and the influx of
‘loft’ dwellers, fash ionable shops, bars,
cafés, restaurants and creative businesses
however is rapidly changing the area’s
character. Extensive improvements to
David Gallagher Associates
Brick Lane Cultural Trail
2
3 4
historic buildings and the public realm
have been carried out since the end of
the 1990s to make the area more attractive
for businesses and tourists. The public
spaces and streets have been made more
pedestrian­friendly. A culture trail including
information boards and an illuminated
Minaret­like structure has been implemented
in 2010 to make the multicultural
background of the area more accessible
and visible.
Client:
London Borough of
Tower Hamlets
Architects:
Minaret-like structure:
David Gallagher
Associates
When:
Brick Lane Cultural Trail
opened in 2010

2010 Chapter #12
Housing Estate
Renewal
After almost a century of investment
in state­led social housing programmes,
large housing estates of the post­
war period in Europe and the United
States continue to present many
urban challenges and some severe
problems.
In France, England and the US, they
have in some extreme instances
become the ‘slums’ they were intended
to eradicate. Many social housing
buildings have lacked neces sary
maintenance and witnessed the
closure of critical social and cultural
facilities despite being well thought
out, designed and constructed. Deindustrialisation,
job losses and falling
household incomes exacerbated
problems. Those with better incomes
often move to other neighbourhoods
and are replaced by immigrants,
often with low levels of education.
Similar trends can be seen in the vast
housing areas of Berlin, the banlieues
in Paris, the council housing estates
in London and the projects in Chicago.
All four cities developed spatial, social
and economical programmes to deliver
the framework for estate regeneration
ranging from refurbishment
to demolition. Each city has enjoyed
some success, mostly addressing
spatial, rather than social conditions.
New quarters often include real
streets and places, better linkages
with the urban fabric and a focus on
greater mix of tenure. While these
are sensible objectives, they hardly
constitute a solution for the problems
of the spatially­isolated, most deprived
parts of society.
The significant housing problem of
the 21st century — which includes
London’s severe shortage of affordable
housing, the rapidly increasing
number of households brought about
by demographic change, and the
need for housing to help tackle
climate change issues — has yet
to become an integral, substantial
part of today’s discourse in urban
planning in the way it was earlier
in the century.
Nowadays urban policies tend to turn
towards areas of opportunity, rather
than areas simply in need. A change
in political priorities would be seen
as a return to old­fashioned socialism
and wealth redistribution with negative
impacts on economic growth.
Metro, boulot, dodo
(commute, work hard, kip)
Graffito dating back to 1968 as a reaction to building
large housing estates in France.
Translated from Hartmut Häußermann in: ‘Nicht pendeln,
nicht malochen, nur noch pennen’, Die Zeit, 10 November 2005
2010 #12 — Housing Estate Renewal Berlin p. 1
Büro Stadt Akzent
Regenerating Marzahn Nord:
Ahrensfelder Terrassen
The Ahrensfelder Terrassen in Marzahn,
East Berlin, is Germany’s largest residential
estate built with pre­fabrication techniques
during the GDR era. Today, the estate is
considered a successful part of the urban
regen eration of East Berlin. Originally including
1,670 flats in eleven storey buildings,
the development was reduced to
409 rented and 38 privately­owned flats
in buildings that ranged from three to six
stories. The large roof terraces are extremely
popular, but the public open
spaces remain a cause for concern and
the over­scaled and car­dominated streets
are even less attractive when surrounded
by buildings of reduced height.
Awarding Authority:
Federal State of Berlin
Client:
Wohnungsbaugesellschaft
Marzahn /
DEGEWO-Gruppe
Planning:
Büro Stadt Akzent
When:
2002–2004
2
Size:
size of original scheme:
78,900 m²
size of new scheme:
27,900 m²
Budget:
ca. 31.5 million Euro
1
Ahrensfelder Terrassen
after redevelopment, 2010
Photo: Thomas Spier
2
Ahrensfelder Terrassen
prior to redevelopment
Courtesy: DEGEWO
Photo: Jens Rötzsch
3
Redevelopment of
housing estates in Marzahn
and Hellersdorf
building to be demolished
building to be reduced
in height
Courtesy: Planergemeinschaft
Dubach Kohlbrenner Plan:
Bezirksamt Marzahn-Hellersdorf
von Berlin (Editor): ‘Im Wandel
beständig. Stadtumbau in
Marzahn und Hellersdorf’, Berlin
2007, p. 23
1
3

2010 #12 — Housing Estate Renewal Paris p. 1
Atelier Xavier Bohl
Rebuilding Le Plessis-Robinson
Le Plessis­Robinson, a social housing
estate on the inner fringe of the southern
banlieue of Paris, is a classic garden city.
The first garden city on this site, built
between 1924 and 1939, was demolished
in the late 1980s following steady decline.
It was replaced in 2006–09 with a new
version of the Garden City based on a
masterplan by Xavier Pohl, including
a mixed­use city centre. Mayor Philippe
Pemezec, a member of the conservative
UMP party led by President Nicolas
Sarkozy and key champion of the redevelopment,
was keen to recreate a tradition
al settlement in the suburbs (banlieue)
of Grand Paris, an area dominated by
high­rise development.
Client:
City of Plessis-Robinson
Planning:
Atelier Xavier Bohl
When:
Planning: 2006–2009
1
Le Plessis-Robinson
Masterplan, 2000
Courtesy: Atelier Xavier Bohl
2
Garden city Le
Plessis-Robinson, 2008
Courtesy: Atelier Xavier Bohl
Photo: Michel Einsenlohr
1
2
2010 #12 — Housing Estate Renewal London p. 2
AHMM / muf / Peter Barber /
East / Sergison Bates amongst others
Revitalising Barking Town Centre
Barking Town Centre, once blighted by
neglected public spaces and council
housing following the decline of local
manufacturing — is now benefiting from
a series of integrated urban design and
public space proposals and projects and
8,000 new homes. The revital isation
of Barking Town Centre improves quality
of life and creates a sense of coherence
and identity for the local population.
Client:
London Boroughs of Barking
und Dagenham / GLA Group
incl. Design for London
Architects:
Town Square Development:
Alford Hall Monaghan Morris
/ muf architecture/art
Tanner Street:
Peter Barber Architects
Framework Plan:
East Architecture Landscape
Urban Design
When:
since 2005
4
6
4
New mixed-use
development including a
library and residential
flats, 2010
Photo: Paul Clarke
5
New town square with
arboretum, 2010
Courtesy: muf architecture/art
6
Tanner Street Quarter has
been rebuilt after the
demolition of a post-war
housing estate
Courtesy: Peter Barber
Architects
Photo: Morley von Sternberg
7
Overview of urban
regeneration projects in
Barking, 2004
Courtesy: East Architecture
Landscape Urban Design /
Sergison Bates
5
7

2010 #12 — Housing Estate Renewal Chicago p.1
Skidmore, Owings & Merrill LLP (Park Boulevard, CHA)
Park Boulevard / Stateway Gardens
Masterplan
With CHAnge — Plan for Transformation
the Chicago Housing Authority launched
a programme to demolish more than
18,000 apartments in the city’s large
housing estates in 1999, widely known
as centres of extreme social deprivation.
They are to be replaced by residential
areas with a more diverse social and
functional mix in a traditional layout.
The Robert Taylor Homes (4,230 units)
and Stateway Gardens (1,644 units) form
a long band along the South Side of
Chicago and border the renowned Illinois
Institute of Technology (IIT). This area is
to become the renamed Legends South
and Park Boulevard settlements. The
former will include 851 social housing,
800 affordable and 800 units for the
private market, the latter a further 439
social housing, 437 affordable and 438
private market flats.
2
3
1
Park Boulevard / Stateway
Gardens Masterplan.
From left to right:
plan in 1949; plan in 2001;
current layout, 2005–2010
Courtesy: Skidmore Owings
& Merrill
2 & 3
‘Replace Stateway
Gardens Housing Project
with a mixed income
neighbourhood’ —
Demolition and new
buildings
Courtesy: Skidmore Owings
& Merrill
Client:
Chicago Housing
Authority CHA
Planning:
Skidmore, Owings &
Merrill LLP (Park
Boulevard, CHA)
When:
since 1999
1

2010 Chapter #13
New City Centre —
Mirror of
the City Region
In Europe and the US most city
centres are going through a highly
visible urban renaissance which
significantly alters their shapes and
functions. This is particularly true
of cities such as Berlin, London and
Chicago, where the city centres lost
some of their vitality in the post­war
period — although Paris was perhaps
an exception — prior to a post­
industrial renaissance.
Recent thinking in urban planning
has played an important role in the
renaissance of city centres. Many
public spaces have been re­designed
to become more pedestrian­friendly
rather than car­oriented. Waterfront
locations like the South Bank in London
have benefitted from investment. New
parks are being developed which
can help to mitigate climate change
and add attractiveness. Chicago’s
Millennium Park is a good example.
After decades of indifference, historic
assets which make cities special and
unique are once again in demand.
Historic buildings and spaces are
conserved or reconstructed and, as
in Berlin, historic urban plans are being
recreated. While some unpopular
modern buildings from the post­war
period have been demolished exciting
new landmark developments are
becoming symbols for the innovative
strength of metropolitan regions, but
are quite often controversial.
The renewal of urban centres also
has a social impact. Tourists are attracted
by the recreational qualities of the
enhanced centres and there is a
‘gold rush’ atmosphere to invest
private capital. This effect was seen
in Berlin when the Wall came down
and is still evident in London, even
after the 2008 ‘Credit Crunch’ and
record prices are still being achieved
for developments with global appeal.
This effect can result in rushed and
unsympathetic designs of key, central
sites, as well as increasing privatisation
and control of public spaces.
Successful urban centres need not
only be beautiful, rich in history and
culture, pedestrian and cycle­friendly,
but must also be socially diverse
and inclusive.
The creation of dynamic town
centers that include a mix of
housing, offices, stores, civic
buildings, and theaters — all
in a pedestrian­friendly setting
— is one of the most important
trends in real estate and
planning today.
Charles C. Bohl in: ‘Place Making. Developing Town Centers,
Main Streets, and Urban Villages’, Washington D.C. 2002
2010 #13 — New City Centre Berlin p. 1
1
2
4
David Chipperfield Architects / Franco Stella
Museum Island and Humboldt Forum
3
6
5
1
Masterplan Museum
Island: Underground
Archeological Promenade
Courtesy: Planungsgruppe
Museumsinsel
2
Neues Museum, central
staircase and Egyptian
courtyard
Courtesy: David Chipperfield
Architects / Stiftung Preußischer
Kulturbesitz
Photo central staircase:
Ute Zscharnt
Foto Egyptian courtyard:
Christian Richters
3
View of Museum Island
with planned James Simon
Gallery
Visual: Stiftung Preussischer
Kulturbesitz / Imaging Atelier
1 4
2 5
3 6
4
James Simon Gallery
Visual: Stiftung Preussischer
Kulturbesitz / Imaging Atelier
5
Visualisation of Humboldt-
Forums, viewn from
Liebknecht bridge
Courtesy: Stella / Stiftung
Berliner Schloss
Humboldt-Forum
6
View from the inner
courtyard to the historic
portal
Courtesy: Stella / Stiftung
Berliner Schloss
Humboldt-Forum
The masterplan of Berlin’s
Museum Island (Museumsinsel)
proposes the redevelopment
of the Northern Island in the
River Spree (Spreeinsel) in the
city’s historic centre. The existing
buildings (Altes Museum,
Neues Museum, the Pergamonmuseum,
Alte Nationalgalerie
and Bode­Museum) will be refurbished,
modernised and connected
through a newly created
Archaeological Promenade for
1.5 billion. The controversial
reconstruction of the Humboldt­
Forum on the other side of the
Lustgarten (Pleasure Garden)
park on the island, envisaged
as ‘an international forum for
art, culture and science’, will
add another 552 million to the
overall cost. These projects will
strengthen Mitte, Berlin’s central
district, as an international
cultural destination.
Client:
Museum Island:
Stiftung Preußischer
Kulturbesitz
Humboldt-Forum:
Stiftung Berliner Schloss
– Humboldtforum
Planning:
Masterplan:
international competition
in 1993
Museum Island:
Hilmer & Sattler, Heinz
Tesar, HG März,
Head: David Chipperfield
Architects
Humboldt-Forum:
international competition
won by Franco Stella,
2008
When:
1998–2015
Size:
Museumsinsel:
around 1 km²
Budget:
Museum Island:
around 1,5 billion Euro,
Humboldtforum:
552 billion Euro

2010 #13 — New City Centre Berlin p. 2
The future of the huge parcel of land
between Berlin’s Fernseh turm (TV Tower)
and the River Spree is highly contested.
Proposals for the site range from reconstructing
the medieval urban fabric to
a massive water basin. Any substantial
development will have to wait until 2017
however, as there are underground railway
works underway. This redeveloped
‘Old Centre’ is to become a symbol of
800 years of vibrant history and act as
an important spatial connector between
East and West as well as North and
South Berlin.
David Chipperfield Architects / Graft /
Kiefer Landschaftsarchitekten
Vision for Berlin’s
Town Hall Forum
Client:
Visionary concepts (fig 9):
Senate Department for
Urban Development
Planning:
Bernd Albers
(without commission, fig 8):
Proposal for new city
quarter on historic
street layout
Visionary concepts of the
Senate Department for
Urban Development (fig 9):
David Chipperfield
Architects, Graft, Kiefer
Landschaftsarchitekten
When:
2017 onwards
Size:
around 14 hectares
7
7
Aerial picture of large
open space in Berlin’s
historic centre
Photo: Philipp Meuser
8
New quarter proposed
between TV Tower
and River Spree
Courtesy: Bernd Albers
9a–c
Proposals for ‘Future
space historic centre’: city
stage / beach terraces /
city green
Project team: David
Chipperfield Architects,
Graft, Kiefer
Landschafts-architekten
Courtesy: Client:
Senatsverwaltung für
Stadtentwicklung Berlin
8
9a
9b
9c
2010 #13 — New City Centre Berlin p. 4
Projektgemeinschaft City West / Christoph Mäckler Architekten / SAQ
New Heart of the ‘City West’
‘City West’, the centre of West Berlin,
has been in economic decline since reunification.
This became apparent when
mainline trains no longer stopped at the
local Zoologischer Garten station and the
permanent site for Berlin’s film festival
was moved to Potsdamer Platz. Planning
guidance for City West, developed in
2009, attempts to address this decline. At
the heart of City West is Breitscheidplatz
(Breitscheid Square) which will soon be
framed by new buildings. Amongst them
is an interesting building, the Zoofenster,
a 118m tall skyscraper by architect
Christoph Mäckler.
13
Client:
City West Design Code:
Senate Department for
Urban Development
Zoofenster:
Harvest United
Enterprises, Abu Dhabi
Bikini Berlin:
Bayerische Bau- und
Immobiliengruppe
Architects:
City West:
Projektgemeinschaft City
West: Urbanizers – Büro
für städtische Konzepte,
Planungsgruppe Stadt +
Dorf, consultants:
Prof. Luise King
Zoofenster (fig 14:
Prof. Christoph Mäckler
Architekten
Bikini Berlin (fig 12):
SAQ Studio
When:
Zoofenster:
Completion mid 2011
Size:
Zoofenster:
ca. 53,420 m²
gross floor area
Bikini Berlin:
ca. 90,000 m²
net floor area
Budget:
Zoofenster:
ca. 150–200 million Euro
Bikini Berlin:
ca. 100 million Euro
12
Bikini Berlin,
Redevelopment of the
Bikinihaus, 3D
visualisation
Courtesy: SAQ
13
Location plan showing
development sites at City
West in red
Courtesy: Senatsverwaltung für
Stadtentwicklung Berlin
14
Zoofenster
Courtesy: Prof. Christoph
Mäckler Architekten
12
14

2010 #13 — New City Centre Paris p. 1
The Forum des Halles replaced Paris’
famous central wholesale market demolished
in 1971 and is now the busiest local
commuter interchange in Europe. Considered
to be confusing and unattractive, the
planning process for its second transformation
started in 2004. The group SEURA
/ David Mangin was commissioned for
the masterplan and landscape design.
Architects Patrick Berger and Jacques
Anziutti won the international competition
in 2007 for a large building — La Canopée
— which will replace the above­ground
buildings. The redesign of the Forum des
Halles will bring more visibility to the
market and become the main gateway
for Paris.
David Mangin / Groupe SEURA / Patrick Berger /
Jacques Anziutti
Forum des Halles
1
1
Forum des Halles,
aerial view perspective
Courtesy: La Canopée: Patrick
Berger et Jaques
Anziutti architectes
Perspective: Studiosezz
Aerial photo: Philippe Guiguard
Air images
2
Forum des Halles,
Masterplan
Courtesy: SEURA — J.-M. Fritz, D. Mangin
Client:
City of Paris
Planning:
Masterplan:
David Mangin, Jean-Marc
Fritz, Groupe SEURA /
Patrick Berger, Jacques
Anziutti
Landscape design:
Groupe SEURA with
Philippe Raguin
Playgrounds:
Henri Marque, Imaginal
Ingénierie, AEP
architectes paysagistes
When:
2009–2015
Budget:
760 million Euro
2
2010 #13 — New City Centre London p. 3
William Whitfield / Allies & Morrison amongst others
Paternoster Square and
St Paul’s Environs
One of the longest­running architectural
debates, in which Prince Charles became
involved, came to a close with the redevelopment
of Paternoster Square in
the City of London in 2003. The new
office quarter, assembled around a public
square adjacent to St Paul’s Cathedral,
was built in accordance with a masterplan
created by William Whitfield. The architecturally
controversial design embodies
a significant change in direction from a
rather dull financial quarter to a mixeduse,
multifunctional centre, albeit still
dominated by major office buildings,
which now also attracts a good number
of tourists. More recently the area has
been revitalised through high quality
landscape improvements led by the city
of London and Jean Nouvel’s new shopping
centre ‘One New Change’.
5
4
4
Paternoster Square,
St. Paul´s Cathedral,
Millennium Bridge and
Tate Modern, aerial view,
April 2010
Courtesy: Sky Eye Aerial
Photography Ltd
5
St. Paul’s Churchyard:
Enhancement of
landscaping in proximity
of St. Paul’s Cathedral
(planning in progress)
Courtesy: City of London
6
View of Paternoster
Square. The column also
acts as
a vent shaft for the car
park below.
Photo: Cordelia Polinna
Client:
MEC / Corporation
of London
St. Paul’s Environs is one
of 36 selected projects in
the Mayor’s Great Spaces
Initiative, which is part of
London’s Great Outdoors
programme
Planning:
Masterplan:
William Whitfield
individual buildings by:
MacCormac Jamieson
Prichard, Eric Parry
Architects / Sheppard
Robson, Allies and
Morrison, Whitfield
Partners with Sidell
Gibson
When:
1996 – 2003,
St Paul’s Environs:
since 2009
6

2010 #13 — New City Centre London p. 1
2010 #13 — New City Centre London p. 2
Herzog & de Meuron / Vogt / Foster and Partners / ARUP
Tate Modern and
the Millennium Bridge
The development of the Tate Modern
and the Millennium Bridge, two projects
financed through the Millennium Lottery
Fund, led to the radical transformation
of the South Bank of the River Thames
which had been in decline for several
decades, following the closure of the
nearby docks on both sides of the river.
Since the opening of the Tate Modern —
in the disused Bankside Power Station —
and the Millennium Bridge, the area has
turned into a desirable real estate location,
popular tourist destination and well­used
public space. It has also become an icon
of aspirational planning in London. A dramatic
new extension of Tate Modern is
under construction on site.
Project:
Tate Modern /
Transforming Tate
Modern
Client:
Tate Foundation
Architects:
Bankside Power Station:
Sir Giles Gilbert Scott
Tate Modern /
Transforming Tate
Modern:
Herzog & de Meuron /
Vogt
Landschaftsarchitekten
When:
Bankside Power Station:
1947–1963
Tate Modern: 1995–2000
Transforming Tate
Modern: 2006–2012
Project:
Millennium Bridge
Client:
Competition 1996:
Financial Times and
London Borough of
Southwark
Architects:
Foster and Partners /
Arup / Anthony Caro
When:
19996–2002
2
Transforming Tate Modern
and adjacent new
developments, aerial
visualisation
Courtesy: Herzog & de Meuron /
Vogt Landschaftsarchitekten
3
Sketch of the connection
Paternoster
Square – Southbank with
Tate Modern
Courtesy: Norman Foster
2
3

2010 #13 — New City Centre London p. 4
East
Farringdon Urban Design Study
In 2018, when Crossrail, the new major
railway link through Central London,
will be completed, the urban quarter
of Farringdon will become a key focus
of regeneration. The specific character
of the area — located in the Northern
fringe of the City — will be preserved
with the aid of a spatial strategy, which
will also help steer the expected
8
momentum for growth. The railway tracks
that run through the area and are parallel
to the subterranean River Fleet are to be
partially decked over to make room for
new public spaces and create a better
visual connection with St. Paul’s Cathedral.
7
9
7
Public realm strategy
for Farringdon
Courtesy: East Architecture Landscape Urban Design /
Design for London / LDA
8
‘Turn Farringdon outside in’:
opening of restricted access
areas
Courtesy: East Architecture Landscape Urban Design /
Design for London / LDA
9
Decks over the railway
tracks in Farringdon
create new public spaces
and sports facilities
Courtesy: East Architecture Landscape Urban Design /
Design for London
Client:
City of London / Crossrail /
GLA Group / London
Borough of Camden /
London Borough of Islington
Architects:
East Architecture Landscape
Urban Design
When:
2009–2029
2010 #13 — New City Centre Chicago p. 1
Skidmore, Owings & Merrill LLP
Chicago Central Area Planning
The Central Area Plan of Chicago,
supplemented in 2009 with the Central
Area Action Plan, provides guidance
for the development of the city centre
in three categories: land use and spatial
design; waterfront and public realm; and
public transport. It seeks to strengthen
the city centre by attracting business, developing
more office space, creating a
science hub and improving cultural
attractions. The adjacent former indust rial
quarters will be developed with middleincome
housing, parks and attractive
public open spaces.
Client:
City of Chicago
(Department of Planning
and Development in
co-operation with Department
of Transportation and
Department of Environment)
Planning:
Skidmore, Owings & Merrill
LLP
When:
2000 – ongoing
1
Proposal for decking over
of Kennedy Expressway
Courtesy: Skidmore, Owings & Merrill
2
Chicago Central Area Plan,
vision image
Courtesy: Skidmore, Owings & Merrill
1
2

2010 Chapter #14
The Strategic Plan
Today, the ‘strategic plan’ is considered
a magic wand in urban planning;
the answer to all new challenges facing
major cities in Europe and the
US. ‘Competition’, ‘quality of life’
and ‘sustainability’ are catchwords
found in most strategic plans. How
these plans are produced, their targets
implemented and who is involved
differs widely.
The plans identify opportunity areas
that should be given development
priority. Economic, social, ecological
and cultural ‘goalposts’ are also defined.
Major topics in Berlin, Paris,
London and Chicago are the demise
of the industrial sector, how to
increase the ability of locations to
compete, as well as a focus on the
environment and how to dampen the
blow of these transformations. The
implementation of these aims focuses
on carefully selected strategic pilot
projects.
Paris, London and Chicago are prime
examples of the new renaissance in
strategic planning. The London Plan
is the central planning tool of the
Mayor of London. The study, Le
Grand Pari(s), was initiated on a
national level as a project for the city
region. In Berlin strategic planning is
mainly the duty of the city council.
The US plan — Chicago: Metropolis
2020 — was not commissioned by
the government but by the Com mercial
Club, a consortium of 300 members
from business, politics, civil society
and science backgrounds, which
had also commissioned the Plan of
Chicago 1909.
A strategic plan needs expert political
guidance, which self­confidently communicates
a clear vision supported by
a competent administration. A strategic
plan also needs close cooperation
between representatives from politics,
administration, civil society, economics
and science. This cooperation
demands a public discussion
around common targets and projects.
[…] London will not only
lengthen its lead as the greatest
city on earth. It will come to
be seen as the best big city on
earth, the best big city to live
in. I believe these strategies
will help us to achieve that
ambition.
London Mayor Boris Johnson,
foreword to the ‘Draft Replacement London Plan’, 2009
2010 #14 — The Strategic Plan Berlin p. 1
Senate Department for Urban Development, Berlin
Berlin’s Strategic Areas
Zukunftsraum Tegel Buch - Medizin im Park
Forschungs- und Industriepark
„Zukunftstechnologien im
Landschafts- und Naturraum“
Innovative urbane Milieus
Kreative Branchen
Quartiersmanagement
Innerstädtisches Wohnen
Innenstadt -
Herz der Metropole
Regierungs- und Cityfunktionen
Wirtschaft und Medien
Internationalität und Headquarters
Innerstädtisches Wohnen
Wirtschaft im Westen
Industrielle Kerne, Hafen
Schaufenster am Westkreuz
Messe, Events
Wissenscampus Dahlem
Forschungs- und Bildungsstandorte
Wirtschaft und Wissenschaft
Transformationsraum
Südkreuz - Gleisdreieck
Verkehrsknoten Südbahnhof
Innerstädtischer Naturpark
Wohnen und Arbeiten am Park
Zukunftsraum Tegel
In 2006 the Senate Department for Urban
Development presented a plan covering
the entire city, pointing out areas of strategic
significance. The plan shows that
the new Berlin Brandenburg International
Airport will significantly change the hierarchy
of Berlin’s urban quarters. Southeast
Berlin will gain in importance while
the northern section will lose its economic
advantage. The map sets out the
vision of the political leadership, its priorities
and where to steer development. It
plays an important role in promoting
investment in strategic areas.
STRATEGIERÄUME
City West
Umfeld Hauptbahnhof
Gleisdreieck
Historische Mitte
Medienstadt
Tempelhofer Feld
1
Wissenschaftsstadt Adlershof
Flughafen BBI
Client:
Senate Department for
Urban Development, Berlin
Planning:
Senate Department for
Urban Development, Berlin
When:
Planning: 2006–2010
Gesundheits- und Wissenschaftsstandorte
Wohnen im Grünen
Erholung
Wohnen mit Weitblick
Stadtumbau
Vielfältiges Wohnungsangebot
Zwischennutzungen
Innovation und Entertainment
am Spreeufer
Medienstandorte kreative Branchen
Stadtumbau
Zwischennutzungen
Landschaftsraum
Spree - Dahme
Freizeit, Kultur
Wohnen am Wasser
Entwicklungsachse
Innenstadt - Flughafen BBI
Flughafenumfeld BBI
Wissenschaft und Wirtschaft
Verkehr und Logistik
Wohnen und Soziale Stadt
© Senatsverwaltung für Stadtentwicklung, Abteilung Stadtund
Freiraumplanung, 2006 - Aktualisierung: Dezember 2009
Graphik: Studio UC / Unverzagt. Visuelle Kommunikation
/ bit-better visualisierungen
1
1
Berlin’s strategic areas
Courtesy: Senatsverwaltung für Stadtentwicklung Berlin

2010 #14 — The Strategic Plan London p. 1
One of the main tasks for the Mayor of
London is to produce a spatial development
strategy for London which defines
a strategic approach for all pressing
issues in the metropolitan region. One
of the central ideas is to absorb the large
projected population growth within the
existing footprint of London, i.e. to avoid
the expansion of the urban area into the
green belt. The London Plan itself lacks
detailed spatial plans but is supplemented
with a number of guidance documents.
It can be seen as the benchmark for planning
strategies in metropolitan areas in
the 21st Century. Design for London has
been instrumental to communicating and
developingthe Mayor’s spatial strategies.
Mayor of London / Greater London Authority
The London Plan
1
3
1
Project:
Spatial Planning Strategy
— London Plan
Author:
Mayor of London /
Greater London Authority
When:
2004 onwards
1
Town Centres — showing
the ‘Central Activities Zone’
and ‘International,
Metropolitan und District
Centres’
Courtesy: Design for London / LDA
2
Map of London High Streets
Courtesy: Gort Scott
3
Map showing the
‘Opportunity Areas’, ‘Areas
of Regeneration, Areas of
Intensification’ and the
wider development area
‘Thames Gateway’
Courtesy: Design for London / LDA
4
Map showing the
Green Grid and Parks
Courtesy: Design for London / LDA
2
4
2010 #14 — The Strategic Plan Paris p. 1
The French President Nicholas Sarkozy
is keen to turn the metropolitan region
of Paris into a sustainable ‘post­Kyoto
landscape’ with the focus of reducing the
emission of greenhouse gases. In 2008,
under the label Le Grand Pari(s), ten
teams led by architects and planners
were commissioned to develop ideas of
how to achieve this goal. The team LIN
Finn Geipel & Giulia Andi proposes that
LIN Finn Geipel & Giulia Andi
Paris — ‘Soft Metropolis’
existing residential and mixed­use hubs
should be intensified. Wetlands along the
numerous rivers in the region and green
spaces should be protected and renaturalised.
Given that there are eight
Départements and 1,281 local authorities
in the Region Île de France it will be a
challenge in the realization to overcome
the fragmented structure of local authority.
1
1
The new metropolitan
region, bird’s eye view
3D visualisation
Courtesy: LIN Finn Geipel & Giulia Andi
Client:
French government, study
Le Grand Pari(s), 2008
Planning:
LIN Finn Geipel & Giulia Andi
When:
since 2007

2010 #14 — The Strategic Plan Chicago p. 1
In 1999, the Commercial Club of Chicago,
a consortium of 300 members from
business, politics, civil society and science
backgrounds, published the strategic
development plan, Chicago Metropolis
2020. The document argues that urban
sprawl is reducing Chicago’s competitive
edge by dispersing the benefits of
agglomeration which cities thrive on.
The proposed solution calls for sustainable
regional development strategies and
political reforms. The Commercial Club
founded the non­profit organisation,
Chicago Metropolis 2020, to promote
its ideas.
Chicago Metropolis 2020
Development Plan
Client:
Commercial Club
of Chicago
Implementation:
Chicago Metropolis 2020
When:
1999–2020
1
‘Choices for the Chicago
Region’
Courtesy: Chicago Metropolis 2020
1

Berlin exhibition
(October – December 2010)
Credits
Hosted by
Museum of Architecture of the Berlin University of Technology
Initiators
Harald Bodenschatz (Professor for Sociology of Planning and Architecture
at the Berlin University of Technology) and Hans-Dieter Nägelke
(Head of the Museum of Architecture of the TU Berlin)
in cooperation with
Harald Kegler (Bauhaus University Weimar) and Wolfgang Sonne (Dortmund
University of Technology)
Curated by
Christina Gräwe (Kuratorenwerkstatt)
London Exhibition
Curated by
Cordelia Polinna (TU Berlin/Think Berl!n),
Tobias Goevert and Kalin Coromina (Design for London)
Editorial support
Lee Mallett, Jeremy Melvin (Urbik), David Dunster
Exhibition design
Axel Feldmann, Siaron Hughes, Niki Lampaski (objectif)
Contributors
Harald Bodenschatz (TU Berlin), Dorothee Brantz (TU Berlin),
Sonja Dümpelmann (University of Maryland), Dieter Frick (TU Berlin), Simone
Goevert, Christina Gräwe (Kuratorenwerkstatt), Aljoscha Hofmann
(TU Berlin), Corinne Jaquand (Ecole nationale supérieure d’architecture
de Clemont-Ferrand), Harald Kegler (Bauhaus University Weimar), Hans-Dieter
Nägelke (TU Berlin), Cordelia Polinna (TU Berlin/Think Berl!n), Barbara
Schönig (TU Darmstadt), Wolfgang Sonne
(TU Dortmund), Design for London team including Mark Brearley,
Paul Clarke, Eleanor Fawcett, Tobias Goevert, Eva Herr, Tim Rettler, Edmund
Bird, Alison Mayor, Charlotte Khatso
in cooperation with
Regula Lüscher (Director of the Senate Department for Urban
Development Berlin), Senate Department for Urban Development Berlin,
Borough of Berlin-Mitte.
City Visions 1910 | 2010 has been organised by
The Museum of Architecture, Berlin University of Technology
Design for London
Funded by
German Federal Ministry of Transport, Building and
Urban Development — Office for Building and Regional Planning
Design for London / London Development Agency
Barratt Homes
John McAslan + Partners
British Council
Supported by
Mayor of London
London Development Agency
Transport for London
London Borough of Hackney
Hackney Access Project
Open Dalston
Sponsors