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Showing posts with label Urban Landscape Design. Show all posts
Showing posts with label Urban Landscape Design. Show all posts

Wednesday, December 10, 2025

Daniel Burnham: The Man Who Planned the Future of Cities

Meet Daniel Burnham, the visionary behind the 1909 Plan of Chicago, one of the most influential urban plans in history. His designs weren’t just about beauty—they were about efficiency, mobility, and making cities places people wanted to live in. He believed in bold visions, grand architecture, and transforming chaotic urban sprawl into well-organized, monumental spaces.

But how did Burnham come up with his ideas? And how did the 1909 Chicago Plan change the city forever? Stay with me as we explore the story of a man who believed in "Make no little plans" and forever changed urban life.




 

Early Life and Career: The Architect of the Future


Born in 1846, Daniel Burnham started his career in architecture but soon realized that buildings alone weren’t enough—entire cities needed better planning. By the late 19th century, Chicago was booming. The population had exploded from 30,000 in 1850 to over 1.7 million by 1900. But with that growth came problems: overcrowding, poor sanitation, traffic congestion, and lack of green space.

Burnham had already made a name for himself as the director of the 1893 World’s Columbian Exposition, where he transformed 600 acres of swampy land into a stunning neoclassical "White City" that attracted over 27 million visitors. The success of this fair proved that urban design could be both beautiful and functional, inspiring Burnham’s future city planning ideas.

 

The 1909 Plan of Chicago: A Bold Vision


At the turn of the century, Chicago was growing faster than any city in the world. But with rapid growth came chaos—narrow streets, pollution, and slums. Burnham, alongside his partner Edward Bennett, took on the ambitious task of redesigning the entire city with the Plan of Chicago, published in 1909.

This plan was revolutionary. It proposed:

  • A citywide road system with grand boulevards and diagonal streets for better traffic flow.
  • A massive lakefront park system, ensuring that the entire Chicago lakefront remained public land.
  • A network of parks and green spaces, to improve quality of life.
  • A new, efficient rail and freight system to reduce congestion.
  • Civic and cultural centers, including a majestic central plaza inspired by European cities.

One of the most audacious ideas? A completely restructured lakefront, turning what was once industrial land into over 25 miles of uninterrupted public parks and beaches—a feature that defines Chicago to this day.

 

Transforming Chicago: What Was Actually Built?


The Plan of Chicago wasn’t just an idea—it shaped real, lasting changes. Over the next decades, the following have been fulfilled. 

  • Grant Park was expanded, becoming Chicago’s "front yard," home to landmarks like Millennium Park and the Art Institute of Chicago.
  • The city developed a network of parks and forest preserves, adding thousands of acres of green space.
  • Wacker Drive was constructed, following Burnham’s vision for multilayered roads that separated commercial and pedestrian traffic.
  • The rail system was restructured, leading to modern commuter transit improvements.

But not everything in the plan came to life. Burnham envisioned monumental civic centers and grand European-style boulevards that never fully materialized. Still, his ideas inspired countless city planners across the U.S., leading to better city layouts in Washington D.C., San Francisco, and even overseas in Manila.

 

Beyond Chicago: Burnham’s Global Influence


Burnham’s genius wasn’t limited to Chicago. His planning ideas influenced:

  • Washington D.C. – He redesigned the National Mall, shaping it into the monumental space we know today.
  • San Francisco – After the 1906 earthquake, he proposed a radical redesign of the city, though it was never fully realized.
  • Manila and Baguio (Philippines) – Burnham’s master plan for Manila featured wide boulevards, waterfront parks, and grand civic buildings, some of which still exist today.

His influence laid the foundation for modern urban planning, inspiring the City Beautiful Movement, which emphasized grand, organized, and aesthetically pleasing city designs.

 

The Legacy of Daniel Burnham


More than a century later, Daniel Burnham’s vision still shapes Chicago and countless other cities. His ideas about green space, transportation, and urban beauty remain cornerstones of city planning today. His "Make no little plans" philosophy reminds us that cities should be designed for both function and inspiration.

So, next time you walk through Chicago’s downtown, Washington D.C.’s National Mall, or even parts of Manila, remember that one man’s big dreams and bold ideas helped create the cities we know today.


More about the history of urban planning:

The history of Indian railways: Colonial beginnings, overcrowding, and socioeconomic impacts


Monday, November 14, 2011

The pedestrian streets of Bochum central city

As a main city of the province of North-Rhein Westfalia (Nordrhein-Westfalen), Bochum has accommodated more than 374 thousand people (Dec. 2010) in 145.4 square kilometers. Maybe the city is not as attractive as some other German cities like Nürnberg, Bremen, Aachen, or Münster, but the street are well planned and here and there signs of good street design are seen. The pedestrian streets and routes have made a network in downtown Bochum. Here some photos are the streets of Bochum are seen.

Streets of downtown Bochum, Germany

Pedestrian street in downtown Bochum, Germany

Streets of downtown Bochum, Germany

Streets of downtown Bochum, Germany

Streets of downtown Bochum, Germany
more about urban Germany:

Metroradruhr: Germany's Ruhr Valley Inter-City Bike Sharing

Innovative Urban Transport Concepts Moving from Theory to Practice

karlsruhe: a ride on the "tram-trains"

Bike Parking: a Key Part of the Bicycle Planning Amenities

Tuesday, November 8, 2011

Art in the Tehran Metro

via Jadidonline

Tehran’s Metro offers a possibly unexpected store of modern artwork for the visitor to see as they go on their way in the city.
London is said to be the site of the first metropolitan underground railway, operational from 1863, and Moscow’s subway system is considered to be practically a museum of socialist realist art of the 20th Century, whilst Tehran’s Metro which became operational in 1999 showcases a mix of modern art styles.

read more 

artwork in Tehran Metro, photo by Mamooli

artwork in Tehran Metro, photo by Mamooli

artwork in Tehran Metro, photo by Mamooli


more about Tehran:

Interconnections of Urban Green Spaces and Environmental Quality of Tehran

STRATEGY FOR SUSTAINABLE URBAN DEVELOPMENT GUIDELINES FOR TEHRAN

URBAN SPRAWL AND CLIMATIC CHANGES IN TEHRAN

Urban Planning for Tehran, By Using Environmental Modeling and GIS/RS

Sunday, October 30, 2011

The Non-International Landscape of Tokyo

By Chris Berthelsen

....
Uchi/Soto
“In Japan, ‘public’ is more of a mental construct than a physical presence”[8] and the concept of ‘privacy’ has never taken hold[9]. The closest native Japanese approximation of private-public may be uchi (family, clan, group)-soto (that which is not uchi) where uchi extends the Western ‘private’ to ‘other private’ plus ‘public’ [10]. A history and present of close quarters, paper-thin walls and sliding doors that open onto the street evoke the permeation of daily life into public space[11]. Memory and current practice/conception regard whole neighbourhoods as ‘home’ [12], with parks as multifunctional common yards[13] [14].

Use
The Japanese city can be characterised by use – (1) the perceived strength of the individual plot, (2) utilitarian public spaces, and (3) public space as a domain for temporary invasion and annexation[15]. Following, ‘modern life’ in Tokyo can be said to be ‘city affirming’ – exhibiting commitment and positive interest in personal level ‘feathering the urban nest’ [16] and so much like how the urban development of Edo/Tokyo took place around many scattered nuclei[17] so too the scattered nuclei of Tokyo’s informal gardens provide foundation for everyday humane life – the multilayered units of urban space growing more refined and human as they grow closer to the daily lives of the people of the city[18]. Tokyo uchi can thus be understood as a ‘place-by-place’ [19] plot-by-plot discontinuous and autonomous series of oases[20].
...

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more about urban Japan:

Design For Flooding: Architecture, Landscape, And Urban Design For Resilience To Climate Change

Hazard Mapping and Vulnerability Assessment 

GIS Infrastructure in Japan — Developments and Algorithmic Researches

The New Urbanism: Kichijoji Style 

Thursday, October 27, 2011

Capturing Sao Paulo's Sidewalks

via Sustainable Cities Collective

Just as a flaneur in Hong Kong would be remiss in his or her explorations without looking up into the density of urban life that occurs in skyscrapers and apartment towers, looking at the ground offers a glimpse of art, utility and public works in a city — from manhole covers and street gravel, to sidewalk collisions of color, texture and pattern.

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more about Brazil:

SÃO PAULO’S URBAN TRANSPORT INFRASTRUCTURE

Inequality and Urban Shrinkage: A Close Relationship in Latin America

A Car Becomes a Weapon in Brazil; Pedestrians Shortchanged in Detroit

Brasilia, Brazil: economic and social costs of dispersion

Thursday, March 10, 2011

INTEGRATING PLACE IDENTITY, URBAN SUSTAINABILITY AND GLOBALIZATION: A GREAT CHALLENGE FOR THE CITY OF THE FUTURE

by M.Sepe

Cities  are  now  increasingly  encouraged  to  specialize  and  compete  with  one another  to be more attractive  to visitors and  tourists. While competition means the recovery of degraded historic centres, revitalization of former industrial sites or enhancement of areas for cultural use, it often leads to the standardisation of cities and the consequent loss of place identity and decline in quality of life for its inhabitants.
Starting from this premise this paper proposes PlaceMaker, a qualitative method of  urban  analysis  and  design,  for  drawing  up  urban  projects  focusing  on  the conservation and enhancement of place identity as well as able to face up to the challenge  of  globalization.  The  method’s  potential  for  areas  with  a  predominantly  pedestrian  vocation  is  illustrated by means  of  a  case  study,  the  Ramblas in Barcelona, where globalization is creating great changes.


Rambla de Canaletes, Barcelona, photo by Almusaiti
Rambla de Canaletes, Barcelona, photo by Ramiro Sánchez-Crespo
more posts about urban revitalization:

MEXICO: Capital Badly in Need of Urban Regeneration

Creating Wealth: Revitalization and Gentrification

Urban Revitalization: Best Practices to Prevent Residential Displacement Due to Gentrification

Thursday, February 17, 2011

Transforming Public Places: Grand Army Plaza

via OpenPlans

In 2006, OpenPlans helped launch a grassroots effort to improve Grand Army Plaza, a massive traffic rotary in Brooklyn that divides neighborhoods, endangers pedestrians and generates congestion, pollution and far too many car crashes.
Today, OpenPlans is working with city agencies and a broad coalition of community groups to re-envision Grand Army Plaza and transform it into one of New York City’s finest public spaces.

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Grand Army Plaza, NYC, photo by wallyg
more posts about NYC:

The Next New York: How the Planning Department Sabotages Sustainability

Gentrification and Resistance in New York City

NYC’s Bike Route Network: Bridging the Gaps

New York skyline photos 1

Thursday, January 20, 2011

Rethinking San Diego's urban landscape


Architecture students, whose teachers assign projects of ever increasing complexity, eventually have to break loose and prove they can tackle a project of their own choosing.
The results from this year’s graduating seniors and master’s degree candidates at the NewSchool of Architecture and Design downtown show they can compete with the best of the seasoned professionals.
From a creative reuse of Qualcomm Stadium as a “Museum of Light” to an experimental urban agricultural think tank, the solutions for many urban development issues were described as brilliant and provocative.
But architecture for most laymen is looks – and Jonathan Massie blew away the competition in his design for a cruise ship terminal in Nassau, the Bahamas, that could just as easily be built on San Diego’s waterfront.
warehouse temporarily converted to cruise use 15 years ago – and it’s still standing.


San Diego Convention Center, photo by Mastery of Maps

more urban readings about California:

Sustainable Development Ends Suburban Sprawl

San Francisco’s Big Plan: The Eastern Neighborhoods

Integration of landscape fragmentation analysis into regional planning: A statewide multi-scale case study from California, USA

Top 5 Urban Design Greenifications


Nothing says “give us back our space” like some unexpected greenification amidst the pavement-and-concrete dullness of the city. So we’ve picked the top 5 ideas that bring a tasty bite-sized bit of green to our urban stew of gray.

1- The PARK(ing) Project started in 2005 when REBAR, a San Francisco collective of artists, designers and activists, decided the city was in desperate need of an intervention: the dire lack of outdoor human habitat in downtown public space deprived people of their very basic need for a space to sit, relax and do nothing.
At the same time, 70% of the city’s downtown outdoor areas were dedicated to vehicles. So REBAR decided the way to go was to temporarily reclaim some of those parking spaces, feeding meters as a way of “renting” some precious outdoor space for up to 2 hours and transforming that space into a mini-park where people could just sit and enjoy themselves.
Think of it as a bonsai version of The Great Outdoors.
Since then, urban PARK(ing) has been popping up all over the world — Santa Monica, Glasgow, Sicily — producing the expected chain of befuddlement followed by amusement and eventually a delighted grin. And we say anything that brings more smiles to our sidewalks bustling with steel-faced pedestrians is a brilliant idea.

2- The Parkwheel: ... 
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Post-Urban/Suburban Landscapes: Design and Planning the Centre, Edge and In-Between

Helen Armstrong
Centre for Cultural Research, University of Western Sydney

The concept of landscape in contemporary cities is in a dynamic state of flux (Daidalos, 1999; Waldheim, 2006), yet urban design and planning tends to see landscapes as merely open space for recreation and areas set aside as nature reserves or urban public space (Vienna STEP05, 2005; Sydney Metropolitan Strategy, 2004). Such a reading is superficial and ignores the rich and complex contribution that landscape can play in 21st century cities. Limited interpretations of contemporary landscapes are of concern because urban landscapes, in the broadest sense, are being eroded in the city centre and at the edge, as well as in the wide area in between.
Despite theories that post industrial cities are characterised by fragmentation, fluidity and uncertainty (Soja, 2000; Koolhaas, 2004), the globalising forces of late capitalism (Jameson, 1991) are resulting in new ubiquitous and predictable landscapes of consumption in contemporary cities (Harvey, 2000, 2005). It is difficult to discern innovation, apart from environmental, in new plans and designs for buoyant redevelopments in Australian cities; meanwhile there are two major landscape types that are losing the battle against late capitalist urbanism; the peri-urban edge of productive lands and the left-over spaces of cities – the urban voids.
Despite such concerns, there are emerging landscapes of infrastructure in the post-urban/suburban fabric that, although seen negatively, are nevertheless intriguing sites worthy of a new interpretation.
In the context of a number of international approaches to the increasingly urbanised landscape, this paper explores the significance of complex landscapes in post-urban/suburban Sydney. It articulates a number of concerns about policies for Sydney landscape and proposes ways to reconsider current planning and design. It begins by questioning contemporary spectacle cities.


Darling Harbour, Sydney, photo by edwin.11
more posts about urban landscape:

Planning Urbanization Inside Natural Urban Landscapes

A GIS-based gradient analysis of urban landscape pattern of Shanghai metropolitan area, China

Urbanization, Urban Environment and Land Use: Challenges and Opportunities

Tuesday, January 18, 2011

Developing sustain ability: sustainability policy and gentrification on Toronto's waterfront

Susannah Bunce

A "three pillar" concept of sustainability guides the current publicly funded planning and redevelopment process on Toronto's waterfront. While this concept serves as a guiding framework, sustainability is largely defined in planning and redevelopment policy and practice by multi-level public sector urban intensification policy and a reliance on the private sector-led implementation of new sustainable communities. This study connects perspectives on "policy-led gentrification" and "third-wave gentrification" with an exploration of public plans and development strategies for the new West Don Lands waterfront neighbourhood. It traces how sustainability objectives are integrated into a gentrification process driven by public sector planning and development policies and private sector development interests. Components of the integration of sustainability into gentrification practices are the sale of publicly owned waterfront lands to private developers and public sector financial an educational incentives for private real estate development that meets Leadership in Energy and Environmental Design sustainability targets.


Simcoe WaveDeck, Toronto water front, image by Waterfront Toronto
Simcoe WaveDeck, Toronto water front, image by Waterfront Toronto
more articles about urban revitalization:

THE OLD TOWN JAKARTA: PERSPECTIVES ON REVITALIZATION, CONSERVATION AND URBAN DEVELOPMENT

Urban Revitalization: Best Practices to Prevent Residential Displacement Due to Gentrification

GENTRIFICATION: CULTURE AND CAPITAL IN THE URBAN CORE

Rural gentrification and the production of nature: a case study from Middle England

Friday, May 21, 2010

Principles for providing green areas in Urban Centres

Principles for providing green areas in Urban Centres

The green areas are considered the lungs of urban centres. Such green areas in a city ensures freshness and improves the ambience of the town, maintain healthier environment by generating oxygen to the living creatures, and also function as an agent of recharging the ground with fresh rain water and controlling the increasing global warm. In fact, green areas increase the longevity of human life.


Planning Principles for Providing Green Areas in Urban Centres


At Master Plan Level:-

At Development Plan level or at Master Plan level, the green areas or recreational areas in urban centres are provided on following forms:-


1. Provision of Green Belts along National Highway / Expressway of the Town:-

Green belts ranging from 100 meters to 30 meters (i.e. 100 meters wide or 60 meters wide or 45 meters wide or 30 meters) wide green belts are proposed along both sides of National Highways or expressway or other major arteries of the town. The width of aforesaid green belts can vary according to the importance of the respective roads. Such long green strips along major arteries help in controlling the pollution originated due to heavy traffic on such roads, increase the ambience to the town and also keep the scope intact for widening of such roads in future.


2. Provision of Green Areas along River Fronts:-

The fronts of river, drain, canal and Nallas etc. passing through the town are planned for the purpose of green areas / wood land / zoo / golf courses / play grounds / stadium etc. The width of such green belts can vary according to the topographical features of the area generally ranging from 30 meters to 250 meters. The development of green areas along such fronts helps in maintaining urban eco-system and save the main urban settlement during inundation.


3. Provision of Green Areas along Railway Tracks:-

The railway tracks are considered as a source of air and noise pollution and its vibrations result in cracks in adjoining buildings. Maintenance of greenery including thick wood land along such tracks helps in solving the said problems.


4. Green Buffer Areas Between Industrial and Non Industrial Sector :-

Since, Industrial sector generates air pollution, and noise pollution, therefore, for the protection of adjoining non industrial sectors (such as residential sectors, commercial sectors, institutional sectors etc.) from such pollutions, green buffer zones, minimum of 30 meters wide are provided around the industrial sector.


5. Green Areas around Sewerage Treatment:-

The sewerage treatment plant in urban areas cause air pollution and also generates bad smell. For the eradication of these problems, provision of at least 100 meters wide green belts around sewerage treatment plants and Garbage Disposal sites are provided.


6. Provision of Green Areas around Historical Monuments and Religious Places:-

About 100 meters wide green belts / areas are provided around historical monuments and religious buildings for the maintenance of their sanctity. Such green areas also remain helpful to accommodate large congregation on the eve of important religious functions.


7. Development of Hillocks as Green Areas:-

If hillocks, rocky and ridge areas are forming part of a town, the said features are required to be preserved as green areas.


8. Provision of Green Areas around Airport and Ammunition Depot:-

The buildings are always kept at least 900 meters away from Airport, Radar Station and Ammunition depot by proposing green areas around the said establishments.


9. Provision of Green Areas in the form city level

The infrastructure of district level parks and stadium is also provided after 4-5 residential sectors to cope with the needs of towns.


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