The pedestrian zone

In the late 1960s, was Germany's longest pedestrian street as an urban feat. The objectives of the city were high: Full-bodied was sought "to life filled areas to create, complement each other and into the side streets into effect" in order to find an "optimal solution which over the centuries shaped image of the road and . open spaces increases in efficiency and revived, the people familiar Munich city as intensively as possible, bring near and recognize that Munich's own life of a city with ancient heritage makes "The price was high: not only the commercialization of the much vaunted road convoy Kaufinger- / Neuhauser Strasse and the atrophy of the parallel streets to delivery zones, but also the widespread abandonment of the remaining streets and street scenes around the old town, which they did without hesitation to sacrifice just pushed away from the old cars. Munich would become a town around the center, through which one could pass unhindered through it - just what if the buildings on the right and left largely to the pickaxe had been handed over?
A plan so right from the venom of the closet "Free travel for free citizens' group from the 1960s shows how Munich was to be rebuilt at the same time with the system of the highly acclaimed pedestrian zone. With this plan, the city in anyPublication appears in any official cost is - so it appears that the city be ashamed of his now - Munich's city planners have the time on the basis of the first urban development plan in 1963, the so-called Jensen's plan to create Remedur: The car that went like this then the Currency must, everywhere and anywhere. And takes the city for drivers and the pedestrian zone, the passage way through the city center, then the car would have to transport, the former belief, wide aisles be beaten elsewhere. By bombing the city was already badly damaged - that had favored the proposed radical cure certain. But Munich was destroyed a total of less than many other German cities.
One no longer comprehensible Abrisswut has eliminated without even alleged traffic needs in the 1960s and 1970s, valuable building stock. That, though, the city council of Munich decided to rebuild its traditional form in 1945. Erwin Schleich has published about this "second destruction of Munich's" 1978, a book well worth reading today, which, significantly, the time could not appear in a Munich publishing house, had come out but in Stuttgart. But the traffic planning of the 1960s, "cleaning up" history would have been concerned with thoroughly. It shows the plan shown here. All road sections marked red in it should get bridges and ramps, all dotted lines indicate planning of underpasses for motor vehicle traffic.
For example, should the heart be in Schwabing, in the Boulevard Leopold about the level of the university canteen, a ramp dug into the ground from which would have made a tunnel under the entire eastern Schwabing and into the already in Hitler's time for a broad parade avenue rolled-out Queen Street will lead, by the turn, want to propose in a tunnel beneath the present-day eastern city ring through to a route that had been across the Gärtnerplatzviertel, and then again in a tunnel beneath the flower street and Sendlinger-Tor-Platz to enter into the corresponding aufzubrechende Pestalozzi Street.
The Barerstrasse would be between the district and art galleries in the City Hall was broken by a wide runway, and then in turn should result in a tunnel under the road and the sun Sendlinger Gate Square through to the south. The route through the city ring tunnel between Prinz-Carl-Palais and St. Mark's Church was finally connected with ramps in the western Gabelsbergerstraße lead to a high bridge, which should result without crossing over the Schleißheimerstraße across the street at Dachau. The narrow section of road would be eliminated entirely Schleißheimer the street from the train station should be in a straight line and broken super wide to the north. Virtually, of course, the planners had removed from that time in favor of such thoroughfares, the roadside development with the same. Instead, were scheduled individually standing buildings and in which the health department at the Dachau / corner Gabelsbergerstraße is one of the few realized (and probably soon to be torn again) examples.
Even outside the former city, the excavator should have put away the familiar image of Munich radically. The plan shows the proposed four-lane tunnel parallel with Isar under the Prince Regent, of Maximilian, the Fraunhofer Zweibrückenund the street at the Reichenbach Bridge. To create this highway, there were only two alternatives: either the turn of the century building on the banks of the Isar off or uproot the tree avenues along the river. Perhaps even more radical was the planning of another north-south freeway across Haidhausen. This should be at the sacrifice of many street Ismaninger Haidhauser buildings to Rosenheimerplatz and further broken to Giesing. It would have been a pleasure to drive on all these roads, but a frustration of having to look right and left, as here, the city had been thoroughly destroyed.
This destruction was followed, however, a former ideology. Inner cities - that they knew of cities like Hamburg or Hannover - should be no more homes, but take only offices and shops. Core area of ​​use was das. residential building in the center would also disappear soon anyway, and thought the plan was. Since the Lehel was seen as part of the center, left to its old buildings gradually deteriorated. Where was renewed, at the site of the Insurance Board, for example, were built and administrative cases, such as one sees today, shaking his head, ever to half the depth of the building taken back from the road, so this would be widened. As has been awarded the European Patent Office in Munich, one of the core area offered quite safely use an entire street of well-preserved century architecture on the banks of the Isar, in order to build the new office next to the German Patent Office can. This was after the war but also on the banks of the Isar, but built on a former military area. How shortsighted the location decision of the European Patent Office, was seen from the fact that the now necessary extensions to be built entirely in another place, namely as three branches in the southern surroundings of hacker bridge, outside the Old City without proximity to the original building and the German Patent Office on the banks of the Isar could.
It was not the last time resulting in Munich forum that had been forming against Diesey Munich for "car-friendly city" front. The inner circular tunnel under the Prinz-Carl-Palais was the most obvious stumbling block, and commenced the planned conversion of the Lehel another affront to the local citizens. It is the task of planning at that time of the first urban development plan of 1964 (Jensen) plan, an exclusive use area in the center core, living in the suburbs, with the "pink zones" plan heralded a change. From the single manufactured Led by the so-called Isar parallel in the Iffland at the level of the Tivoli Park, the respective second lane for moving traffic is blocked and discarded the rest of the expansion plan, as well as the other monstrous renovation fantasies of contemporary designers. Underground and suburban railways have defined the priorities of traffic in the center of Munich since scratch. With them, it was verified that the European city can be adapted without serious damage to the modern needs of mobilization, so is suitable for this purpose because of its ideal density. And defended the city now living in the city and even demands for new buildings in the old city as a living standard back share of 30 percent or even just where they had already been displaced. The fact that the local real estate prices in this way, only expensive luxury homes are manufactured, is another matter.