Helmut Schmidt and architecture

Building design

On October 7, 1980, the SPD and FDP delegations met in the Chancellor's Bungalow in Bonn for initial talks on the continuation of the government alliance. Photo: Ulrich Baumgarten / picture alliance

Helmut Schmidt was not only an outstanding politician, he also had style. He enriched the architecture he lived in.

The relationship between building and user is not an easy one. People and architecture do not always fit together. So the question is: what does the perfect occupant of a building look like? My thesis: Like Helmut Schmidt. Whether it was the Chancellor’s bungalow or a terraced house in Hamburg, Schmidt succeeded in lending dignity to very different buildings through his own aura.

The personality of the recently deceased former chancellor has been illuminated in all its facets in recent days. However, precisely this aspect, Helmut Schmidt’s relationship with architecture, has been left out. Yet, unsurprisingly, he also had something to say on this subject – and it was quite determined. In a round table discussion with Louisa Hutton, for example, he spoke out against the construction of the new Berlin City Palace. The Elbphilharmonie does not come off well with Schmidt either. He finds the music building “rather nouveau riche”.

Schmidt’s attitudes seem a little conservative in places – but understandable throughout. He was not a man of baroque gestures. He was someone for whom function was important. But the interesting thing about Schmidt as a public person is that, unlike many social democrats, his demonstrative sobriety does not come across as quiet, but on the contrary, always skillful. Helmut Schmidt was definitely a man of style. And not just because he was simply good-looking. No, the entire Schmidt composition had something discreetly elegant and at the same time confident about it. Of course, the pipe placed in the picture and later the public cigarette was always an act of self-dramatization. The suits fit, the hair was neatly combed, but not anxiously hyper-short. And, of course, the Elbsegler was ultimately also a style statement – one that, together with Schmidt’s political wisdom and intellectual cosmopolitanism, created a coherent whole.

And this coherent whole also had an effect on the architecture in which Schmidt lived. Hardly any other German chancellor has lived in Sep Ruf’s Bonn Chancellor’s Bungalow as appropriately as Schmidt. In his eight years there, he created a much more rounded image in this perhaps most beautiful of all post-war German political buildings than, for example, Helmut Kohl. The latter is quoted as saying that Ruf’s house was an “absurd building – in the sense of a Federal Chancellor’s apartment”. It was probably too minimalist for him. Helmut Schmidt, who incidentally would have liked to have been an architect himself, would never have said anything like that.

But the interesting thing is that the public figure of Schmidt not only lends an iconic building like Ruf’s pavilion a sense of design and cultural significance. But also an unadorned semi-detached house in Hamburg-Langenhorn. Schmidt had lived there with Loki since 1961, when the house had just been completed. Nothing about this brick building is impressive, and the garage placed in front of the rather flat building would have to be described as a failure in terms of architectural criticism. But that is not the point. Schmidt’s presence in this house says: this is not about representation. People live here in an unagitated way – and do a lot of work. Schmidt regularly received state guests there. What might Schmidt’s friend Valéry Giscard d’Estaing have thought when he arrived directly from the Elysée Palace in Paris?

One can assume, however: Giscard d’Estaing will have understood that Schmidt deliberately did not swap his residence for a more opulent building on the Elbchaussee, for example. This was also the new Germany of the time – a country that viewed the pompous gesture with skepticism. Gerhard Schröder later followed this philosophy of architectural anti-symbolism with his terraced house in Hanover. And, as is well known, he fared better with it than Christian Wulff, whose longing for a little architectural grandeur was ultimately his undoing. Something like that would never have happened to Schmidt. And this despite the fact that he certainly made a lot of money from his public appearances after his chancellorship at the latest.

So now the Langenhorn duplex is empty. But not for long. Schmidt decided that a museum should be set up there, on Neubergerweg, after his death. Personally, I am looking forward to breathing the aura of the world politician in this normal Hamburg location.

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Sustainable mobility: the role of apps and data analysis for green transportation

Building design

According to an IEA study, digital mobility solutions can reduce CO₂ emissions in transportation worldwide by up to 20% by 2050. @ Jakub Zerdzicki | Pexels

With increasing urbanization and rising emissions from the transport sector, sustainable mobility is becoming one of the most pressing challenges of our time. Transportation is responsible for around 25% of CO₂ emissions worldwide and contributes significantly to air pollution. Digital tools, especially mobility apps and data-driven analytics, offer innovative solutions to make transportation more efficient, environmentally friendly and user-centric. They promote the integration of different modes of transport, optimize routes and facilitate the transition to zero-emission alternatives.

Fun fact: According to a study by the International Energy Agency (IEA), digital technologies could help reduce CO₂ emissions in transportation by up to 20% by 2050.

With increasing urbanization and rising emissions from the transport sector, sustainable mobility is becoming one of the most pressing challenges of our time. Transportation is responsible for around 25% of CO₂ emissions worldwide and contributes significantly to air pollution. Digital tools, especially mobility apps and data-driven analytics, offer innovative solutions to make transportation more efficient, environmentally friendly and user-centric. They promote the integration of different modes of transport, optimize routes and facilitate the transition to zero-emission alternatives.

Fun fact: According to a study by the International Energy Agency (IEA), digital technologies could help reduce CO₂ emissions in transportation by up to 20% by 2050.

Digitalization plays a central role in the transformation towards sustainable mobility.

Mobility apps

Mobility apps combine various modes of transport, including public transport, sharing services and bicycles, on one platform. They offer users real-time information, booking options and payment integration.

Big data

Data from transport systems, IoT devices and user interactions are collected and analyzed to optimize traffic flows, avoid congestion and promote environmentally friendly alternatives.

Internet of Things (IoT)

IoT sensors in vehicles, transportation infrastructure and cities collect data such as traffic volume, air quality and energy consumption. This data is used to make sustainable transportation decisions.

Practical example: In Copenhagen, mobility apps use IoT data to recommend the safest and fastest route to cyclists, which has increased bicycle use by 10%.

Digital tools open up numerous opportunities to make mobility more sustainable.

Route optimization

Apps use real-time data and predictive analyses to recommend the fastest and most environmentally friendly routes for users. They take into account traffic volumes, weather conditions and the availability of means of transport.

Sharing systems

Apps promote the use of car sharing, bike sharing and e-scooters. These services reduce individual traffic and cut emissions by facilitating the shared use of vehicles.

Integrated transportation services (MaaS)

Mobility-as-a-Service (MaaS) platforms combine different modes of transportation in one app. Users can seamlessly connect public transport, bicycles, cabs and car sharing.

Monitoring and controlling the flow of traffic

Data analysis helps cities to monitor traffic flows and take measures to reduce congestion and emissions.

Practical example: In Amsterdam, a mobility platform uses data from public transport and sharing services to offer users seamless connections between trains, buses and bicycles.

The use of apps and data analysis offers significant benefits for cities, users and the environment.

Increased efficiency

Apps help users to switch quickly and flexibly between modes of transportation and reduce unnecessary waiting times.

Environmentally friendly

By promoting shared mobility and zero-emission modes of transport such as bicycles and e-scooters, digital tools help to reduce CO₂ emissions.

User-friendliness

Mobility apps offer intuitive interfaces, real-time information and integrated payment options that make it easier to use sustainable modes of transport.

Cost savings

Sharing means of transport and optimizing routes reduces mobility costs for users and cities alike.

Expert opinion: According to a study by McKinsey, digital mobility solutions increase the use of sustainable transportation by up to 15%.

Despite their benefits, there are also challenges that need to be considered when introducing digital tools for green mobility.

Data protection and data security

The collection and processing of movement and user data raises questions about data protection. Apps must ensure that they are GDPR-compliant and protect their users’ data.

Infrastructure costs

Setting up IoT sensors and integrating different modes of transportation into one platform requires significant investment.

User acceptance

Not all users are ready to use new technologies or sustainable means of transportation. Cities need to raise awareness to increase acceptance.

Digital barriers

Not all citizens have access to smartphones or the internet, which can limit inclusion.

Expert opinion: According to a survey by PwC, 40% of cities consider user acceptance to be the biggest challenge when introducing digital mobility solutions.

Copenhagen: Green routes for cyclists

A mobility app in Copenhagen uses real-time data to recommend the best routes for cyclists. The app has significantly increased the use of bicycles in the city and helped to reduce emissions.

Amsterdam: MaaS platform

In Amsterdam, a Mobility-as-a-Service platform bundles various modes of transportation, including buses, trains, bicycles and car sharing. Users can seamlessly switch between modes of transport and pay for everything via an app.

Singapore: Smart mobility

Singapore uses big data and AI to monitor traffic flows in real time and make public transport more efficient. An app offers users personalized recommendations for environmentally friendly routes.

The integration of new technologies will drive sustainable mobility even further in the future.

  1. Artificial intelligence (AI): AI algorithms can predict traffic flows and recommend sustainable alternatives in real time.
  2. Predictive analysis: data analysis could anticipate future traffic problems and enable preventative measures.
  3. Integration with autonomous vehicles: Apps could integrate autonomous vehicles into their platforms to promote zero-emission mobility solutions.
  4. Gamification: Game elements in apps could create incentives to use sustainable means of transportation, e.g. through reward systems for emission-free journeys.

Future outlook: In a pilot project in Helsinki, an AI-supported app is being developed that suggests the lowest-emission route to users and displays CO₂ savings in real time.

Digital tools such as mobility apps and data-based analyses are indispensable for the transformation towards sustainable mobility. They promote environmentally friendly modes of transport, optimize routes and increase the efficiency of urban mobility systems. Despite challenges such as data protection and infrastructure costs, these technologies offer enormous potential to make cities more sustainable and liveable.

Concluding thought: The future of mobility is digital, sustainable and user-oriented. With the right technology, cities can drive forward the transport revolution and make a decisive contribution to climate protection.

Read more: In Freising, Bavaria, Latz + Partner is redesigning the open spaces on the Domberg.

Negro Marquina

Building design
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Petrology is the study of the formation, properties and use of rocks. In our online series, we present types of stone and their occurrence: This time Negro Marquina. To say it up front: Nero Marquina is not marble, but a limestone. Nevertheless, this stone is repeatedly referred to as marble in brochures. And not only in […]

Petrology is the study of the formation, properties and use of rocks. In our online series, we present types of stone and their occurrence: This time Negro Marquina.

To say it up front: Nero Marquina is not marble, but a limestone. Nevertheless, this stone is repeatedly referred to as marble in brochures. And not only by suppliers from overseas, but also by suppliers whose national standardization institutes are subject to the CEN rules of procedure.

In EN 12440 “Natural stone – Criteria for designation”, the requirement for the designation of the respective petrographic family according to section 3.2 is: “Scientific designation of the stone obtained from petrographic examination according to EN 12407 and EN 12670.” In order to be able to designate a rock as marble, it is necessary that a metamorphic transformation has taken place in this rock. This has not occurred in the case of Negro Marquina.

The stone was formed in brackish water. Here, the low oxygen content and dead plants and animals that did not decompose immediately created putrefactive sludge. Its origin can still be determined today during processing, as such rocks are not called stinky limestone for nothing. But don’t worry: when fully installed, this stone does not emit any unpleasant odors.

Read more in STEIN 2/2021.