Mixed-Use Developments, Collaborative Design, and Government Innovation in Urban Architecture

The Rise of Mixed-Use Developments: Building Communities, Not Just Buildings

Today’s most vibrant urban spaces aren’t purely residential, commercial, or recreational—they’re purposefully designed as hybrid ecosystems where living, working, shopping, dining, and cultural engagement coexist within walkable districts.

Mixed-use development represents a fundamental shift in how cities are conceived. Rather than the segregated zoning patterns of mid-20th century urban planning, contemporary projects intentionally integrate diverse functions to create economically resilient, socially dynamic neighborhoods that serve residents 24/7.

Why Mixed-Use Works

Mixed-use development addresses several critical urban challenges simultaneously:

  • Economic vibrancy: Ground-floor retail supports permanent jobs and foot traffic that activates streets at all hours
  • Walkability: Proximity of housing to employment, services, and entertainment reduces car dependency
  • Housing affordability: Diverse property types within the same development—penthouses, studios, family units—can create economic diversity
  • Street safety: Continuous human activity creates natural surveillance and social cohesion
  • Sustainability: Efficient use of infrastructure, shared parking, and reduced transportation needs lower environmental impact

Contemporary Examples Reshaping Cities

The Vessel sculpture at Hudson Yards plaza with people walking and sitting nearby among tall skyscrapers
The Vessel sculpture at Hudson Yards surrounded by high-rise buildings and visitors

Hudson Yards, New York City combines 28 million square feet of office space, luxury residential towers, boutique hotels, cultural venues (including the Shed performance space), dining, and retail—all connected by elevated pedestrian walkways. The intentional mix creates a self-contained urban ecosystem while integrating with the broader West Side neighborhood.

Waterfront promenade with people walking and dining, illuminated skyscrapers at sunset
People enjoy an evening stroll and dining near the waterfront in a bustling city district

Canary Wharf, London transformed a derelict dockland into a mixed-use development blending finance headquarters, residential apartments, schools, cultural facilities, and extensive public space. The deliberate diversity has shifted London’s economic geography and become a model for post-industrial urban regeneration.

Singapore city skyline at dusk with Marina Bay Sands and Gardens by the Bay
The illuminated Singapore skyline reflects on Marina Bay during twilight.

Singapore’s Marina Bay demonstrates how mixed-use development can anchor entire urban districts. Residential towers, offices, museums, theaters, shopping malls, and parks are integrated within walking distance, creating a 24-hour neighborhood that serves multiple functions simultaneously.

Empowering Communities through Inclusive Design

The most successful mixed-use developments recognize that community needs extend beyond commerce. Affordable housing components, community centers, schools, libraries, and public gathering spaces aren’t afterthoughts—they’re fundamental to the development’s DNA.

Projects like Tysons, Virginia and The Arsenal Yards in Boston demonstrate that truly inclusive mixed-use development requires:

  • Economic integration: A percentage of units reserved for workforce and affordable housing
  • Cultural accessibility: Public plazas, parks, and facilities open to all, not just paying customers
  • Community ownership: Local businesses, not just national chains; support for minority-owned enterprises
  • Public participation: Meaningful community input during design, not token engagement after decisions are made

The Architecture of Collaboration: Architects, Planners, and Communities Co-Creating Places

City map with colorful illuminated lines indicating traffic flows and route connections

The romantic image of the solitary architect sketching a masterpiece is exactly that—romantic fiction. Today’s most transformative urban projects are born from intense, often contentious collaboration between architects, urban planners, engineers, civic leaders, and the communities those projects will serve.

Beyond Top-Down Design

Traditional urban design flowed downward: visionaries proposed, governments approved, and communities adapted. The best contemporary practice inverts this hierarchy. Community input doesn’t arrive after design is complete; it shapes the design from inception.

This collaborative model recognizes a fundamental truth: architects and planners don’t live in the places they design (at least not primarily). Communities do. Their lived experience, cultural values, mobility challenges, and aspirations are irreplaceable design intelligence.

The Collaboration Process

Meaningful collaboration involves distinct phases:

Discovery & Listening: Before sketching, teams conduct extensive community engagement—walking tours, pop-up studios, demographic analysis, and listening sessions that map both assets and pain points. Projects like The 606 in Chicago began with years of listening to residents about what the abandoned elevated rail corridor could become.

Co-Design: Rather than present a finished vision, architects facilitate design thinking workshops where community members participate in envision potential futures. This isn’t tokenism—it’s genuine problem-solving where expertise (professional and experiential) informs decision-making together.

Iteration: Design evolves through feedback loops. Proposals are shared, critiqued, refined, and reshared. Projects like the Huntington Park renovation in Cleveland involved dozens of iterations based on community input.

Stewardship: Collaboration doesn’t end at opening day. Successful projects establish ongoing community governance structures that guide implementation and evolution.

When Collaboration Creates Magic

The Rebuild Foundation’s 69 E69th Street, Chicago transformed a vacant lot through intensive community engagement. Rather than imposing a vision, architects worked with residents to create a flexible community gathering space that evolved with neighborhood needs.

Brick building housing Reach Community Center, market, and arts hub with people walking outdoors
People gather outside a vibrant community center with market and arts spaces

Bryant Park, New York City was radically reimagined through collaboration between landscape architects, business improvement district executives, and neighborhood residents. The result: one of the city’s most beloved public spaces, designed to serve diverse users from workers to tourists.

Bryant Park green lawn with people relaxing amid Midtown Manhattan skyscrapers
A vibrant view of Bryant Park surrounded by the skyscrapers of Midtown Manhattan.

The High Line Elevated Park, New York succeeded not because it was a brilliant architectural concept (though it was), but because community advocates like Friends of the High Line spent years listening to neighbors’ concerns and shaping the design to serve local needs while creating citywide value.

Elevated urban park pathway with people walking and sitting, surrounded by greenery and city buildings
People enjoying a sunny day walking and sitting on the elevated park pathway in the city

Why Collaboration Matters

Collaborative design produces better outcomes because:

  • Legitimacy: Communities support what they helped create
  • Context sensitivity: Local knowledge prevents costly missteps
  • Equity: Diverse voices prevent projects from serving only affluent users
  • Sustainability: Community-centered design has longer lifespans and deeper social value
  • Innovation: Cross-disciplinary thinking generates solutions no single expert would devise alone

The best urban designers today aren’t ego-driven visionaries—they’re orchestrators of expertise, facilitators of diverse perspectives, and stewards of democratic participation in shaping public space.


Government Initiatives: Policy and Investment Catalyzing Architectural Innovation

Great architecture rarely emerges from market forces alone. Government policy, zoning reform, and strategic investment are the scaffolding upon which innovative urban places are built.

Policy Frameworks Enabling Innovation

Form-Based Codes replace restrictive zoning that mandates separation of uses with regulations focused on the form buildings take and how they meet streets. This shift—prioritizing walkability and mixed-use integration—has enabled projects like Portland’s Pearl District and Miami’s Wynwood to thrive.

Inclusionary Zoning Policies require or incentivize developers to include affordable housing within market-rate projects. While imperfect, these policies address the housing affordability crisis that plagues American cities. Cities like San Francisco and New York have embedded affordability requirements into development approvals.

Transit-Oriented Development (TOD) Policy concentrates zoning density and investment around public transit. Rather than sprawling car-dependent development, TOD policy bundles housing, mixed-use development, and transportation infrastructure to create walkable communities. Arlington, Virginia’s Rosslyn-Ballston Corridor shows how deliberate TOD policy can transform communities.

Adaptive Reuse Incentives through tax credits and streamlined approval processes encourage historic preservation while generating new uses. The federal historic tax credit has catalyzed billions in private investment in adaptive reuse projects.

Government Investment in Public Space

Public space isn’t a market commodity—it’s infrastructure that markets reward but governments must fund.

Placemaking Initiatives like Bloomberg’s Placemaking Program transformed underutilized public spaces by funding temporary installations, events, and programming that demonstrated latent community potential. These investments often catalyzed private development and permanent improvements.

Public Art Integration funded through percent-for-art ordinances embeds cultural value into urban environments. Cities like Seattle have mandated that a percentage of development costs fund public art, resulting in vibrant civic experiences.

Parks and Greenway Investment like Atlanta’s BeltLine, funded through a combination of public bonds and public-private partnerships, catalyzed economic revitalization while improving public health, environmental quality, and equity of access to recreation.

International Models Worth Learning

Copenhagen’s Climate Adaptation Strategies demonstrate government-led innovation. Rather than treating flood management as purely engineering, the city created attractive climate adaptation landscapes—sunken parks and bioswales that manage stormwater while providing recreational amenities.

Seoul’s Cheonggyecheon Restoration involved government-mandated removal of a freeway and restoration of a buried stream. What seemed economically illogical became a transformational public space that generates immense civic value and economic activity.

Barcelona’s Superblocks Initiative reorganizes traffic patterns to prioritize pedestrians and cyclists over vehicles. The government restructured street hierarchies and speed limits to create car-free neighborhoods that increased social interaction and public health.

Singapore’s Housing Development Board demonstrates how government can solve housing affordability through direct provision. Rather than relying on market-rate development, Singapore builds public housing that serves diverse income levels while maintaining quality architecture and community spaces.

The Infrastructure Gap

Despite policy frameworks and demonstrated models, American cities face a critical funding gap. Infrastructure investment remains insufficient for the retrofitting, transit expansion, and public space improvement that cities need. Cities that innovate do so often despite budget constraints, not because of adequate public investment.

The federal infrastructure bills represent a partial correction to decades of underinvestment, but channeling those funds toward innovation—rather than merely maintaining aging systems—requires visionary governance and technical capacity.

What Works: Policy Lessons for Innovative Urban Development

  • Clear vision: Cities with coherent long-term visions (Vancouver’s EcoDensity Initiative, Portland’s sustainability goals) attract development aligned with community values
  • Expedited approval: Remove bureaucratic barriers for projects meeting sustainability and equity criteria
  • Mixed financing: Combine public investment, tax incentives, and private capital rather than relying on any single funding source
  • Equity as requirement: Make affordability, minority-owned business support, and community benefit non-negotiable components of public investment
  • Flexibility over prescription: Allow developers and designers freedom to innovate within policy frameworks, rather than mandating specific solutions
  • Regional coordination: Prevent sprawl and maximize infrastructure investment efficiency through coordinated policy across jurisdictions

The Convergence: When Communities, Professionals, and Governments Align

The transformational urban projects of our era aren’t accidents. They emerge when three forces align:

  1. Community aspiration: Neighborhoods articulate what they need and deserve
  2. Professional expertise: Architects, planners, and engineers synthesize that vision into buildable, beautiful, sustainable form
  3. Government commitment: Policy, zoning, and investment create the conditions where ambitious projects become economically feasible

Projects like Toronto’s St. Lawrence neighborhood (community-driven mixed-use development with government support), Melbourne’s cultural precinct (government investment attracting architectural talent), and Portland’s comprehensive sustainability integration (clear policy enabling private innovation) demonstrate that this alignment is possible.

The trajectory of urban development is shifting away from isolated towers and sprawling suburbs toward denser, more mixed, more collaborative, and more accountable approaches to shaping cities. This shift isn’t driven by single visionaries or pure market forces—it’s driven by communities demanding better, governments investing in shared futures, and architects willing to listen, collaborate, and serve purposes larger than their own creative expression.

That’s where design visioneering becomes design action.


The Opportunity for edESTESdesign

Whether you’re developing mixed-use projects that serve entire neighborhoods, stewarding collaborative design processes that bring diverse perspectives into alignment, or working with government partners to translate policy into transformational built outcomes, the framework is the same: listen deeply, design inclusively, and measure success not by architectural applause but by the quality of lives lived in the spaces you create.

That’s architecture with purpose. That’s design that matters.

The $2BN Airport Built in a Swamp

Video narrated and hosted by Fred Mills.

India is building its answer to Changi.

It’s called Navi Mumbai International Airport (NMIA) and phase one of the project opened to passengers in December last year.

Once the final phase of work is complete, NMIA will welcome an astounding 90 million passengers a year, 20 million more than Changi.

Comparing any airport to Singapore’s jewel is cause for raised eyebrows – it’s arguably the best facility of its kind in the world. But remember, all airports start somewhere – Changi was a military airbase long before it became a world leading civilian facility.

However, the engineers behind Navi Mumbai could only dream of building on top of an airbase: their reality was entirely different. They were tasked with developing an airport on a swamp covered in unstable mud flats, a giant hill and a river flowing through the middle of it.

While the renders of Navi Mumbai International look spectacular, the airport’s location has been an absolute nightmare.

Above: A render of Navi Mumbai International Airport terminal 1. Image: Zaha Hadid Architects.

The Mumbai problem

India has one of the fastest growing aviation sectors on the planet, behind only China and the US.

The number of operational airports in the country has doubled in the last decade, as Prime Minister Narendra Modi looks to overhaul India’s travel infrastructure, and yet Mumbai, its financial powerhouse, is under-resourced.

A number of the world’s most prominent cities feature multiple major airports which is crucial for visitor numbers, business trips and cargo. As an example, London is serviced by six major airports.  All of those facilities combined handled a whopping 177 million passengers in 2024.

Mumbai, however, has historically had just one major airport.

That would be like London having just Heathrow; the city would miss out on nearly 100 million passengers a year and given India’s rapidly growing aviation sector, the country is desperate to improve capacity to its financial capital.

The answer that India’s authorities came up with was simple – a second major airport for Mumbai – but executing an idea of this scale is rarely as straightforward as having the epiphany itself.

The biggest problem faced by Mumbai’s second major airport plan is experienced by major cities around the world: space.

Mumbai Airport is already at capacity. Terminal 1 is going through a redevelopment but there isn’t a lot of scope for expanding the footprint. On every side, there are densely packed communities that would be a nightmare to move and it’s not like they didn’t try – the evidence is found at Terminal 2.

The concourses are asymmetrical. The initial plan was for them to be the same length but because of the challenges faced in moving communities on the airport boundary, the second concourse had to be redesigned.

Above: Mumbai Terminal 2 features a short second concourse because of the limited land space.

Aircraft traffic is also limited because of the intersecting runways. The design stops planes landing and taking off on each strip at the same time and as we’ve made clear, there’s very little space to build parallel runways elsewhere.

Mumbai is missing out on potentially millions of passengers and tonnes of cargo every year and the city’s key airport is crying out for help.

A major expansion is out of the question and so is any notion of developing another massive airport anywhere near the city centre – so where do you go?

Getting away from the city

Following a ten year search for a home for the new airport and a further three year process to buy land, officials ended up in Navi Mumbai, about 40 kilometres away from the old commercial centre of Mumbai.

In what has become a growing trend over the last decade, the Navi Mumbai International site is on the coast and it’s built on largely reclaimed land that required a lot of preparation.

Before any work could begin on laying the foundations in 2018, three key hurdles needed to be tackled:.

  • Ulwe Hill
  • Swamp land
  • Ulwe River
Ulwe Hill

Right in the middle of the site for the new airport was Ulwe Hill – 92 metres of solid rock. 

To create space and clear the air-path, it needed to be completely flattened before any building work could take place. Construction crews demolished 62 million cubic metres of rock through controlled blasting to protect the surrounding villages.

But what do you do with all of that blasted rock?

Swamp land

The material was repurposed. Hundreds of acres of this airport is constructed on swamp land, covered in mud flats and mangroves that needed to be levelled and stabilised.

To do so, they raised the ground by about six metres using the newly sourced rock. Teams blasted Ulwe Hill at specific explosive power designations to create rock fragments the ideal size for land development and reclamation.

The blasted rock was dumped into marshy areas, puncturing and displacing the soft clay. The weight of the rock compacted the soil to make it strong and in turn limited the amount of intensive treatment needed to thicken any remaining weak ground.

Ulwe River

Before site work began, Ulwe River cut right through its centre. Engineers were left with little choice but to completely reroute it.

The river was moved to the airport boundary, cut on a right angle to navigate around the site and it wasn’t just relocated: it was expanded.

Above: Ulwe River cut through the centre of Navi Mumbai International Airport site and so it was redirected.

NMIA is surrounded by villages whose people have watched this site completely transform but within those communities, there’s a very real concern about flooding.

Swamp and wetlands absorb water through the vegetation and soft soil but large swathes of that land have been filled in with non-absorbent rock, leaving villagers wondering where water will run during heavy rainfall. It’s why Ulwe River has been widened and deepened.

In some areas it’s grown from 25 metres wide up to an impressive 200 metres wide. The hope is that the larger river area will control excess water during floods.

Welcome to Navi Mumbai International

Following seven years of construction, the first phase of the airport opened on Christmas Day 2025 and features a control tower, a single runway, a fire station and terminal one.

Already, Navi Mumbai Airport is able to serve 20 million passengers a year and half a million metric tonnes of cargo but by the end of phase five in the 2030s, this airport will be unrecognisable.

The site will be enhanced with a second parallel runway, three more terminals and additional cargo capacity.

Designed by Zaha Hadid Architects, it’s modelled to resemble a lotus flower, the national flower of India.

The foundations are developed using high strength reinforced concrete and precast panels to speed up construction. It’s a really impressive accomplishment given the incredibly impractical site condition at the start of the process.

At the front, twelve columns shaped like unfolding petals diffuse light into the terminal as part of a striking two-tier system. Seventeen giant columns are then hidden behind them to take the incredible weight of the 370-metre canopy roof.

Above: Navi Mumbai International Airport is inspired by a lotus flower. Image: Adani.

The curved roof is created using a steel framework, supported by a network of steel girders and cladding. Each section acts like a petal, formed using large span rectangular steel trusses.

The trusses are capable of supporting great weight and in doing so, they limit the number of interior structural columns. The goal was to create a beautiful, open space with natural light flooding through the sky lights.

But those curves in the roof are about a lot more than just giving passengers something pretty to look at. They actually catch and channel monsoon rainwater, while reducing wind resistance.

What’s the problem?

Understandably, moving away from the hustle and bustle of central Mumbai offers room to play with but what makes less sense is the very limited travel infrastructure leading to this now open and active airport.

A new network of roads has been built but for the time-being but there’s no rail access. There are reports the mobile connectivity is pretty poor so communicating with app-based transport systems is a real challenge and the taxi system is facing delays.

A metro line is planned between the old airport and Navi Mumbai International but that won’t be ready for a number of years.

The one silver lining is the impressive Trans Harbour Link, the country’s longest sea bridge opened in 2024, connecting Mumbai with Navi Mumbai.

But the journey to the new airport by car can take up to three hours from some suburbs of Mumbai and that’s the last thing you need ahead of hopping on a long haul flight.

Navi Mumbai International isn’t the first airport to face teething issues after opening (and it absolutely won’t be the last) but following a decades-long wait for Mumbai to open a new airport, it feels slightly rushed.

The search for a building site found swamp land with a giant hill and a river flowing through its centre and now, the airport has opened without any rail access.

Although let’s be clear, we’re still at phase one of the project. Navi Mumbai International has an incredibly exciting future and it looks like one of the world’s fastest growing aviation economies could be about to reach new heights.

Trump’s D.C. makeover is a major threat to the city’s architectural splendor

by Philip Kennicott |

A loosely circular driveway sweeps through the White House grounds, just below the beloved South Portico of the mansion. Its shape echoes a larger park, known as the Ellipse, which connects the president’s home to the National Mall. It also mirrors the curving pathways of nearby Lafayette Square, on the north side of the complex.

The simple symmetry of this modest roadway and the grace of the White House south grounds are no accident: They were the vision of the great landscape architect Frederick Law Olmsted, Jr., one of the original members of the Senate Park Commission, which created the monumental core of Washington as we know it, more than a century ago.

The geometry of this driveway — a small but resonant element of Olmsted’s master plan for the White House campus — will soon be erased, now that a federal judge has allowed President Donald Trump to proceed at least temporarily with construction of his 90,000-square-foot, $400 million ballroom. The ballroom, which will be larger than the original mansion, is so gargantuan that the original curving road simply won’t fit. To make room for Trump’s entertaining and fundraising space, a large notch will be clawed out of the driveway, according to drawings released by Shalom Baranes Associates, the D.C.-based architecture firm overseeing one of the most unpopular projects of the president’s second term.

A vintage aerial view of the White House grounds, looking east. (Library of Congress)

Washington has a composed geometry built up from significant details like this elliptical drive. As with the diagonal avenues that connect symbolically important circles, squares and civic landmarks, the Platonic perfection of this shape is best appreciated from the air. But it is a vital reminder of the care taken, over the past 200 years, in the design of the capital city, and the deference paid to a set of aesthetic and cultural values that came out of the Enlightenment, including a love of symmetry, repetition, iterative patterns and a fine balance between grandeur and grandiosity.

Trump is the most significant threat to the city’s architectural and design legacy since British forces burned the Capitol and White House during the War of 1812. He has already demolished the East Wing of the White House, which dates to the administration of Franklin D. Roosevelt. He will replace it with a building that makes James Hoban’s neo-Classical executive mansion a mere appendage to a space meant to function like a hotel-convention-center-entertainment venue. He has proposed (but temporarily delayed) painting the next-door Eisenhower Executive Office Building a blinding shade of white, which preservation groups argue could irreversibly damage the stone facade.

President Donald Trump has proposed — but temporarily delayed — painting the Eisenhower Executive Office Building a blinding shade of white. (Al Drago/For The Washington Post)

He wants to build a 250-foot-tall memorial arch near the most hallowed ground in the country, Arlington National Cemetery. His “Independence Arch,” which he has said will honor himself personally, would dwarf the largest victory arches in the world, including the arch in Pyongyang, built in 1982 to honor North Korea’s murderous dictator, Kim Il Sung. Only Eero Saarinen’s slender ribbon of steel, the Gateway Arch in St. Louis, would be taller. Although it would be built in a traffic circle on the Virginia side of the Potomac, the Trump arch would compete with some of the tallest buildings in Washington, including the Washington Monument and Washington National Cathedral, fundamentally altering a meticulously preserved skyline.

The president’s proposed “National Garden of American Heroes” would introduce a forest of quickly designed statues to the banks of the Potomac almost opposite the new triumphal arch. A sylvan space defined by monumental memorials to Roosevelt, Martin Luther King, Jr. and Thomas Jefferson would be cluttered, wax museum-style, with hundreds of stubby tributes to showbiz stars, folk heroes and sports celebrities.

These proposals, the rush to realize them, the stacking of key oversight groups with Trump loyalists and flunkies and the collaboration of firms like Shalom Baranes Associates, have upended and effectively destroyed the process of design review — which has until now preserved Washington as a monumental, picturesque capital.

They would also manifest in stone, cement and steel a vision of the city fundamentally at odds with the democratic ideals of the city’s founders, the stewards of its expansion in the 19th and 20th centuries, and the vigilance of its latter-day defenders against shabby development, cheapness and commercialization.

An 1807 rendering of the White House, including proposed North and South porticos, later built with some minor changes. (Library of Congress)

In 1806, Benjamin Latrobe, perhaps the first great architect in America, sent a letter to Congress, defending his work on the U.S. Capitol, which was then under construction. Latrobe, who also contributed to the interiors of Hoban’s White House, was a proud and difficult man, and his letter to Congress, which exercises authority over the design of the nascent city — a duty it is now shirking — was prickly and defensive. But in it, he articulated foundational principles for the aesthetics and architecture of the new republic, which recognized no kings, and no absolute authority beyond the laws and the Constitution.

“Nothing appears so clear,” he wrote, “as that a graceful and refined simplicity is the highest achievement of taste and art.” American buildings should be “chaste and simple,” and to ornament them just for the sake of surface attraction was folly.

“We find ornaments increase in proportion as art declines, or as ignorance abounds,” he maintained.

This was the common language of American architecture at the time — stately, chaste, simple, dignified — and it echoed ideas from a half-century earlier, as capitalism and representational government were together forging a new, bourgeois worldview. In Adam Smith’s 1759 “Theory of Moral Sentiments,” the Scottish philosopher and economist sometimes called the Father of Capitalism wrote that two new aesthetics were in competition as the world industrialized and broke down the old, feudal orders.

One was based on greed, power and avidity; the other on equity, justice and humility. These values would express themselves in our political systems, our economies, our ethics, our art and our architecture.

Fresh dirt can be seen piled up in early March at East Potomac Golf Links, which has become a makeshift dumping ground for soil and debris from the East Wing of the White House. (Al Drago for The Washington Post)

“Two different models, two different pictures, are held out to us, according to which we may fashion our own character and behaviour,” he wrote. “The one more gaudy and glittering in its colouring; the other more correct and more exquisitely beautiful in its outline; the one forcing itself upon the notice of every wandering eye; the other, attracting the attention of scarce anybody but the most studious and careful observer.”

The elliptical drive at the White House, about to be disappeared by a gaudy new ballroom, was the exact sort of subtle detail that delighted the designers of early Washington, a pattern hidden in plain sight that would attract the attention of only “the most studious and careful observer.” The ballroom itself, which Trump has promoted as spectacular and ornate, exemplifies the aesthetic — and moral value system — that Smith found both dangerous and abhorrent.

How did we get here? How have we strayed or been misled so far from the values, ideals and aesthetics that gave Washington its current form?

Trump doesn’t have a coherent or consistent aesthetic ideal. Rather, the veteran real estate developer has reflexive responses and aesthetic tics when it comes to design — and for a president, an unprecedented willingness to assert them. Three of these habits are easy to see in his plans for Washington, mirroring his style of politics and his use of rhetoric and language. He has a primitive attraction to the big, the grand, the colossal. When he speaks, he uses superlatives reflexively, and he brings the same sensibility to architecture. And just as nature abhors a vacuum, Trump abhors anything he sees as empty. There is no value in silence, no beauty in open, uncluttered spaces. Everything must be filled, branded, made busy. Finally, he has no sense of context or formal relationships, no understanding of the hierarchies of how buildings (and institutions) relate to each other, to history, to formal plans.

The design of beautiful cities, and the design of effective governments, are predicated on “gentleman’s agreements,” voluntary deference to precedents and conventions. Trump respects none of this.

But there is a fourth deficiency in his understanding of architecture and design, which arises from and amplifies his other three failures of taste and judgment: He appears utterly uninterested in basic American values, history and symbols, and so there are no guardrails, no limits, to the damage done by his other failings.

Traffic crosses Arlington Memorial Bridge, close to where President Donald Trump wants to build a 250-foot-tall memorial arch. (Al Drago for The Washington Post)

Trump’s single-minded and unwavering preference for the biggest, his equating of size with significance, has become so familiar we have started to overlook it. But the architectural consequences for Washington will be devastating. When Stanford White — whose architecture firm McKim, Mead & White designed several branches of New York’s Public Library and the original Pennsylvania Station — drafted a memorial arch, he included in an 1892 rendering the figure of a man holding a measuring stick to offer a sense of its size. The arch, built in Manhattan’s Washington Square Park to honor the nation’s first president, rose to 77 feet, a bit taller than the ancient Roman Arch of Titus on which it was loosely modeled. But while grand and imposing, it still had a relationship to human scale.

Trump’s arch will dwarf this, and all other ancient precedents. Only the monuments erected by modern governments that rule by terror and dehumanization offer any comparable examples. And it is larger than many of those, too, dwarfing the Victory Arch in the North Korean capital of Pyongyang.

It will also fundamentally alter one of the essential elements of what is known as the McMillan Plan, the Senate Park Commission’s 1902 redesign of the capital city which created the National Mall and the monumental core of Washington. The McMillan Plan forged a grand, axial vision of national healing and reconciliation that symbolically reconnected the North and the South by a bridge across the Potomac, joining a city of the dead at Arlington Cemetery to the city of the living, with the Lincoln Memorial as a hinge point. Long vistas and clear views drew the eye from the memorial to the military architect of Civil War victory, Ulysses S. Grant, at the base of the U.S. Capitol, to the temple devoted to the political architect of reunification, Lincoln, more than two miles away. The men and women who sacrificed their lives for reunification were honored by the Arlington Memorial Bridge leading to the cemetery and low-lying hills of Virginia just beyond.

That open view across the Potomac River to the hallowed burial ground was essential. A winning design in an early competition for a bridge at that crossing included two massive arches over its central piers — small compared to Trump’s arch, but large enough to impede views. The leaders of the McMillan Plan not only rejected these arches, they took particular care to keep sight lines open and the design of the shallow, low-slung bridge (by McKim, Mead & White) simple and elegant. They also stripped away a complex plan for some 40 decorative sculptures. The closer they got to the final resting place of Civil War soldiers, the more the planners insisted on dignity, sobriety and simplicity.

All of Trump’s proposed designs for a victory arch that he has shared on social mediawould block that carefully preserved view. One would also be laden with gilded statues, eagles and other glittering ornamental forms.

To understand the true scale of Trump’s ballroom, you have to get beyond the mere size of its floor plan — at 90,000 square feet, almost twice as large as the original structure’s 55,000 square feet. Rather, you need to take into account the context of the White House grounds and the surrounding federal buildings. The scale of the addition will destroy any sense of symmetry between the East and West wings and reorient the White House campus to the east, where it faces the massive Treasury Department building, a dispiriting, fortresslike phalanx of Ionic columns that natter on like someone discoursing on the infallible wisdom of free markets. Renderings of the new structure make it look like the old White House mated with Treasury, spawning a grotesque creature that has traded the livability of a domestic space for the untrammeled power of a banking colossus.

Trump’s gilded arch, ballroom and his redesign of the Oval Office with incrustations of historically anachronistic gold ornament, introduce a fussiness and busyness into a Washington aesthetic that has generally favored the chaste and simple, at least when it comes to the profile of classical buildings. His hanging of banners — in many cases featuring gigantic portraits of himself — as well as projecting images onto the blank face of the city’s most sublime and minimalist structure, the Washington Monument, suggest a need to fill in blank space, animating planes that are meant to be spare and quiet. The ballroom isn’t simply too big, it is also too busy.

Like the news cycle, architectural and urban spaces are treated as mere voids, waiting to be filled with Trumpian noise. Once filled, he owns them, at least in his own mind. Once owned, they can be monetized, and it’s likely only a matter of time until advertising is projected onto the Washington Monument and other structures.

Visitors at Arlington National Cemetery look toward the Lincoln Memorial and downtown Washington. (Al Drago for The Washington Post)

All of this has consequences on a deeper, symbolic level. The ballroom reorients the White House to suggest that it is fundamentally responsive to economic rather than civic power, confirming visually what is too often the case politically: The executive serves the financial class first and foremost.

The triumphal arch will be placed on the Virginia side of the Potomac River, effectively crowning the South as the victor in the Civil War. That too reaffirms in visual terms what is too often the case in civic life: That the values of the Confederacy, including its deeply entrenched racism and violence, remain extraordinarily powerful in American culture. The gilding of the arch echoes the tinsel applied to American history through entrenched mythologies like the Lost Cause.

There is no final price tag on all of this, beyond a few figures floated by the president, who has said that his $400 million ballroom will be financed privately — by billionaire donors and corporations maintaining contracts with the federal government in the hundreds of billions of dollars. Some of the funding for the National Garden of American Heroes will come from siphoning money out of the National Endowments for the Arts and Humanities. We may never know how much it all costs, or who curried favor by paying for it, or what conflict-of-interest lines were crossed.

But the larger, less tangible costs can be roughly tabulated. The Commission of Fine Arts, which was created in 1910 to oversee the design of the city and execute and protect the vision of the McMillan Plan, is now a toothless organization stacked with loyalists including some with no expertise in design or architecture — among them a 26-year-old White House aide who has served as the president’s executive assistant.

Design review is dead, and with it the values of simplicity, chastity and modesty celebrated by Latrobe and Smith. Washington is now subject to design by fiat, by whim, by executive orders, whether legal or not. Trump is moving quickly to introduce noise, disorder and incoherence into the design of the capital city. It will be a lot less beautiful. And people who live here and those who visit may not know why, but they will sense that disorder and incoherence and tune it out, like just more noise.

A biker rides past Arlington Memorial Bridge on the Virginia side of the Potomac River. (Al Drago for The Washington Post)

Is Africa’s skyscraper mini-boom a cause for alarm?

by Amy Frearson |

Africa is experiencing a mini-boom in skyscraper construction, with new towers rising in Egypt, Ethiopia, Ivory Coast and more. But are they symbols of progress or just vanity projects? Dezeen editor-at-large Amy Frearson investigates.

The Tour F in Abidjan, Ivory Coast, will soon become the continent’s tallest building, expected to reach its full 421-metre height later this year.

It will steal the title from the 394-metre Iconic Tower in Cairo, Egypt, which became Africa’s first completed supertall – a title given to buildings over 300 metres – when it opened in 2024.

High-rise building gathering pace

The situation is in stark contrast to a decade ago, when the Carlton Centre in Johannesburg, South Africa, was still the only African building to surpass the 200-metre mark.

This 201-metre tower was the continent’s tallest for 46 years, but it looks like it will be pushed out of the top 10 in the coming months.

A spate of recent completions includes the 250-metre Mohammed VI Tower in Salé, Morocco, finished in 2023, and the 209-metre Commercial Bank of Ethiopia Headquarters in Addis Ababa, Ethiopia, built in 2021. Many more are scheduled for this year.

The rate of development still pales in comparison to North America and Asia, but it appears to be gaining pace, which has triggered concerns.

Tour F under construction in Abidjan
The 421-metre Tour F in Abidjan, Ivory Coast, is set to become Africa’s tallest building. It is due to complete this year. Photo by Zaizone via Wikimedia Commons

Somalia-based architect Omar Degan, co-founder and curator of the inaugural Pan-African Biennale of Architecture, worries that most of these skyscrapers are being built with little regard for local building traditions and lifestyle habits.

“The rapid rise of skyscraper construction across African cities raises critical questions around identity, power, climate and urban futures, particularly as many cities navigate growth through imported models rather than locally rooted architectural logics,” he told Dezeen.

“I think it’s essential to unpack both the opportunities and the risks this brings,” he said. “And to ask whether verticality can meaningfully respond to African contexts rather than simply replicate global templates.”

Degan is not opposed to skyscrapers in African cities per se, but he wants to see models that reflect African cultural identity.

“I think there have been missed opportunities to see skyscrapers as a way of identifying a nation,” he said. “I would love to see a Moroccan skyscraper or a Nigerian skyscraper.”

But what’s fuelling this mini-boom, and can we expect it to continue?

According to Jason M Barr, professor of economics at Rutgers University-Newark, the data points to a link between African skyscraper construction and economic growth.

“Iconic buildings can benefit African cities, but the economics must work”

Statistics from the Council on Vertical Urbanism reveal that South Africa and Egypt, Africa’s two largest economies, account for around 75 per cent of all buildings of more than 30 storeys in the continent.

Egypt also has more of the tallest buildings under construction than the rest of Africa combined, in both Cairo and the nation’s new capital.

“Countries generally don’t build tall buildings unless all the ‘economics ducks’ are in a row, as they are expensive to build and operate,” explained Barr, author of the book Cities in the Sky: The Quest to Build the World’s Tallest Skyscrapers.

“If you look at the breakdown of usages for all 30-plus-storey buildings in Africa, most are offices, residential or mixed-use buildings, which are compatible with the economic need for tall buildings,” he told Dezeen.

Iconic Tower in Cairo
The 394-metre Iconic Tower in Cairo, Egypt, became Africa’s first supertall when it completed in 2024. Photo by Mohamed Ouda via Wikimedia Commons

Barr argues that African cities can benefit from the power of tall buildings as “confidence boosters”. He said that few appear to be “white elephants” – built as status symbols rather than to meet a real need or demand.

“Iconic buildings can benefit African cities, but the underlying economics of these buildings must work – that is to say, the revenues paid by the occupants must cover the construction and operating costs,” he said.

“Given the history of economic and political troubles in Africa, we tend to associate Africa’s rising towers as emerging from that milieu,” he added. “But rather, its rising towers appear to reflect these countries’ desire to join the global community.”

Nigerian architect Tosin Oshinowo is more sceptical. She sees a clear divide between skyscrapers rising in Egypt and those going up in other African cities.

“A skyscraper is ultimately a symbol of progress,” she said. “I see countries in Africa beginning to think in that capacity, not because the economies are strong enough to achieve it, but because they want to present the narrative.”

“Is this what Africa needs? I don’t think so”

As Oshinowo points out, Africa accounts for just under three per cent of global GDP and doesn’t have the same issues of land availability as other territories, such as Europe or the Middle East.

It leads her to question whether developments like Eko Atlantic City, a huge new high-rise district being built in her home city of Lagos, are appropriate. She believes density could be achieved in buildings that are more African in their scale and approach.

“The world has a narrative of what we consider progress, and anything that deviates from that is just not seen as progressive,” she said.

“But there are many ways that we can solve these problems, so it doesn’t merit the justification of this symbol. And is this symbol what the continent needs? I don’t think so.”

Oshinowo cites Africa’s shortage of steel manufacturing as one reason why skyscrapers make less sense here.

It’s expensive to import, so local contractors don’t have the necessary construction expertise. Many of the skyscrapers now under construction are being built by Chinese companies.

Electricity is another problem; unlike North Africa, cities in West and Sub-Saharan Africa regularly experience power outages.

“The tall building requires certain infrastructure and amenities that we don’t have as standard,” Oshinowo said.

“When you bring in a typology that requires them, it’s a very different ballgame. What happens if you’re in the lift and the power goes out?”

But Belgian architect and construction consultant Hans Degraeuwe, who has been working in Africa for over 15 years and lives part-time in Lagos, argues that high-rise building may be a necessity as cities develop further.

Addis Ababa
The 209-metre Commercial Bank of Ethiopia Headquarters became the tallest building in Addis Ababa in 2021, but will soon be overtaken by the 327-metre Ethiopian Electric Power Headquarters. Photo by Fanuel Leul via Unsplash

“Unlike the urban sprawl that happened in America, Africa has to go vertical because it cannot simply afford to make the road infrastructure, power infrastructure or data infrastructure,” he told Dezeen.

Backed by a sovereign wealth fund, Degraeuwe is currently developing a model for customisable, modular high-rises, with plans to roll out different versions on 24 test sites across Africa pre-fabricated in Lagos.

He believes that prefabrication technologies could offer an answer to issues around not just skyscraper construction expertise but utility shortages – with the buildings themselves providing basic infrastructure for entire neighbourhoods.

“The skyscrapers we want are not just five-star hotels,” he said. “We want to have a hotel combined with a hostel, a medical clinic and a water-purification station.”

“I’m trying to create vertical communities that mix different functions, including affordable housing.”

Whether this low-rise continent manages to adapt models of vertical urbanism to fit its needs remains to be seen. Either way, the high-rise trend isn’t showing signs of slowing just yet.

The main photograph is by Youssef Abdelwahab via Unsplash.

Who is a woman who’s made an impact on your career?

by Edward Mitchell Estes

For me, the answer is my mother, Emellen Mitchell Estes. Long before I was designing urban spaces or serving as Mayor, she was the one who gave me the “zoning permits” to build imaginary cities in our backyard in Atlanta.

An educator at heart, Emellen was a graduate of two iconic HBCUs—Morris Brown College and Atlanta University, now known as Clark-Atlanta University. She served as a teacher and Principal in the Atlanta Public Schools during the segregated 50s, 60s, and 70s. Despite the challenges of the era, she and my father fostered my passion for art, architecture, and the performing arts.

A tribute to Emellen Mitchell Estes, a dedicated educator and mother, whose influence shaped a legacy in architecture and education.

She didn’t just teach me how to build; she taught me who I was. She shared our rich ancestral history and kept me grounded in faith at the historic Big Bethel AME Church on Auburn Avenue.

I am the architectural designer, urban planner, and graphic & web designer I am today because she believed in the blueprints of my imagination.

Hassell and SOM set the benchmark for Bradfield City’s foundational precinct

The Bradfield Development Authority has revealed the next major milestone in the creation of Australia’s first new city in more than a century, unveiling the master plan and concept design for Bradfield City’s First Land Release, known as Superlot 1.

by Clémence Carayol

Designed by Hassell and Skidmore, Owings & Merrill (SOM), in collaboration with cultural design partners Djinjama and COLA Studio, the ambitious reference design establishes a new benchmark for sustainable, inclusive and future-focused urban development. 

The precinct will serve as the physical and symbolic gateway to Bradfield City, setting the tone for its evolution as Western Sydney’s new urban heart.

“We set out to create a precinct where nature and urban life are intertwined, ensuring Bradfield City feels welcoming, sustainable and uniquely of its place,” says Kevin Lloyd, Principal, Hassell.

Bradfield City First Land Release - Hotel and Commercial.jpg

Delivered by the NSW Government alongside developer and investor Plenary, the First Land Release is envisioned as a vibrant, 24/7 mixed-use precinct that will catalyse investment, innovation and community life.

More than 1,400 new homes will be delivered, including 10 per cent dedicated to affordable housing, alongside commercial, retail and community spaces. 

The precinct is strategically positioned within minutes of the new Metro station and the expansive Central Park, reinforcing Bradfield City’s role as a highly connected metropolitan centre.

At the core of the master plan is an ambition to create a place where transport connectivity, urban density and deep respect for Country coexist. 

This vision is expressed through the ‘Green Loop’, a 15-metre-wide landscape spine that weaves Moore Gully’s natural systems through the built environment. Shaped by extensive First Nations engagement and informed by Country through cultural design partner Djinjama, the landscape and architecture feel intrinsically connected to place from the outset.

Bradfield City First Land Release - Green Loop View.jpg

Anchoring the Green Loop is the Community Gathering Space, an intergenerational hub housed within a striking timber pavilion. Its woven canopy of interlocking timber reflects the Aboriginal principle of “Enoughness”, taking only what is needed, offering a sustainable prototype for learning, gathering and connection that exists in harmony with the loop’s water and biodiversity systems.

The precinct’s design prioritises permeability and movement. A fine-grained network of active streets and mid-block pathways promotes walkability, safety and vibrant street life. At ground level, public spaces, retail, lobbies and shared amenities activate street frontages, encouraging daily interaction and participation in community life.

As an economic and cultural anchor for the new city, the First Land Release will integrate a major education campus, a hotel and commercial office spaces, strategically clustered near the Metro to foster a thriving innovation hub. 

A diverse housing mix — including student accommodation, affordable housing and market-rate apartments — ensures a truly intergenerational community from day one.

Bradfield City’s First Land Release represents a confident new model for city-making: one that celebrates Country, champions sustainability and innovation, and places community at its core, setting a powerful precedent for Sydney’s newest city.

“To design a new city is both a rare opportunity and a profound responsibility. Bradfield City is a chance to shape a vision with Country and community, embedding resilience, sustainability, and innovation into every layer of the city,” says Michael Powell, Senior Associate Principal, SOM.

Images:  Bradfield City First Land Release / supplied
 

Church Street, U Street + Reeves: A Look At The 14th Street Development Pipeline

by UrbanTurf Staff

Only a few large developments are still in the works along 14th Street, a corridor that defined DC’s development boom a decade ago. 

Today, UrbanTurf takes a look at the projects planned, delayed or under construction along and adjacent to the 14th Street Corridor. If we missed a big one along this route, shoot us an email at editor(at)urbanturf.com.


1250-U.jpg

Temperance Mews at U Street Metro

After securing all necessary approvals, Eastbanc and Jamestown listed the development site that sits at the Metro station at 13th and U Streets NW (map) for sale last year. The project, which was pitched back in 2022, never got started due to high construction costs.

The approved proposal included a 10-story building with 117-143 new residential units, retail, and 55-67 hotel rooms. There are also plans for 36 stacked duplex units along a “mews” greenspace in the public alley perpendicular to U Street.


14-aerial.jpg

Apartments, A Plaza + Dave Chapelle

There hasn’t been much movement of late on plans to redevelop DC’s Reeves Center at 14th and U Streets NW. 

In 2023, MRP Realty, Capri Investment Group and CSG Urban Partners were chosen to redevelop the building into 108,000 square feet of new Class A office space for the NAACP and DC agencies, a 24,000 square foot plaza, 322 mixed-income apartments, and a 116-key hotel. The retail space will include a restaurant from Top Chef participant Carla Hall and a comedy club from Dave Chapelle.

A 17,000 public plaza would be named for Frederick Douglass, and the project will provide space for The Alvin Ailey School, the Viva School of Dance and the Washington Jazz Arts Institute. Michael Marshall Design is the project architect. 


MCWB_ChurchSt_FrontPerspective_PRINT.jpg

14 Church

A large new condo development is coming to a block in Logan Circle that helped start the development boom along 14th Street NW over 20 years ago. 

Holladay Corporation is set to deliver 14 Church, a 65-unit project at 1455-1457 Church Street NW (map), at the end of 2026. The six-story building, designed by Eric Colbert and Associates, will incorporate the façades of the two existing structures on the site along with the adjacent empty lots. The development will deliver a mix of one- and two-bedroom condos and building amenities include a roof deck, a bike room and underground parking. 

Taoyuan Station

Taoyuan City, Taiwan

In the northwest of Taiwan lies Taoyuan City, a large metropolitan area that hosts the country’s largest airport, serving as the main gateway to the country. Over the past twenty years, Taiwan has been transforming its aboveground railway system into an underground transport network. Like other cities in the country, Taoyuan has grappled with the constraining influence of railway tracks on the development of its city center. Amidst this significant ongoing transformation, there is a strong aspiration to forge connections between the northern and southern parts of the city.

As a pivotal initiative within the two-phase masterplan, Taoyuan Station is set to emerge as the city’s central axis. Located in the old city center, the new Taoyuan Station is a large, covered plaza encompassing commercial spaces, a metro, a bus station, and underground railways. The roof canopy spans three volumes and two voids, which are well-connected to the underground levels. The heavy structural columns are divided into slimmer ones, creating a sense of lightness that supports the large canopy, making it appear as if it is floating above the site.

Taoyuan, known as the Airport City, embodies this spirit with the station’s canopy resembling an origami aeroplane. The soffit pattern, combined with linear lights, creates a dynamic ceiling that captures the attention of the station’s users. Recognizing the subtropical climate of Taoyuan, and as part of Mecanoo’s sustainable and holistic design approach, the canopy provides shade and shelter for the public space. This design seamlessly merges the city and the station, enhancing the public character of the transportation hub.

As a compact and efficient transportation hub, passengers can navigate and move through the station with ease. The central circulation of the station provides access from multiple directions to the platform levels. Lighting and landscape design will help guide people around the station and provide greenery to the urban fabric. Considered a catalyst rather than a destination, the station will provide essential services such as a café, a convenience store, a restaurant, and a souvenir shop. The second phase of the master plan on the east side of the station will house a multi-story building that will provide commercial and office spaces.

FIRM. Mecanoo

TYPE. Transport + Infrastructure › Train/Subway

STATUS Under Construction

YEAR. 2033

SIZE. 500,000 sqft – 1,000,000 sqft

Can Saudi Arabia still complete The LINE?

IN THE south west corner of the Arabian desert, an enormous trench has been formed. It may look like it was carved out by an alien presence but it is in fact evidence that one of the most ambitious construction projects in history is steaming ahead.

The 200-metre wide trench runs from the Hejaz mountains across to the Gulf of Aqaba. As if that wasn’t enough, a small portion of it contains the start of what will be the biggest set of foundations ever built. Once that concrete has set, the first vertical structures will begin to emerge.

This incredible hive of activity is in fact the construction site of The LINE, Saudi Arabia’s wildly ambitious megacity in the desert. To put it another way, the thing everybody said would or could never be built is actually being built.

Above: Satellite imagery showing construction of The LINE Image: Google.

Or is it? Because for every sign of progress, rumours swirl of scalebacksinsurmountable budget blowouts and mass lay offs. There are even rumours swirling that the whole thing has been cancelled. But what we actually know for sure is much more limited.

2026 will be make or break for The LINE. This is where deadlines need to be met and progress will be measured in height, not hype. Regardless of what you think of this mind boggling project, there’s a country with its future invested in it and a leader whose reputation is staked on it.

So, the trillion dollar question: will it ever be built?

Let’s start with the basics. The LINE is Saudi Arabia’s plan for a 170-kilometre linear city, rising to a consistent height of 500-metres. When it’s complete, it’ll form the capital city of NEOM, a vast new region in the country’s northwest, dreamed up by the country’s de facto ruler, Crown Prince Mohammed bin Salman. NEOM, in turn, forms a key pillar of Vision 2030, a countrywide plan to transition the Saudi economy away from oil dependency by 2030.

Above: An early render of The Line. Image: NEOM.

How is it being built? The initial challenge for any projector of this scale is geology. The LINE crosses wildly varying terrain: hard mountain rock, soft open desert, and salty coastal plains. To build anything across such varied land, you first need a uniform, stable footing.

That’s where foundations come in. The LINE will rest on a subterranean structure known as a piled raft foundation. The “piles” are sunk deep into the earth, along the Line’s footprint. These cylinders of reinforced concrete bypass soft, unstable strata of earth and rest upon the hard bedrock below. The flat concrete “raft” lays on top of these piles and creates a flat, uniform platform to build on.

To pull this off, an automated factory is churning out 32-metre long rebar cages, used to mould and reinforce each pile. Meanwhile, drilling rigs use GPS to precisely bore the holes these rebar cages will be dropped into. A biodegradable liquid is pumped into the holes to stop them from collapsing before concrete can be poured in.

But it’s not just soft earth engineers have to grapple with. Being so close to the sea, this stretch also needs protecting from the highly saline ground water. Left untreated this could rust the steel cages and over time corrode the concrete piles.

To solve this, the world’s largest de-watering system was created. 500 wells were drilled along a stretch of The LINE, each equipped with a water pump at its base. Water is pumped out at a rate of 90,000-cubic metres per hour towards a settlement pond where the quality of the liquid is checked. From there, the water is filtered and pumped out to sea in a series of discharge pipes.

Work on the foundations for phase one is nearly complete which means the project is about to enter its next milestone: going vertical.

On a typical skyscraper, that means building the core. If you’ve ever walked past a construction site, you’ll have seen these go up, they’re not very attractive, but they’re critical to how a skyscraper works. It’s essentially the backbone of the building, and it’s formed by pouring concrete into a mould that gets pushed up by hydraulic jacks.

Above: A typical skyscraper core under construction.

But with The LINE, there’s a twist. Because it’s a city, not a building, it won’t have a 170-kilometre long core that everything sits inside. Instead, it will feature thousands of cores. These will be developed features in their own right but crucially, they will also support a series of decks.

Imagine taking Manhattan’s grid, folding it up and stacking it vertically. These decks are the city’s avenues and the cores are the streets linking each one. This is where the city will come to life. On these decks you’ll find schools, housing, transport, everything you need to make a city function.

Phase one will see 4.8-million tonnes of steel outrigger beams hoisted up to support five decks running through each. Usually on skyscrapers, the steel frame and cladding start to be added before the core is finished. That’s potentially why 2026 could be a huge year for The LINE, because it’s the first stage we can expect to see fast progress.

Above: Steelwork outrigger beams are expected to be installed on The Line’s cores

Read more