The process of making decisions about cities during the bombing of World War II, in its immediate aftermath and in the early post-war years remains a phenomenon that is only partly understood. The bombing left many church buildings damaged or destroyed across the UK. The Church of England's churches within the City of London, subject to a complex progression of deliberations, debates and decisions involving several committees and commissions set up by the bishop of London and others, are used to review the process and product of decision-making in the crisis of war. Church authorities are shown to have responded to the immediate problem of what to do with these sites in order most effectively to provide for the needs of the church as an organization, while simultaneously considering other factors including morale, culture and heritage. The beginnings of processes of consulting multiple experts, if not stakeholders, can be seen in this example of an institution making decisions under the pressures of a major crisis.

This article shows the centrality of movement – the freedom to move, the inability to move and being forced to flee – to the suburban development of Bombay. The reason as well as the spatio-temporal rhythm of movement differed among population groups inhabiting the city. The early suburbs of colonial Bombay were predicated on the ability of a tiny European elite to move to different parts of the city according to the seasons. By the mid-nineteenth century, their movement would no longer be restricted to the several islands that constituted Bombay. Instead, tracing the governor's footsteps they would move many miles away, from Bombay to Poona during the monsoons, to Mahabaleshwar after the rains and back to Bombay for the cool winter season as the seat of governance shifted according to the season. In late nineteenth-century Bombay, the growth of the mill industry would force Europeans to retreat to other areas of the city from their former suburban homes, which were now transformed into mill districts. In contrast to the freedom of movement that underlay the early foundation of European suburban development in Bombay, Indian suburban development was based on the necessity to flee the crowded and insalubrious native city districts. The bubonic plague that first struck the city in 1896 was most virulent in the native districts of the city, long subject to municipal neglect. After 1896, large numbers of Bombay's native citizenry were forced to flee their homes each year during the plague season. Moving to different locations, often along the railway lines, they formed small communities that became the foundation of Bombay's future suburban development.

During the 1880s, a massive speculative boom occurred in the Roman real estate market. Its subsequent crash left a lasting mark on the structure of the city and triggered a nationwide banking crisis. This article analyses the causes of this boom and bust by showing how a small but cohesive lobby managed to bypass and bend to its own advantage formal regulation by exploiting institutional conflicts and political divisions at both national and local level.

As an administrative tool of police reform, the introduction of house numbering in eighteenth-century Geneva was the result of a broad desire for urban transparency that resulted in the production of a new ‘regime of visibility’. This article examines how the logic of ‘number’ transformed the way in which urban space was conceived, organized and governed. As a political technology, the spatial practice of house numbering enabled governmental officials to divide, count, identify and classify urban populations in order to regulate the spaces of circulation in the modern city. Although the city's house-numbering system is taken for granted by most of the town-dwellers today, the current study illustrates how these police techniques encountered considerable resistance when they were initially imposed during the latter half of the eighteenth century.

This article begins with an examination of how rural and urban society in India were conceptualized in relation to one another at different moments during the twentieth century, arguing that rapid urbanization during the middle decades forced important changes in those conceptualizations. If in an earlier period analysts saw the world of the village dweller as radically separate from that of the urban dweller, then rapid urbanization destabilized this idea and forced analysts to entertain the implications of there being a kind of ‘sliding scale’ between the two. This discursive shift helped produce a new object of concern in mid-century urban sociology – that of the ‘villager in the city’. While this sociological object formed the core of numerous mid-century (and later) studies of existing large cities, it played a more determinate role as a priori grounds for planned new towns than it did for perhaps any other model of urban growth. The article argues that proponents of planned new towns favoured their conservative potential: namely, the new town promised to nurture ‘inherited tendencies and habits’ in first-generation urban migrants, rather than produce wholly new modes of urban subjectivity.

This article is concerned with civic pride in post-war urban Britain. While many of the development projects during 1945–79 proved to be design failures, suggesting the demise of civic pride, the ambitions of local authorities, planners and developers have largely been ignored or dismissed. Nevertheless, the development plans which emerged during this period reveal a desire to rebuild new, modern and vibrant cities. Moreover, the planning and financing of these new projects highlights the structure of local governance in post-war Britain, with a shift towards new partnerships consisting of the council, the technocrat and the developer. As such, civic pride continued to be evident in the post-war period, both as an aspiration for urban development and as a symbolic form of power.

The article considers the impact of new arterial roads on the mobilities of the wealthier inter-war Londoner, and argues that they occasioned an emergent form of automobility that was modern, sensational and exciting for the metropolitan driver, but was also highly dangerous, particularly for pedestrians and cyclists living in suburban homes near these roads.

Historical scholarship on the spatial organization of cities has largely ignored the crucial role that house numbering has played as a political technology of spatial calculation since the eighteenth century. This article examines the spatial history of house numbering in Manhattan to illustrate how the numbering of buildings was a key strategy employed to reconfigure the city as a space of calculability. From the very outset, however, such calculable spaces of ‘number’ were riddled with contradictions, resulting in several rounds of spatial rationalization over the course of the eighteenth and nineteenth centuries. More than a mere technical concern alone, the history of house numbering in New York City exemplifies the spatial politics and temporal instabilities that have shaped the spaces of calculation in the modern city.

In the 1960s and 1970s, the state-operated Maharashtra Housing Board and its successor organization Maharashtra Housing and Area Development Authority (MHADA) responded to Mumbai's exponential growth with what at the time was internationally considered to be the most effective measure to fight the housing shortage: large estates of standardized apartment blocks. In Mumbai's northern suburbs, housing compounds were built for designated income levels, such as Kannamwar Nagar and Sahyadri Nagar for the ‘low-income group’ and DN Nagar or Sahakar Nagar for the ‘middle-income group’. This article argues that Mumbai's state-sponsored tower blocks adapted an internationally discussed urban design concept to specific local conditions. The designers took up influences from both local Maharashtrian and European housing typologies of the mid-twentieth century, including upper-class art deco apartments, socialist housing compounds and serially built working-class chawls. In contrast to mass housing developments in Chicago, Moscow or Paris, Mumbai's tower blocks were built individually rather than from prefabricated parts, offered rather high standards of living compared to that of the majority and, as a result, became increasingly inhabited by comparably wealthy groups. Since the beginning of economic liberalization in the 1990s, many have been converted into private co-operatives. Once designed to house the masses, they are now visible symbols for a growing minority that constitutes Mumbai's new middle class. At the same time, they are an example for the local evolution of the modernist housing block type that is only apparently similar all over the world.

The Poulson affair is central for the agenda of post-1950 British urban history. Particularly, it suggests that corruption is a key facet within the politics of planning and the rebuilding of Britain's urban environment. Poulson provides a useful route into an examination of the place of corruption because of the scale of his activity both in terms of volumes and types of constructions he planned. His networks and the geographical concentrations of his work also provide a regional dimension. Perceptions of Poulson have been fashioned by investigative and satirical journalism and television. A re-evaluation in light of official government sources and Poulson's autobiography raise important issues concerning the ethics of public officials and private businessmen; and the consequences of the interaction of public and private markets. Poulson's business was driven by the twin engines of government funding and the activity cycles of the construction industry. The fluctuation in his planned commissions provides a useful barometer of the planning environment. Poulson's demise exposed the complex relations between business, civil servants, ministers and local councillors contributing to growing public distrust of the workings of government. Finally, it is suggested that the affair was a critical factor in re-shaping central–local government relationships.

Street and house numbers are part of the modern state's geo-locational regime, by which people and places are made legible to distant governments and bureaucrats. Some writers have suggested that they were important in colonial cities, where urban regulation and political control was often insecure, but we know little about their extent and significance in such settings. Bombay and Calcutta c.1901 are significant test cases, being two of the largest colonial cities in the world, as well as being recent sites of major disease outbreaks. City directories in Bombay, together with property assessment and census evidence for Calcutta, show that house numbers were rare for all types of property and people. Local residents used other methods to navigate the city, while British administrators did not believe house numbers to be an important aspect of colonial rule. Fragmentary evidence for other colonial cities suggests that the experience of these Indian cities was broadly typical.

This article examines how modern historiography has developed quite differentiated views on the way medieval cities have given expression to renewal and to creativity. ‘National’ traditions have played a highly influential role in modifying the general views articulated in the major syntheses produced by scholars such as Max Weber and Henri Pirenne at the beginning of the twentieth century. An almost jubilant way of looking at the city as the hotbed of modernity gave room, in the decades after the Great War, to pessimism and a negative view on urbanity, before a more nuanced and positive view has been re-established after World War II and in the course of recent paradigmatic changes.

The most striking feature of this year's publications is the large number of articles about the economic, financial and business history of medieval towns. ‘What was the Hanse?’ (Was war die Hanse?) sounds like the sort of question that might be asked in an undergraduate examination, designed to elicit a wide range of responses, from the purely descriptive to the more analytical. The question has, in fact, generated a substantial, if rather problematic, historiography, as two studies of the Hanse make clear. The tendency to define the Hanse as a ‘state’ or to see it as endowed with ‘state-like’ qualities does not do justice to the complexity of a more loosely framed and highly adaptable commercial and urban network.

The 1910 International Town Planning Conference is rightly seen as a major moment in the development of modern urban design. It drew together more than 1,000 architects and planners from across the world. At first sight, the conference consequently appears to provide further evidence for the importance of transnational town planning networks in this period. This article, by contrast, highlights the domestic agendas which underwrote the event. It shows that the conference was considerably less successful and less international than has previously been argued. It thus stresses the limitations of the town planning movement: underscoring the continued importance of national differences and national debates.

Since the path-breaking work of prominent North American historians such as Joel Tarr and Martin Melosi, as well as more recent roundtables in Europe, urban environmental history is now a mature research field, at the intersection of various related approaches. Time has passed since a leader of environmental history, William Cronon, could write that ‘cities in particular deserve much more work than they have received’. In this field, urban history necessarily crosses with environmental history, but also with the history of technology and social and cultural history; whilst its scholars not only emanate from a traditional historical background, but also from geography, science and engineering. Urban environmental historians, as they are referred to here, have duly established the importance of studying the relationships between ‘nature’ (including non-humans) and humans in and around cities. This ‘nature’ is a complex and shifting entity: recent doctoral studies have, for instance, documented rivers transformed by human action, weeds growing in the spatial and social margins of cities and tidal wetlands progressively filled in and built upon. The recently completed Ph.D.s reviewed in this essay see the built environment more as a hybrid of natural elements, like water, plants, animals and human action. Aided by the environmental lens, the scope of the urban historian has also been broadened by studying the ways in which residents’ lives were transformed by the invention, spread and environmental impact of new technologies, as well as the political responses to environmental crises.

In contrast to North American cities, numerically named streets are a very rare occurrence in Europe. This article explores the exceptions to this rule by charting the history of street numbering in 10 European countries. The medieval and early modern ‘new towns’ of New Winchelsea, Mannheim and a section of St Petersburg (Vasilievsky Island) were each designed with grid-plan layouts in which the streets were identified according to an alphanumerical system. Although a range of gridiron plans have been subsequently built across the continent, the newer instances of street numbering are characteristically inconspicuous and peripherally located in suburbs or industrial estates. As a result, most European cases of street numbering play a limited role in constituting the broader urban fabric of the streetscape, with the exception of cities such as Milton Keynes that conform more to the North American model. The relative absence of street-numbering plans in European cities can largely be explained by the much longer history of urbanism in Europe compared to North America and, above all else, the privileging of the nationalistic-pedagogic imperative to name streets with the aim of instilling historical ‘lessons’, which has left little room for the use of street numbering as a means of rationalizing the spatial organization of European cities.

This article discusses the changing ways in which the residential street has been imagined in post-war Britain. From the ethnographers and street photographers who emerged in Bethnal Green in the late 1940s and early 1950s, to the planning concept of ‘streets in the air’, to modern geodemographics, the street has been a way of thinking through shifting ideas about civil society and collective social life. Imagined as a space of spontaneous community when set against the rational, contractual operations of both the market and the state, the street has been a means of articulating hopes for and anxieties about social change.