The task of the design is to make the street spaces of a Berlin Kiez (neighbourhood) car-free or without stationary traffic and to conceive suitable uses and design approaches for the space potentials gained and to design open spaces. After the Second World War until today, mobility in cities in most industrialised countries has been primarily oriented towards car traffic. Urban structure, urban design, the profiles of streets, public space and people's everyday lives are strongly determined by this mobility choice. The existing urban structures, which until the Gründerzeit were primarily oriented towards movement on foot, were converted to be car-friendly and adapted as far as possible to the technical requirements of cars with the aim of ensuring an efficient flow of traffic. To achieve this, the geometry of street spaces was adapted to the new dynamics of vehicles, a sharp separation between roadway and pavement was enforced, and large areas of city streets and open spaces were given over to car traffic. In the course of this transformation of street spaces, it became widely accepted in many industrial societies that large proportions of street space may also be used for the storage of private property (cars) - in Berlin, this amounted to approx. 32% of street space in 2014. The strong priority given to car traffic in the use of urban street space has been to the detriment of other modes of mobility (cycling, walking, trams), but also of uses that do not involve movement: Resting, working, playing, talking. In the car-oriented city, these uses were assigned their own spaces and areas in the sense of a sharp separation of functions: The right place for playing children should not be the street, but children's playgrounds and pedagogical facilities; streets should not be the places of local community and meeting, but buildings and open spaces specially tailored to the respective user groups (youth and meeting centres, car-free neighbourhood squares and pedestrian zones, etc.); recreation should not be sought on the streets, but in parks, recreational facilities and sports facilities designed for this purpose; work (gainful employment and reproductive work) should also no longer take place on the streets of the cities, but in the production facilities provided for this purpose, and reproductive work should be restricted to the private space of the flat, the house and the garden or replaced by commercial services. The transformation of streets in cities led to new mono-functional car streets with street profiles almost exclusively geared to car traffic, including street greenery, and in the existing streets to a displacement of other uses to mostly narrow side areas, up to the almost complete disappearance of uses (children's play). Resistance to this redistribution and expropriation of roads in favour of car traffic was voiced by residents, especially in urban districts that were not planned for cars, due to increasing emissions (noise, exhaust fumes, particulate matter). As a transport planning response to this resistance, various control and optimisation measures (bypass roads, traffic calming, parking space management, etc.) were intended to reduce the traffic load in the cities and to create a balance between the needs for individual mobility and residential quality. In view of climate change and the associated pressures on cities (urban heat islands), the displaced open space functions of streets are becoming much more important and new functions are being added. Streets should not only become open spaces with reception quality and places for social encounters again, but they should also help cool the cities through the evapotranspiration of vegetation (especially trees), contribute to urban rainwater management by unsealing surfaces and increasing infiltration, and preserve and promote urban biodiversity as green infrastructure. These new functions and challenges can hardly be fulfilled with the currently common space allocations and street profiles, in which the car (driving and parking) is still given the most space. Therefore, in many cities, more radical measures for the reallocation of street space are demanded and partly also pursued by politics and planning. In Berlin, against the backdrop of a strong dominance of car traffic and a new mobility law, the debate about a fairer distribution of space in the streets is particularly controversial. The successful petition for a referendum "Berlin car-free" calls for Berlin to be largely car-free within the S-Bahn ring (an area of 88 km2), while conservative parties (including the Berlin SPD) try to sell the protection of car drivers from changes and the further expansion of the road network as social policy. Against the background of this debate, the task of design is to make the street spaces of a Berlin neighbourhood car-free or without stationary traffic and to conceive suitable uses and design approaches for the space potentials gained.