Tag Archives: infrastructure

Water Conservation

Via Matt Yglesias, a great chart from the recent Gold Medal hockey game between Canada and the US in Vancouver. When 2/3rds of the entire country is watching, you know it’s a big deal.

This chart looks at the water consumption in Edmonton, Alberta over the course of the game – comparing it to the day before, an average weekend day.

You can see the tension building with higher peaks after each period. Now you can see why one of the major milestones for any new sports stadium is flushing all of the toilets and urinals at the same time.

Links – burrowing, tunneling

WaPo infographic on NATM for Dulles Metro

Curious about the tunnel progress for the Dulles Metro line? I ran across a WaPo infographic on the Dulles Metro line’s tunnel under the intersection of Routes 123 and 7 in Tysons Corner. This tunnel is being completed via the New Austrian Tunneling Method – the graphic explains the process and shows the tunnel’s path under the highest point in Fairfax County.

Similarly, there’s tunneling in Russia. The English Russia blog has some great shots of new station construction for the St. Petersburg Metro. Thanks to the geology of the city (built on fill, swamps, etc) the nearest reasonable strata to tunnel in is quite deep, making the Metro the deepest in the world.

Unhappier Hipsters? Matt Yglesias’s twitter feed is apparently feeding the beast.

Not in the erogenous zone? Ah, there’s nothing quite like the unintended consequences of land use law.

Paul Pickthorne, of Merrimack Park, has been hosting kink parties in his house for some time, and has been charging admission to defray the costs of hosting. His non-kinky (that we know of, anyway) neighbors complained to their county council representative, Roger Berliner, who responded that the county “has moved aggressively to put an end to this blight on your community.” This swift action took the form of a warning from the zoning inspector.

Charging admission might be a commercial use, eh? Either way, it’s worth taking note of this particular case study of how zoning laws are used for all sorts of nitpicky regulations and impositions.

Streetcar wires and trees – not a problem. Streetcars 4 DC collects some case studies of how DC’s potential streetcars can get along just fine with neighboring trees.

The new Times Square will be around for a while. The folks at StreetFilms put together a nice piece showing off the transformation of Times Square in advance of Mayor Bloomberg’s decision on making the changes permanent.

Today, they did just that. Streetsblog has the story:

After weighing a dramatic decline in traffic injuries and data from millions of taxi trips showing an average seven percent increase in west Midtown traffic speeds, Bloomberg characterized the results of the trial as very encouraging. Safety improvements alone, he noted, were “reason enough to make this permanent.”

In a rather extraordinary Q&A session that followed the announcement, Bloomberg fended off several questions from reporters who expressed skepticism that overall traffic speeds had improved. The mayor did not shy from the chance to frame pedestrian, bicycle and transit improvements in a way that New Yorkers rarely hear from their elected officials.

“Are the roads for pedestrians, bicyclists, and motorists,” he asked, “or are they just for motorists?” When it comes to streets that safely serve all users and create vibrant public spaces, he suggested, New York has fallen behind its competitor cities around the globe.

Great news. The final report and data that was evaluated is available here (PDF).

Things we can take from Detroit

Spirit of Detroit, from Maia C

…and I’m not just talking about salt, even though the Eastern Seaboard could use a lot of extra road salt right about now.

There are a couple of very interesting bits up on the net recently about Detroit and the lessons it has for the rest of America, for our infrastructure, and for our industry and our economy.

The New York Times has a review of the PBS ‘Blueprint America’ series.

There’s much more to the 90-minute program than simply cataloging Detroit’s woes. It offers a history of national transportation planning in the United States — yes, it ends with the Interstate System — and presents the counterexample of the Spanish AVE system, which in less than 20 years has linked the country from north to south and fostered economic development in the cities it serves (at a cost of increased national debt and higher taxes).

The Times criticizes the PBS piece for veering too far afield from Detroit itself to the larger issues of infrastructure and development, but I think this deviation is both necessary and well-timed. These are systemic issues across all of the United States – Detroit’s economic malaise only exacerbates the same symptoms that have affected just about every American city.

“Beginning in the 1980s, in the United States it was perceptible that things were beginning to deteriorate, that the maintenance of those infrastructures was getting worse and that the network didn’t evolve in any way to keep pace with the country,” a former Spanish economy secretary says by way of a coda. “And in the 1990s, in terms of infrastructure, it was a country that had fallen behind the standards of any European country.” O.K., maybe not Albania. But we get the point.

The Blueprint America video itself is well worth watching. Unfortunately, their website does not have html embedding code, but please take a look (particularly if you’ve got 90 minutes to kill during today’s snowpocalypse III). On a personal note, it’s always a pleasure to see Robert Fishman talk about urban history, and that of Detroit in particular. Fishman was a professor of mine in grad school.

As the Times review notes, the piece tackles just about every conceivable issue for urban transportation and infrastructure – industry, highways, high-speed rail, urban farming, planning, sprawl, density, transit, divestment, reinvestment, policy (local and national) and anything else you might be able to think of.

The Transport Politic looks specifically at the proposed light rail project along Woodward Ave in Detroit, filling the gap of local focus the Times points out. Yonah notes that the ability for light rail and transit investments to focus grow, of course, requires economic growth to begin with – and the macro factors for Detroit’s economy might just be too far gone for any one light rail line to really have an impact.

Additionally, there’s a very real concern that Detroit’s serious mobility issues won’t be solved by such an intervention at all, given the depopulation of the city and the huge pockets of emptiness, even if aggregate residential densities in parts of the city remain fairly high.

The real issue, then, is both obvious and daunting – for such a proposal to work, you need some big, audacious ideas – and you need to implement them:

On the other hand, Detroit could pursue a radical change of direction in which it closes off sections of the city to housing and compels to move into newly built housing along transit corridors and in the downtown core — basically, artificially altering the city limits to the exclusion of most of the city’s residents. This approach, which would require making it illegal to build or even live in many areas of the metropolis, would increase land prices substantially near transit stations. It would only be possible, however, with enormous subsidies from the state and federal governments to pay for the construction of tens of thousands of affordable housing units. People would have to be implored to stay in the city despite being kicked from their homes.

Because of the cost of such a strategy and the political infeasibility of shuttering whole neighborhoods, such focused growth seems unlikely to occur. But without a well-planned reconfiguration of the city’s built form, Detroit may have difficulty surviving.

Detroit represents the extreme case, but these concepts can translate to any city in the US. It might be dealing with suburban redevelopment and transit-orientation, but the idea remains the same – big change is necessary. It’s going to happen one way or another, and the question is now about form and function.

Salt and infrastructure beneath the city

Ever wonder where all that road salt comes from? A question that’s quite topical today. Mammoth has a post up on an operating salt mine beneath the city of Detroit.

Detroit Salt Mine

John Nystuen has a discussion of the legal implications, acquiring mineral rights for salt 1,000 feet below the surface of an active city. His map of the area shows the approximate extent of the mine in Southwest Detroit.

Approximate extent of the Detroit Salt Mine. Image from John Nystuen

Nystuen notes that the shape of the mine lends itself to the economies of scale in negotiating mineral rights contracts with the larger, industrial landowners. The main east-west axis that connects these areas lies beneath a rail yard. Much of this area of Detroit is extremely industrial. The middle branch of the mine above extends right up to the edge of Ford’s massive Rouge complex. This above-ground landscape has some fascinating visuals, particularly as it ages but remains in use.

The layers of underground infrastructure are fascinating – everything from storm and sanitary sewers, subways, aqueducts, and other utilities – to active industry such as this. DC doesn’t have the same kind of active resource extraction, but it does have some massive water supply infrastructure that feeds the city’s reservoirs. Not all of it is active, either – but the vestiges of these underground operations on the surface of the city is quite interesting.

McMillan Sand Filtration site. Image from M.V. Jantzen on flickr.

This isn’t new ground for Mammoth. Mammoth’s interest in the forms of infrastructure and the design of spaces “looking for an architect” is fascinating, I always look forward to reading their thoughts on the matter. Of particular interest is the disconnect between designed, architectural spaces and networked, infrastructural ones. For some reason, there’s enough of a disconnect where the infrastructural frameworks lack the design gravitas – not everything can be a Calatrava-designed bridge, nor does that bridge alone show the true nature of the network’s design.

Adaptation in housing, organically

A few housing-related tidbits that I’ve accumulated over the past week.

Richard Layman laments the lack of quality development, noting the difficulties involved with larger scale infill projects, especially when compared against smaller scale renovation projects of single rowhouses or small apartment buildings. The smaller scale renovations take on a more organic character, while the scale of the larger projects necessitates more centralized planning and development.

As for your point about “organic” development, in my experience, which I admit is relatively limited, my sense is organic (re)development that includes significant amounts of new construction is more about adaptive reuse of extant places, complemented by (hopefully high quality) infill.

Along similar lines, Rob Holmes over at mammoth points to a great discussion of housing in Haiti (Incremental House, Wired), with a particular focus on adaptation and organic elements. This isn’t the first time mammoth has mentioned the idea of incremental housing development, which Rob touched on in his very interesting list of the best architecture of the decade (including more infrastructural/engineered spaces like the Large Hadron Collider). Quinta Monroy, an incremental housing project in northern Chile, has a fascinating approach to both building shelter and also growing and adapting with the residents:

Quinta Monroy is a center-city neighborhood of Iquique, a city of about a quarter million lying in northern Chile between the Pacific Ocean and the Atacama Desert. Elemental’s Quinta Monroy housing project settles a hundred families on a five thousand square meter site where they had persisted as squatters for three decades. The residences designed by Elemental offer former squatters the rare opportunity to live in subsidized housing without being displaced from the land they had called their home, provides an appreciating asset which can improve their family finances, and serves as a flexible infrastructure for the self-constructed expansion of the homes.

Elemental’s first decision was to retain the inner city site, a decision which was both expensive and spatially limiting: there is only enough space on the site to provide thirty individual homes or sixty-six row homes, so a different typology was required. High rise apartments would provide the needed density, but not provide the opportunity for residents to expand their own homes, as only the top and ground floors would have any way to connect to additions. Elemental thus settled on a typology of connected two-story blocks, snaking around four common courtyards, designed as a skeletal infrastructure which the families could expand over time:

We in Elemental have identified a set of design conditions through which a housing unit can increase its value over time; this without having to increase the amount of money of the current subsidy.

In first place, we had to achieve enough density, (but without overcrowding), in order to be able to pay for the site, which because of its location was very expensive. To keep the site, meant to maintain the network of opportunities that the city offered and therefore to strengthen the family economy; on the other hand, good location is the key to increase a property value.

Second, the provision a physical space for the “extensive family” to develop, has proved to be a key issue in the economical take off of a poor family. In between the private and public space, we introduced the collective space, conformed by around 20 families. The collective space (a common property with restricted access) is an intermediate level of association that allows surviving fragile social conditions.

Third, due to the fact that 50% of each unit’s volume, will eventually be self-built, the building had to be porous enough to allow each unit to expand within its structure. The initial building must therefore provide a supporting, (rather than a constraining) framework in order to avoid any negative effects of self-construction on the urban environment over time, but also to facilitate the expansion process.

Obviously, applying this idea to a western city (as opposed to a slum) raises a whole different set of issues, but it’s a particularly interesting idea when contrasted against the highly planned and professionally designed structures Richard Layman notes. It provides a jumping point to look at the continuum between several of the elements that the Incremental House mentions in their self-description:

Much of the housing around the world occupies a space in between the planned/unplanned, formal/informal and the professional/non-professional, offering people a small space space to negotiate the tremendous shifts taking place in the urban landscape.

DC’s stability provides less of an opportunity to shift between those poles, but the idea is nevertheless interesting. Rob Holmes expands on what this means:

Elemental, in other words, have exploited the values and aims of ownership culture (which mammoth has suggested understands the house to be first a machine for making money and only second to be a machine for living) not to support a broken system of real estate speculation and easy wealth, but to present architecture as a tool that can be provided to families. While the project is embedded with some of the assumptions of the architects (such as that faith in the potential of ownership culture, for better or worse), this tool is primarily presented as a framework, a scaffolding upon which families are able to make their own architecture.

Framework is a good way to put it – much of the work in planning seeks to establish frameworks (legal, physical, financial) around which cities and grow, evolve, and adapt – Layman’s point shows there is more we can do on that front.

Infrastructure + Networks + Security

A series of (somewhat) tangentially related post/items/articles I’ve been meaning to mention here:

1. Security Theater – mammoth

There are always tensions between openness and security, and cities like DC have plenty of examples of this – everything from bollards anchored in 6 feet of subterranean concrete to jersey barriers strewn in front of building entrances. Given these tensions, there are questions about how much is necessary, and how that which is necessary can be better designed:

Though Perlin’s project explores the former possibility, the latter fascinates me, as it reminds me of the concept of “security theater”, coined by Bruce Schneier to describe the ways in which the public apparatus of security (at airports, government buildings, schools, transit stations, etc.) exists primarily not to provide security, as those measures are demonstrably ineffective, but to provide a fearful public with the illusion of security.

This tension has serious consequences for how we use space…

2. Death of a Lie – DCist

The Capitol Visitors Center was built, amongst many reasons, to help enhance security for visitors to the halls of Congress. It’s also meant the death of traditions:

Before the advent of the CVC, a visit to the Capitol meant a tour for taxpaying citizens guided by hapless interns who would straight up lie to them. Just bald-faced, outrageous, entirely untrue claims about the nation’s history and its legislative process.

Is nothing sacred? Security kills even the most benign and stupid traditions.

3. Regional Security – CSG + COG

At the Coalition for Smarter Growth’s 11/12 forum to discuss the Greater Washington 2050 plan, one attendee asked about the inherent contradiction between the agglomerations and concentrations inherent to urbanism and the desire for various federal agencies to have uber-secure campuses – or at least ones that put on that particular show in the theater.

DC’s Planning Director, Harriet Tregoning, mentioned the inherent tension between the openness of urbanism and the desired security, but also noted there were some design considerations that need to be taken into account.

All the more reason to push for the elimination of unnecessary security theater – as the built forms that result likely aren’t all that desirable.

4. Secure + Connected Infrastructure – mammoth

Mammoth again notes the challenges of updating our infrastructure, both to provide redundancy and security, as well as enhance development and feed the economy.

I do greatly appreciate the thrust of one of those student projects, ‘The Diversity Machine and Resilient Network’², which argues that, though Beirut’s “urban fabric… lacks consolidation… optimization or efficiency”, this is not a weakness, but a strength: “it is precisely the ‘redundancy’ of the distributed social infrastructure and relative autonomy of the neighbourhoods that lends the city its resilience.” Though made more specifically in reference to urban form and less in reference to infrastructure, this point reminds me of two things.

First, as faslanyc noted in the comments on a previous post, the impact of an infrastructure on the territory in which it resides should be evaluated not just by its scale, but also for its degree of distribution and connectivity…

Second, and directly related to that first advantage, I’m also reminded of the article Fracture Critical, which ran recently in Places and draws an interesting parallel between two ways of designing specific infrastructures, fracture-critical and fracture-resistant, and ways of designing larger systems. […] Given that the consequences of a networked super-project being fractured would be enormous, I suspect that there’s a place for being cautious about the design of such projects, even while recognizing their value.

Lots to digest here – the notion of how we perceive ‘infrastructure’ is key. I suspect the urbanist sees it as the backbone on which a city can grow – as we see vestiges of that growth in the urban forms and fabric from various generations of housing stock, transportation facilities, etc…

5. Parcel by Parcel

It also raises the issue I noted with some of the proposed Eco City Beautiful infrastructure – how does one visually convey the vision of urban development around a core infrastructure system without dictating architecture and urbanism? How do you convey the kind of organic growth of a city – parcel by parcel, building by building? Mammoth again:

I’d like to think that learning to work infrastructurally (to use Lahoud’s language¹) means working more flexibly (despite rhetoric which differs sharply from modernist rhetoric, the two designs presented appear to be close kin of modernist residential housing collectives and contemporary superblocks, as both take a large piece of land and develop urban fabric wholesale upon it), less directly (designing the infrastructure upon which the city grows, with an awareness of how the shaping of the infrastructure will affect the growth of the city, but not presuming to design the city itself) and accepting a degree of loss of control over the aesthetics of the resulting city fabric (which presents a host of drawing problems — how do you draw something which you are not presuming to design and still manage to communicate the importance of the work you’ve done in designing the scaffolding? — but still seems to me to be a humility worth developing).

“Accepting a degree of loss of control” is a nice way to put it. Kostoff described the key attribute of cities as “energized crowding,” a kind of social context that can’t fully be designed.

6. But, what about scale? – mammoth + NYT + Infrastructurist

Louis Uchitelle argues that we’ve got a superproject void in the US these days – Infrastructurist responds with an impressive list of projects, if only a little disjointed – and mammoth notes the missing connective tissue:

That said, Infrastructurist doesn’t really respond to Uchitelle’s points about the relationship between scale and economic effect, as Uchitelle is arguing not just that that contemporary infrastructure projects are smaller, but that there’s something fundamentally different about the economic effect of a very large project, like the ARC Tunnel, which, while physically impressive, operates in a relatively small geographic territory, and a superproject, which connects formerly disconnected territories (as the interstate highway system did), aggregating markets. The obvious contemporary corollary to the interstate is high speed rail, but Uchitelle also rightly notes that the Obama administration project which is closest to a superproject, defined not just by impressive physical impact, but also by economic effect and ability to facilitate new connections, is the proposed integrated health care computer network.

While the idea of high speed rail has the potential for that kind of connectivity and transformation of markets, what’s missing is the systemic planning. Looking at DC as a analogous situation, the city and region have benefited immensely from a system planned as a system – and built out in full. Piecemeal construction on a line by line basis has been less than successful in other cities, and that pattern could hold for intercity rail, too.

7. Paying for it – The Transport Politic + Streetsblog

One place that has taken a system-oriented approach is Denver, and TTP notes the pain they’re dealing with for their foresight.

Perhaps good long term decisions like those in Denver could be vindicated with a little help from a National Infrastructure Bank?

Fixed Gear Links

Berlin bans fixies.

Hipster cred might increase exponentially.

DC might limit the number of cabs?

I’m all for allowing the market to determine the number of cabs, but there’s something to be said for a medallion system that would do a better job of meeting a minimum level of quality and service. I’ve been turned down by far too many cabs just trying to get back to Capitol Hill.

Also, these kinds of quotes don’t give me a lot of faith in the quality of our taxis:

Graham, whose committee oversees the taxicab industry, said the city has 8,000 licensed operators and 1,000 applicants who have passed the tests but have not completed the licensing process. That seems to be more licensed operators per capita than any other city in the world, he said: “This boat is going to sink by its own weight.”

The switch from zones to meters and the economy have hit the pockets of some cabdrivers. And competition isn’t helping.

Applicants have inundated the system since tests resumed last year; the city had stopped giving exams when questions were leaked. There was evidence of cheating in 2005.

Graham said he did not know how the city would achieve a cap on drivers but said one possibility is requiring medallions or certificates. He said the city also should reconsider whether to continue giving applicants three chances to pass the exam.

An old friend of mine was visiting from Boston a few weeks ago – the poor quality of our cabs was one of the first things he mentioned to me.

Obama offers a transportation counter-proposal, featuring some hints of what might be to come with an infrastructure bank.

City Block

a work in progress…