Gensler | Los Angeles | Denver | Chicago
GastingerWalker | Kansas City
To everyone who helped us with this research:
We hope you enjoy seeing the results and some implications
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Contents
01 Introduction 02 Theory 03 Method 04 Synthesis 05 Implications 06 Conclusion
Introduction
Global Project & Research Work
The KU Co-Op began as a means of introducing architecture students to the challenge of collaborating on a project in multiple cities and different working environments. While many aspects of practicing architecture can be addressed in the classroom, the reality of working as a global team is not something that can be learned in school. For this purpose, the CoOp was developed as a collaboration with Gensler, Gastinger-Walker, and the University of Kansas. The Co-Op was broken down into two major sections based on an "80/20" format. The first 80 percent of the time (4 days) was spent doing project work in the architecture industry. The remaining 20 percent of time (1 day) was spent researching and collaborating on this shared thesis. Throughout the semester, students were tasked with researching automation in the context of urban interventions. The goal being for students to develop an intervention-like solution that implemented characteristics of an automated future.
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Exploring Urban Environments
Thesis 20%
Developing Methods of Comparision Understanding Context & Culture Determining City Implications Documenting Findings Architectural Documentation Building Detail Models Design Competitions Planning and Conceptual Exploration Programming & Analysis
Project Work 80%
Building Code & Zoning Rules Project Ceritification Practice & Project Management Studio & Office Meetings Visualization Exercises Formal Exploration Building Performance Studies Consultant Coordination Regulatory Documentation Client Correspondence
Our Experiences As a large part of the project relied on us understanding our new urban environments, we decided to explore our own cultural backgrounds. We realized that no two people had the same background. Even if two people had grown up downtown, the cities themselves were extremely different. Exploration of these urban environments was unique for each team. We were encouraged to challenge preconceived notions of each city, and look at each location with a clear mind. Whatever the case, the semester challenged us to rethink urban space and open ourselves to new experiences. This gave us a new understanding of what it means to live and work in a city.
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Jake Albracht
Los Angeles
Gensler - Los Angeles
Denver
Hometown: Omaha, NE
Tanner Hyland
Emma Riordan Hometown: Frigiliana, Spain Gensler - Los Angeles
Hometown: St. Louis, MO Gensler - Denver
Chicago
Max Cantu-Lima Hometown: Los Angeles, CA Gensler - Chicago
Patrick Griffin Hometown: Chicago, IL Gensler - Chicago
Kansas City
Simon Davies Hometown: Kansas City, MO GastingerWalker - Kansas City
Dillon Park Hometown: Wichita, KS GastingerWalker - Kansas City
Finding Shared Qualities Initially, it was difficult to find commonalities between our cities, other than the fact that they were all urban spaces. We began with the simple question: "What is a city?" Previous KU Co-Op semesters had attemped to answer this question. We found their definition, that of Geoffrey West, to be a helpful starting point: "Cities are a physical manifestation of human interaction and culture." To better understand our cities, we first needed to find ways in which culture was physically manifested in the built environment.
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Denver 2,814,330
Los Angeles 13,131,431
Chicago 9,512,999
Kansas City 2,104,509
Four Cities Three Time Zones Deeply Different Cultures
*population of metropolitan area
Theory
Urban interventions are the edge of urban growth. Inhabitants of a city discover a need in their environment, the community works to solve the problem, and they experience the new environment.
Theory
What is a city? How do they grow?
If we accept the previously stated idea, that cities are a physical manifestation of culture, then a city must have a tangible cycle of growth. We began by studying Urban Interventions: The Edge of Growth Urban Interventions are the bleeding edge of a city’s growth and change, and give it it's character. The Act of Place-making Urban Interventions are a contemporary example of organic place-making as a result of community forces. The Essence of a City They are the smallest physical change due to human presence, and are specific to context.
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The Cycle of Urban Intervention
Urban Interventions stem from a human desire to change context - created out of need or opportunity.
Typically, a dialogue occurs between users to decide on the best solution for the problem - the design process.
In the end, the solution is implemented and the context of the community is changed - users react to the new context.
Culture as a spectrum of time When studying cities and culture a method of categorization was necessary to understand different interventions relative to one another. As architects and designers, it would have been almost instinctual to set dimensional classifications as a method of breaking up these interventions. Upon further reflection, we decided a volumetric classification system would not tell the story of how culture exists in daily life, and would neglect an essential component of the human experience, time. When organizing interventions according to duration, we created a better classification that focused on impact rather than size. Buildings exist for a long period of time, however parks or sculptures can exist just as long and potentially have a larger impact. Similarly, a large scaffolding installation could be short-lived and not make as significant an impact on a city as something small like a playground. It became easier to understand the city as a collection of interventions with different lifespans; all of these overlapping at a given moment in time.
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A Performance a human-based act or demonstration Example: An urban dance crew (hours or days)
An Installation a temporary augmentation to a space
Example: A Farmers Market or Art Walk (weeks or months)
Strategic Spaces a space that arises from specfic community use Example: A community garden or gathering space (a few years)
The Built Environment a space created for long-term use Example: A community center (several years or more)
Policy and Landmarks a master plan or destination significant to history Example: The Implementation of bike lanes (decades or centuries)
Urban Explorations After exploring for several weeks, a few interventions stood out as strong examples of each durational category. Each allowed for insights into the nature of urban interventions. On the right are images of the five interventions that stood out. Importantly, the images do not tell the story nor do they properly reflect the nature of the intervention. Each of the five images reflect something found in all cities, though the character of the specific intervention in each city was slightly different: "What makes a food truck in Kansas City different from a food truck in Los Angeles?" The differences in the experience from one similar intervention to another was hard to quantify. Despite better efforts, the following had become clear: Urban Interventions are only relevant given context.
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A Performance a human-based act or demonstration
An Installation a temporary augmentation to a space
Strategic Spaces a space that arises from specfic community use
The Built Environment a space created for long-term use
Policy and Landmarks a master plan or destination significant to history
If Urban Interventions are only relevant in Context... Using the premise that architects design buildings for a specific context, Urban Interventions are only impactful in their context. On the simplest level, without accounting for geography or climate, a new structure or intervention would be inefficient, cost more and perform poorly. On the deepest level, something that does not take context into account isolates itself from the environment. Urban spaces are like a coral reef. Organisms continually build on themselves over time, creating vast networks and complex ecosystems. If someone were to add something that ignored the ecosystem, it would either damage it, or stay isolated and eventually be covered up by the surrounding reef.
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...then Context Means Everything Denver - Food Trucks Food Trucks are by nature a mobile intervention, their success and character is completely dependent on where they park and the context of that location.
Kansas City - Bike Lanes Bike lanes take someone from one point to another, they are dependent on location as their usage and success is linked to where they are placed.
Chicago - Train Canopy While train staitions are not mobile, they are inherently denfined by their surroundings and the adjacent locations. Like architecture, climate and position often influence how they are designed.
Los Angeles - Fruit Stand Similar to a food truck, a fruit stand is prone to re-definition depending on location. This type of stand would make little sense in Minnesota during the dead of winter.
In Context Given a need to study context, it made sense to zoom out and look at the changing urban environments. Due to the technological development of the past 20 years, Big Data and Automation stood out as critical factors to this study. Our context would be composed of three major parts: People & Interactions The intangible social and emotional component of human experience. Humanity viewed as moments in time.
Big Data & Automation The continual improvement of processing and analyzing technologies which yield more intelligent and rapid developments. Built Environment Our developed habitat and tools that we use on a daily basis - augmentation to our physical geography.
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People & Interactions
Int Urba erv en n tio ns
ffic nt Tra eme g na Ma
The “Living City”
Built Environment
Smart Buildings
Big Data & Automation
Measuring the "Living City" This idea of a Living City, (a fully automated environment that engages in the process of urban intervention) was a point of skepticism during our research. While seeming futuristic and distant, it is inevitable. Given even the slowest rate of advancement, at some point in the future it will occur. With this in mind, it seemed theoretically possible to measure the rate of advancement and development in cities. Though we might not be able to make a prediction as to when a given city will become a Living City, we can still track how cities are evolving. Each city is prone to develop in specific categories, in different ways, and at varied speeds. Through living in the cities, we could highlight commonalities, and track the level of automation seen in experiences.
city one city two city three city four 22
The "Living City" The point at which a city is alive, adaptive, and responsive to changes in real time.
Method
By studying the rate that several archetypal urban experiences become technologically integrated in cities, we can begin to form a specific picture of what those cities will look like in the future, and how the inhabitants will collaborate in the process of place-making and developing a community.
Method
An attempt at finding an order to things
Early attempts at trying to model the Living City would often lead to dead ends. The challenge was the need to classify everything that exists in daily life into a few simple categories. In the end the logic of a given system needs to be robust and allencompasing while still measuring the focus of our research. By looking at the world as a stacked set of layers, moving from physical to nonphysical, too often the system felt arbitrary, and the composition of a given layer was fairly vague. Something could be easily argued to be a part of one or more of the layers. This was redeveloped several times until a basic question was asked: Why does something need to be on only one layer?
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Information Structures Objective Networks of Information Networks of information or data. Empirical truths and definitions of shared knowledge and virtual space.
Human Hierarchies Emotional or Social Constructs Social constructs, emotional exchanges, norms and beliefs. Why people conduct themselves in a specific manner.
Built Environment Our Artificial Tools and Spaces Products and Manufacturing, or Buildings and Infrastructure. Produced goods or augmentations to our natural environment.
Base Geography Organic and Natural Environment Our natural environment. The things that exist without human intervention.
Technological Integration The distinction between "human hierarchies" and "information structures" was the same as the distinction between "geography" and "built environment" - One is naturally occurring, and the other is artificial or constructed. Similarly, the difference between the "built environment" and "information structures," or "geography" and "human hierarchies," is about how tangible or physical it is rather than abstract or non-physical. With these relationships in mind, the layer system could be thought of as two axes rather than a stratified set of values. One axis measures if something is part of the natural world or if it is technologically advanced; the other measures how much something is non-physical or driven by information. Mountains and rivers are physical things that don't have any consciousness associated with them, whereas ideas, emotions, and social structures are naturally occurring but are predominantly intangibles.
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"The Software Scale" Non-Physical
Physical A measure of how Data Driven or how much the Digital era has influenced something.
"The Hardware Scale" Natural
Artificial A measure of how responsive or physically adaptive something is, rather than naturally occurring; the speed with which something can respond.
Plotting the Data When the two axes are placed perpendicular to one another, a grid becomes apparent. We used this grid as a means of classifying and organizing elements. Moreover, it allows one to track the change in placement over time as a means of establishing a trend. Critically, neither axis on the grid is related to time. This means that points may not move in a linear sequence given respect to the year they were recorded for. Regardless, a trend was established from their motion on the grid. While Moore's Law would suggest that the amount of technology in a given system would increase over time (and correlates to the amount of software), the question of how an experience changes may be independent of how technology changes. This is why the experience rather than the technology would be the subject of study. However, to keep the framework of technology in mind, a 45° line was drawn across the grid. This line serves to show the type of change or the predominant axis something was shifting toward.
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ot
io n
Non-Physical
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2016-2017
2001-2004 2005-2008 2012-2015
ild
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Artificial
bu
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Physical
Us
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ta
Pe r
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1997-2000
Da
sm ni ga Or
Natural
2009-2011
Plotting the Data As stated before, while a clear linear procession of points may not occur, it would be possible to average the point-topoint change and calculate a vector. The magnitude of this vector would tell us the rate or amount of change that something was undergoing. Similarly, the direction would be able to tell us more about the type of change we were seeing. As stated before, the 45° line would be important for this purpose. If a vector goes above that angle, it would indicate a preference for software automation; if a vector goes below that angle, it would indicate a preference for physical automation. This distinction can be seen in the advent of Amazon delivery: The digital storefront would be a software solution to online shopping. The logistics of two-day delivery would be a logistic hardware solution. While both happened at the same time, it was really the logistics advancement that allowed for online shopping to take off.
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Non-Physical
2016-2017
2001-2004 2005-2008 2012-2015
2009-2011
1997-2000
angle = 57.56°
Artificial
magnitude=1.45
Archetypal Urban Experiences While a method of measurement was important, the things that were being measured had an equal value on the integrity of a system. Thankfully, this part seemed to be simpler and more obvious: What are the common urban experiences that will be changed due to automation and big data? Way-finding, and how we receive information about where to go may have equal bearing on how we get there. The reasons we leave to go somewhere are as important as the act of leaving. What if we don't need to leave our home to get what we want? These questions seem critically important in the scope of automation. For these reasons, we established five categories to measure the rate of change in each city. Over the course of 20 years, one city may be experiencing more change than another, and one could be driven more by software than another. It was this differential rate that we were looking to measure to draw conclusions about the futures of those environments.
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How does infrastructure change?
How do people meet strangers or friends?
How do people get things they want?
How responsive is the built environment?
How do local groups organize themselves?
Transportation
Events & Meeting People
Pursuing Interests
Density, Buildings & Traffic
Community & Cultural Space
Synthesis
We began by utilizing the raw data to form conclusions about each city. Data alone could not be the guide for a complete conclusion, so it was balanced with the qualitative experiences we gained by living in our respective cities.
Sythensis
Divergence from the Standard Model
The survey asked respondents questions in one of five categories. They were then prompted to respond for a specific time period and were asked two types of questions: How frequently were software or nonphysical networks involved in their experience? How frequently were hardware or physically automated features influential to their experience? They were then prompted to answer the same questions about a second period of time in the same city.
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Software Question: When you needed to go somewhere but didn’t have a car, did you call a friend, walk or bike, use an app to hail a taxi, or take public transit?
Hardware Question: How necessary was it to travel to a specific location to get what you wanted? (goods, information, meetings, etc.)
Survey Metrics Participation in regard to demographic and occupational constitution was heavily influenced by the distribution method. The survey was sent out through social networks, email lists, reddit, and other online methods. It was predominantly answered by young professionals in the architecture or design fields. Unfortunately, a mono-culture sample of any kind is weaker than a more encompassing collection. Similarly, the demographic information collected about the age of those responding would seem to indicate that the majority of those who responded were in their childhood for the earliest years of the survey. This mars some of those responses, as the situational issues of a child varies greatly to those of an adult and their urban awareness. On the whole, we were enthusiastic about the response number and thankful to those who participated.
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56 - 65
1%
6%
66 - 75
46 - 55 12%
26% 18 - 25
Demographics 36 - 45 25%
30% 26 - 35
Government or Policy Service or Retail Healthcare or Medicine Art or Entertainment Engineering or Construc�on Business or Finance
Other
Student or Academic
9%
1% 1%
1% 1%
3%
5%
9%
Occupation
70% Architect or Designer
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Tokyo [4]
New Delhi [1]
Shanghai [7]
Singapo
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Data Analysis Overall, survey participation was one of the strongest points of the project. The number of places that went into building the standard model seems to allow for the specific cities to demonstrate proper deviation. The data demonstrates a trend, but the beginning or end of such a trend is not in respect to any specific point. The two things that were measurable in this were the rate and direction of change. For each period, the hardware and software questions were averaged to achieve an initial score. The amount of change in each axis was divided by the duration of each time period to give us the city vectors.
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Establishing a Standard Model Using some rudimentary trigonometry, we used the change measured along each axis to give us the hypotenuse (magnitude) and direction (angle). When all results per category were averaged together, we called it the standard model. The standard model would be able to tell us about common trends between all cities, and would be used as a baseline. Whenever a specific city (one of the four we lived in) deviated from this baseline, we would be able to analyze it in respect to the others.
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Exploring and Pursuing Interests
Events and Meeting People
Transportation
Standard City Trends - and some interpretation A Rapid Non-Physical Change It would appear that on average the yearly change for transportation is developing software characteristics faster than physically responsive ones.
A Rapid Change in Both Axes Because this trend is so close to the 45° line, it is difficult to distinguish the type of change we are seeing, but it is rapidly becoming dependent on technology.
A Moderate Change, with a Slight Bias For this category, the average vector does not denote a significant bias or rate of change.
Density, Buildings, and Traffic
A Rapid Physical Change It would seem that buildings and traffic (infrastucture) are rapidly becoming more physically automated rather than driven by software.
Community and Cultural Space
A Slow Physical Change The average vector does not denote a significant rate of change, but does clearly show that community spaces are physical rather than digital.
Standard Model Deviation One of the more difficult parts of the data collection process was making sure that every city had enough data points. At six total time periods, in five separate categories, and eight questions per response, that would mean we needed a minimum of 60 responses per city. Chicago and Los Angeles achieved nearly double the responses required to meet this quota. Denver amassed approximately half of the necessary respones, while Kansas City was within two of this goal. Luckily, half would still return a complete set of results, but without any redundancy. RAW data can be hard to digest simply as numbers, so it made sense that it would take some sort of design or visualization work to properly convey the implications.
Specific City vector information is displayed adjacent to information for that city in the following section titled Implications.
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Community and Cultural Space
Density, Buildings, and Traffic
Exploring and Pursuing Interests Events and Meeting People Transportation
Chicago L.A. Denver K.C.
Implications
Writing, Spreadsheets, and Charts are a less than sufficient way to convey the implications of information to designers and those in visual pirsuits. The following is an attempt at visualizing potential environments.
Los Angeles Population = 13,310,447 Area = 33,955 (mi²) Density = 392 (people/ mi²)
Los Angeles Population = 13,310,447 Area = 33,955 (mi²) Density = 392 (people/ mi²)
A Performance Global Angel Wings Project 800 S Hope St A, Los Angeles, CA 90017 A human-based act or demonstration mural becomes Instagram attraction
An Installation Urban Light 5905 Wilshire Blvd, Los Angeles, CA 90036 A temporary augmentation to a space art installation becomes long-term attraction
Strategic Spaces Smorgasburg Los Angeles 785 Bay St, Los Angeles, CA 90021 A space that arises from specfic community use weekly Sunday market in DTLA
The Built Environment Third Street Promenade 3rd Street Promenade #201, Santa Monica, CA 90401 A space created for long-term use city street converted to pedestrian shopping district
Policy and Landmarks Cool Paving Jordan Ave, Canoga Park, CA 91303 A master plan or destination significant to history asphalt streets painted white to reduce temperature
Los Angeles Population = 13,310,447 Area = 33,955 (mi²) Density = 392 (people/ mi²)
Implications from vector projections When examining our data we determined that transportation, community and cultural spaces are going to be paramount in the development of L.A.’s future. By living in Los Angeles, we noticed how deeply Angelinos are affected by traffic - with a 26-mile commute taking 91 minutes to complete. Our data suggests that transportation is leaning towards a “nonphysical” future. This indicates a strong shift toward the implementation of autonomous vehicles. Unlike transportation, community and cultural spaces have shown the opposite conclusion. Our data suggests that people wish to occupy a physical space in their community. The Los Angeles proposal shows changes in Transportation, Human Scale, Business and Education, and a shift toward analog and physical space. Physical / Non-Physical Natural / Artificial Physical / Non-Physical and Naturaland / Artificial
1.5
(-) Physical vs Non-Physical (+)
(-) Natural vs Artificial (+)
1
0.5
0
-0.5
-1
-1.5
-2
56 -2.5
1997-2000
2001-2004
2005-2008
2009-2011
2012-2015
2016-2017
Tran Even Explo Build Com
angle = 71.81°
Transportation The speed at which technology is influencing transportation is increasing at a steep rate and a moderate magnitude.
magnitude=0.58
angle = 43.15°
Events and Meeting People
magnitude=1.19
angle = 58.64°
Exploring and Pursuing Interests
magnitude=0.77
angle = 33.45°
Density, Buildings, and Traffic
magnitude=0.42
angle = 21.33°
Community and Cultural Space The speed at which technology is influencing transportation is increasing at a low rate and large magnitude.
magnitude=0.74
Los Angeles Population = 13,310,447 Area = 33,955 (mi²) Density = 392 (people/ mi²)
Present Conditions The intersection of Wilshire Boulevard and La Brea Avenue was chosen for our proposal. The site's history and current conditions give the area potential for extreme growth in the coming years. The site is a cultural hub located at the edge of LA’s “Miracle Mile” which has a rich history of art and culture. In its current state, this intersection occupies seven lanes in both directions. This would adapt to the needs of automated vehicles. With fewer lanes, space would be given back to the community. A metro station is currently under construction on the site. This indicates an increase in mobility for pedestrians in the coming years. With easy access to public transportation, density may increase.
Public transportation and automated vehicles will decrease congestion and allow for smaller streets Widened sidewalks and new public areas will place focus on human experience and scale Increase in automated technologies will result in the decline in manual jobs and a shift in business To prepare for the shift in labor, specialized charter schools will become standard In response to advanced technology, people will prioritize “natural” social activities
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Wilshire Boulevard
La Brea Avenue
Los Angeles Population = 13,310,447 Area = 33,955 (mi²) Density = 392 (people/ mi²)
Development 2.1 The traffic problem in Los Angeles will evolve in the coming years. With the rise of autonomous vehicles will come improvements in traffic flow and efficiency. With improvements in flow will come a change in lane requirements. Reduction in number of lanes will allow for increased pedestrian space as well as more space for alternate transit such as cycling. The efficiency will be assisted by dedicated drop-off lanes and the construction of a new metro station at the corner of Wilshire and La Brea. These aspects may also be visual surface changes such as painting dark pavement white to reduce temperatures in the city. 2.2 As automation becomes mainstream, some businesses will fail and new businesses will rise. Industry will evolve to focus on highly technical and creative fields - professions that are least likely to be overtaken by automation. Los Angeles already has an established charter school system and we believe that the need for a specialized workforce will result in STEM and art schools becoming standard. 2.3 Street art will grow to cover the entire city. Art creates vibrant spaces such as event plazas and community gardens. These spaces will promote a close community connection and a return to analog. This combined culture and technology will bring focus to the human scale.
When the changes to transportation, community, and culture happen in conjunction, we will see a shift in the urban fabric that will result in a more vibrant community. 60
dedicated bike lanes reduced lane size
white pavement new metro line
dedicated drop-off areas
Axonometric 2.1 mechanic shop replaced by tech company
parking garage converted into apartment building failed businesses replaced by artesinal trades
stem charter school
gas station replaced by battery exchange facility
Axonometric 2.2
event space community garden
colored crosswalks
Axonometric 2.3
art installations
Los Angeles Population = 13,310,447 Area = 33,955 (mi²) Density = 392 (people/ mi²)
transportation change and increased pedestrian space
automation causes industry shift
return to analog
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Denver Population = 2,853,077 Area = 8402.52 (mi²) Density = 340 (people/ mi²)
Denver Population = 2,853,077 Area = 8402.52 (mi²) Density = 340 (people/ mi²)
A Performance Pianos on the Median 16th St. Mall, Denver, CO 80265 Street furniture and plantings line the median to encourage pedestrian activity throughout the day.
An Installation CRUSH Street Art Festival RiNo Art District, Denver, CO 80205 An annual graffiti festival in which local businesses allow artists to transform the faรงades of their buildings.
Strategic Spaces Civic Center Food Trucks Civic Center Park, Denver, CO 80203 Throughout the fall, the park opens itself to food trucks that line its sidewalks, drawing lunch-goers to a central gathering place.
The Built Environment 14th Street Bikeway 14th Street, Denver, CO 80202 The latest in a growing number of investments made by the city to ensure cyclist-friendly streets throughout downtown and the surrounding neighborhoods.
Policy and Landmarks Millennium Bridge 16th Street, Denver, CO 80202 A number of pedestrian bridges line Denver's riverfront, promoting walkability and connectivity between neighborhoods.
Denver Population = 2,853,077 Area = 8402.52 (mi²) Density = 340 (people/ mi²)
Implications from vector projections
Denver has established a reputation as something of a pioneering force in the realm of public transportation, offering a high level of connectivity to its citizens via public bus, light rail, and a wide-reaching network of bicycle lanes. Not unexpectedly, our survey data reflected a sense among those polled that the current emphasis on transportation would lead not only to further growth and improvements, but also a greater reliance on technology to achieve those changes. As the city's downtown and surrounding neighborhoods continue to expand, this need for increasingly efficient transit systems is accompanied by a host of other spatial needs within the city. Our survey data suggested that one of the most glaring areas of need is for more community space within the city. While not necessarily driven by technology, the simple need for more physical gathering space is reflective of a growing population. Physical / Non-Physical Natural / Artificial Physical / Non-Physical and Naturaland / Artificial 3.5
3
(-) Physical vs Non-Physical (+)
(-) Natural vs Artificial (+)
2.5
2
1.5
0.5
0
-0.5
68
Tran Even Explo Build Com
1
-1
-1.5
1997-2000
2001-2004
2005-2008
2009-2011
2012-2015
2016-2017
angle = 74.57°
Transportation while not changing rapidly year after year, the direction of this vector shows that it is being driven more by software than hardware
magnitude=0.88
angle = 42.18°
Events and Meeting People
magnitude=2.03
angle = 59.63°
Exploring and Pursuing Interests
magnitude=2.25
angle = 37.89°
Density, Buildings, and Traffic
magnitude=1.66
angle = 10.21°
Community and Cultural Space while not changing rapidly year after year, the direction of this vector shows that it is being driven more by hardware than software
magnitude=0.98
Denver Population = 2,853,077 Area = 8402.52 (mi²) Density = 340 (people/ mi²)
RiNo Art District - Present Conditions
An area within the city with strong industrial ties and several formerly dilapidated neighborhoods, the RiNo Art District is enjoying a rejuvenation of sorts. As abandoned warehouses continue to be converted into galleries and breweries, the district has developed a strong character that has resurrected its reputation, ultimately allowing it to become one of the city's most desirable locations. As RiNo continues to experience unprecedented growth, issues of density, infrastructure, and gentrification will necessitate answers to some difficult questions in the coming years, ultimately determing the fate of the district's identity.
Transportation RiNo currently lacks the infrastructure to support adequate public transportation networks Events & Meeting People The nature of the district's small businesses creates a dynamic social atmosphere Pursuing Interests RiNo offers a number of unique breweries and galleries to explore Density, Buildings & Traffic As the district becomes increasingly popular, its ability to support rapid growth will be tested to the limit Community & Cultural Space With strong industrial roots, streetscapes lack the interstitial spaces necessary for community building
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27th St.
Larimer St.
27th & Larimer Present Conditions
Denver Population = 2,853,077 Area = 8402.52 (mi²) Density = 340 (people/ mi²)
Smart Street Network
Given Denver's willingness to experiment with innovative technology as it pertains to transportation and RiNo's burgeoning need for improved infrastructure at the street level to support a growing population, this proposal seeks to investigate the viability of a comprehensive "smart street" network as a tool for simultaneously accommodating growth and enhancing culture. Comprised of a hierarchical system of three street typologies, the network attempts to facilitate effective movement throughout the district, activate the street level, and spur thoughtful growth in order to preserve the existing fabric of the community.
01 "Living" Streets Cross-streets within the district will be leveraged as ultra-flexible thoroughfares capable of being transformed to support a number of activities and uses. Pedestrian lighting outfitted with sensors inform said uses, tracking pedestrian and vehicular usage data to suggest the most viable layout.
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Multi-Modal Transit
Bicycle Lanes
Art Exhibition
Market
Street Furniture
01
"Living" Streets
Denver Population = 2,853,077 Area = 8402.52 (mi²) Density = 340 (people/ mi²)
Smart Street Network
02 Complete Street Larimer St, the central axis through the chosen 2 block radius, will become the primary hub for storefront activity as well as the primary means of transportation through the district. The street will be comprised of four lanes, each capable of supporting traffic in either direction depending on real-time traffic volume feedback, as well as designated rideshare drop-off zones.
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Rideshare/Autonomous Vehicle Parking Lot
Rideshare Drop-Off Zone
Extended Sidewalk to Support Pop-Up Vendors
02
Complete Street
Denver Population = 2,853,077 Area = 8402.52 (mi²) Density = 340 (people/ mi²)
Smart Street Network
03 Active Alleyways Presently adorned with graffiti from the annual CRUSH Festival, the rugged aesthetic of the district's alleys will be preserved and celebrated, as they will become a secondary network of footpaths and pop-up shops for local artisans to inhabit.
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Providing Spaces for Small Businesses
Street Furniture with 'Smart Tags'
Encouraging the Continued 'Customization' of the Alley
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Active Alleyways
Denver Population = 2,853,077 Area = 8402.52 (mi²) Density = 340 (people/ mi²)
A Neighborhood in Transition
As RiNo continues to grow, the issue of gentrification within the area becomes more and more pressing. While it may seem counterintuitive to implement pioneering technology as a means of augmenting social and communal activity, it is the most successful strategy for ensuring that the neighborhood is viable now, and flexible enough in terms of its infrastructure to adapt to the needs of the future. The hierarchical nature of the proposed street network strives to provide the interstitial gathering places that the area so badly needs, while also creating an impetus for thoughtful growth as it pertains to new construction. It will be the addition of new buildings that will ultimately define the district's path forward; a path that will be more fruitful if new development adheres to the existing character.
Transportation The street network will provide the means necessary for efficient movement to and throughout the district Events & Meeting People The addition of parks, active alleyways, and pedestrian-friendly streets will enhance interactions Pursuing Interests The pedestrian-friendly nature of the street network will sustain opportunities for local businesses Density, Buildings & Traffic Establishing Larimer as a prominent central hub for transportation bolsters the district's capacity Community & Cultural Space Community spaces extend beyond traditional parks or open spaces to encapsulate the streets, buildings and the spaces in between
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Green Roofs to Further Activate Alleys
Continued Emphasis on Street Art
Shared Workspaces for Local Artists and Craftsmen
27th & Larimer Future Outlook
Chicago Population = 9,512,999 Area = 10,874 (mi²) Density = 874.8 (people/mi²)
Chicago Population = 9,512,999 Area = 10,874 (mi²) Density = 874.8 (people/mi²)
A Performance Phyllis Musical Inn - Street Orchestra 1800 W Division St, Chicago, IL 60622 Performances serve to augment the atmosphere of a place without any form of permanent evidence
An Installation Sprinkles Cupcake Dispenser 50 E Walton St, Chicago, IL 60611 This installation perhaps mostly exists out of novelty and how unique it is - it serves fresh cupcakes from the inside of the store to those on the street corner.
Strategic Spaces Pearless Memorial Corner Garden 2701 N Lakewood Ave, Chicago, IL 60614 This park was created as a zoning provision to break up the block's development and to commemorate the candy factory that had been there for almost a century.
The Built Environment Washington/Wabash Station Beautification 30 E Washington St, Chicago, IL 60602 The beautification of a train stop is indicative of Chicago's expansion
Policy and Landmarks Chinatown Gateway Plaza 2206 S Wentworth Ave, Chicago, IL 60616 The gateway into Chinatown is the identifying icon for the neighborhood
Chicago Population = 9,512,999 Area = 10,874 (mi²) Density = 874.8 (people/mi²)
Implications from vector projections
Two vectors that stood out from the standard model were the Community and Cultural Space metric, and the Density, Buildings, and Traffic vector. The magnitude of the Chicago vector was significantly smaller than the standard model for the rate of change seen in responsive buildings based on use. Similarly, the angle of the Community Space vector seemed to indicate a shift of how public spaces are used, rather than the digital or software presence they may have in the future. Both of these discrepancies pointed out a clear notion that the way physical space responds to traffic or required use will be dramatically different in the future of the city.
Physical / Non-Physical and Natural / Artificial Physical / Non-Physical and Natural / Artificial 2.5
(-) Natural vs Artificial (+)
(-) Physical vs Non-Physical (+)
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1.5
Tran Even Explo Build Com
1
0.5
0
84 -0.5
1997-2000
2001-2004
2005-2008
2009-2011
2012-2015
2016-2017
angle = 57.56°
Transportation
magnitude=1.45
angle = 43.36°
Events and Meeting People
magnitude=2.07
angle = 39.13°
Exploring and Pursuing Interests
magnitude=1.20
angle = 38.90°
Density, Buildings, and Traffic While Chicago's magnitude of change seemed rather slow, the abundance of responses that constituted the vector made it a heavy element for prediction.
magnitude=0.73
angle = 18.43°
Community and Cultural Space
magnitude=1.09
In Chicago, like in most other places, there was a heavy directional balance that community spaces will still physically exist, but become more flexible in the future.
Chicago Population = 9,512,999 Area = 10,874 (mi²) Density = 874.8 (people/mi²)
Space Sharing - a shift in ownership
From our data we observed that Chicago is distinctly moving along the artificial or "hardware" axis, meaning our city is becoming more physically adaptive to citizen’s needs. Our vision for more phsyically adaptive space was influenced by what we saw during our time in the city: Variable Demand Long-term leases rely on the premise that a lease needs the entire place all of the time. Companies like 'WeWork' profit off the idea that people want more variable space, or not to be tied down. Vacancy or Unused Time Some businesses don't need spaces year-round - seasonal stores change occupants to account for this but amass overhead costs. Landlords charge a premium for short-term leases. Cost of Maintenance Ownership itself comes with pitfalls. If the cost of maintaining something is greater than the profit margin, the owner loses money. With larger organizations, tighter margins can be overlooked given a large quantity of ownership.
The sharing economy is estimated to grow from $14 billion in 2014 to $335 billion by 2025. Private vehicles go unused 95% of their lifetime. Airbnb plans to build 2,000 Airbnb branded units over the next two years.
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Long-term Leases Variable Demand
Short-Term Leases Vacancy Time
Under-used Spaces Cost of Maintenance
Space On Demand
Reducing the number of needed spaces by utilizing the already existing spaces. Resources and spaces are rented on an as-needed basis, leading to more efficient use.
Chicago Population = 9,512,999 Area = 10,874 (mi²) Density = 874.8 (people/mi²)
Space on Demand - State and Madison
From our experience within the city, we believed that the best location for us to propogate and visualize the data and trends we collected would be the corner that we worked on. It also was an excellent demonstration of the Chicago "loop" business district, and contained a variety of circulation and space types. A block to the east was Michigan Avenue, a major commercial street, and directly adjacent to Millenium Park - one of the largest public amenities in the middle of an urban core in the world. Between Michigan Avenue and State Street, there are five different levels of public circulation. Starting with the lowest, there is a redline platform that stretches for a mile underground; some segments remain accesible, but unused the train no longer stops there. Above this there is the underground lobby above the platform, and elsewhere, the "pedway" or underground pedestrian walkway. Above this is street level, which is home to some elevated bus stops and platforms to further articulate a hierarchy of functions. Above the street, there is the "L" stop lobby, that allows for users to make directional transfers or switch lines. At the top of the public access, is the actual "L" platform which is home to five major lines connecting all parts of the city. Aside from this interesting circulation hierarchy, we spent a significant amount of time watching the area change as the seasons passed.
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State & Madison Present Conditions
Millennium Park
Bike Share Station Elevated Bus Stop + Bus Lane Washington “L” Stop Axonometric #1
Madison “L” Stop
Old Unused “L” Stop
Chicago Population = 9,512,999 Area = 10,874 (mi²) Density = 874.8 (people/mi²)
Predicting change by looking at the pieces
Ultimately, it was this view of how the city changed over time that influenced our "proposal" for what kinds of spaces it could benefit from. Stores would pop up just for Halloween, or we saw our own office change in who needed to be with a specific department or total number of people. This lead us to three major parts:
Retrofitting Existing Office Space Current architecture would become more flexible so that it can be updated faster than traditional remodel speeds - perhaps with mobile partitions to be flexible on a weekly basis. Leasing Unused Public Infrastructure Rather than the city holding on to aging infrastructure and thus costs - these unused spaces could be leased out to new tenants that make novel use of spaces that would otherwise not be. New "On-Demand" Vernacular With services like "WeWork" and Airbnb on the rise, it seems relatively easy to envison a completely new type of structure that allows for daily reformatting or reorganization and is available upon request by a citizen or user.
The following axonometric reflects two additional steps which this page did not have space to portray - storefronts that can be leased short-term, and park space that could be leased for events.
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Retrofitting Existing Office Space
Leasing Unused Public Infrastructure
New "On-Demand" Vernacular
Chicago Population = 9,512,999 Area = 10,874 (mi²) Density = 874.8 (people/mi²)
A more physically responsive environment
Taking all of these pieces into account, the final image of "future Chicago" looks fairly similar, but functions rather differently. While Burnham envisioned the park or public spaces as something available to everyone, it would serve the city well to offer some of these spaces to businesses for hour-long sessions so that they can generate revenue with them. While most of the buildings would remain the same, some of the interior could be slightly modified to allow for different lease structures and a more frequently changing streetscape. Some businesses would save a significant amount if they were able to only lease for a specific part of a year. Similarly, office buildings typically offer rather long leases, and as the population within a business can vary dramatically, the office space remains static. It would serve these types of tenants well to be able to adjust the amount of square footage on lease when they do not need it. It could, for instance, be possible to see a bar or nightclub filling the abandoned train stop (probably the only program that wouldn't have to worry about subway noise.) This is advantageous for the bar in that location, because it is literally integrated into the fastest way to get around in the city. In the end, all of this adds up to a version of the same city, where things can more easily change based on need or use.
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State & Madison "Potential" Conditions
Kansas Kansas City City Population Population = = 2,104,509 2,104,509 Area Area = = 8,472 8,472 (mi²) (mi²) Density Density = = 248 248 (people/ (people/ mi²) mi²)
Kansas City Population = 2,104,509 Area = 8,472 (mi²) Density = 248 (people/ mi²)
A Performance Waldo Fall Festival 315 W 75th St, Kansas City, MO 64114 The annual fall festival brings life to an often unused parking lot in the heart of the Waldo district.
An Installation The Metal Man 400 E 18th St, Kansas City, MO 64108 A curious metal sculpture standing on the corner expresses the artistic value of the Crossroads district.
Strategic Spaces The River Market 20 E 5th Street #201, Kansas City, MO 64106 A permanent market area that hosts a weekly farmers market as well as other public events.
The Built Environment 18th and Broadway Urban Garden 1730 Broadway Blvd, Kansas City, MO 64108 A city block devoted to growing food that is then distributed to those in need.
Policy and Landmarks Westport Walkway 510 Westport Rd #100, Kansas City, MO 64111 Due to heavy foot traffic in the area, the sidewalks were extended into the street to create a safe walkable streetscape.
Kansas City Population = 2,104,509 Area = 8,472 (mi²) Density = 248 (people/ mi²)
Implications from vector projections
The data suggests that Kansas City has a very digital approach to public interaction. It seems people enjoy communicating on social platforms rather than face-to-face. The categories of Events and Meeting People and Exploring and Pursuing interests suggest Kansas City is adapting drastically to the online social world. While this may be a good thing, we found it important to maintain the physical presence of these categories. In order to attept to bring back the physical component of human contact, this project aims to use the strong physical presence of Kansas City's cultural spaces to emphasize human interaction.
Physical / Non-Physical and Natural / Artificial Physical / Non-Physical and Natural / Artificial 2.5
(-) Natural vs Artificial (+)
(-) Physical vs Non-Physical (+)
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Tran Even Explo Build Com
1
0.5
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-0.5
98 -1
1997-2000
2001-2004
2005-2008
2009-2011
2012-2015
2016-2017
angle = 34.15°
Transportation
magnitude=0.73
angle = 83.55°
Events and Meeting People while not changing rapidly year after year, the direction of this vector shows that it is being driven almost entirely by software
magnitude=1.11
angle = 73.01°
Exploring and Pursuing Interests while not changing rapidly year after year, the direction of this vector shows that it is being driven more by software than hardware
magnitude=1.10
angle = 35.76°
Density, Buildings, and Traffic
magnitude=1.58
angle = 24.60°
Community and Cultural Space while not changing rapidly year after year, the direction of this vector shows that it is being driven more by hardware than software
magnitude=1.05
Kansas City Population = 2,104,509 Area = 8,472 (mi²) Density = 248 (people/ mi²)
The Human Corridor
Kansas City has undergone a steady population growth over the years, which is reflected by Kansas City's physical development. Many new spaces have been developed for specific socioeconomic classes: however, our data suggests that there is not a good place that allows different socioeconomic groups to interact and explore cultural differences. This type of space can be achieved with three components: Adaptive Spaces In a world that is constantly changing, it is important for our environment to change with it. Understanding how a space is used and what it is used for helps to determine an ideal solution to the problem of adaptable spaces. The Pedestrian Pathway Kansas City is a very stretched-out city that isn't very pedestrian friendly. The walkability of an area contributes to that area's health, economy, and cultural value. Community Integration There are a number of different cultures in Kansas City. Understanding our differences and similarities is important in developing a strong community. Finding a way for our urban spaces to provide equity in cultural expression is a key problem this proposal focuses on.
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Adaptive Spaces
Revitalization of Pedestrian Pathways
Community Integration
Spiking Community Engagement and Interest
Introducing new functions and spaces through the integration of fellowship and local community. Adaptive spaces are used as a means to bring general interest into the local community and introduce them to the existing or developing movements of Kansas City.
Kansas City Population = 2,104,509 Area = 8,472 (mi²) Density = 248 (people/ mi²)
The Crossroads District: Existing Conditions Of Kansas City's many different districts, our experience in the city has led us to believe that the Crossroads district is an excellent place to implement an urban intervention that addresses human interaction through adaptive spaces. The crossroads is historically a semi-industrial district that has grown to express Kansas City's culture through the artistic community that has been thriving there. The first Friday of each month the area explodes with fresh art, street performances, pop-up shops, food trucks and much more creating a rich environment that attracts people of all cultures and classes: however, for the rest of the month, the area sees very little pedestrian traffic. This project aims to bring out that once monthly First Fridays liveliness to everyday life. Our site is located on 18th Street between Main and Walnut in the heart of the Crossroads. This site was chosen for its proximity to public transportation, the area's low building density and its large swaths of asphalt parking lots that are widely unused. The location, the open space, and the available ammenities in the area make it an ideal location for this proposal.
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Kansas City Population = 2,104,509 Area = 8,472 (mi²) Density = 248 (people/ mi²)
Adaptive Spaces and the Pedestrian Pathway The first two steps in making this project a successful urban intervention are to establish a pedestrian corridor and form a central node as a multi-use space. This central node is plaza made up of automated tiles that change the form of the space to meet the needs of the user.
Version 1 A simple arena layout. Users could play a game of soccer, host a play, or just hang out and enjoy the day.
Version 2 Event seating and stage. This layout immediately transforms the site into a concert venue. Version 3 A play ground? A gallery? A maze? Another world? The area will never be the same when you have 352 tiles that can form whatever is needed. The use of automation in our built environment opens up a whole new world of possibilities.
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Kansas City Population = 2,104,509 Area = 8,472 (mi²) Density = 248 (people/ mi²)
Community Integration: Building a framework
Once the pedestrian corridor has been established, there is a need for something that encourages interaction and makes people want to stay. This need led to the creation of a market skeleton and adjacent green spaces that encourages interaction.
Market Skeleton Commerce drives our cities. An area's success is often measured by the number of shops, restaurants and their popularity. This market framework allows businesses, artisans, and shop owners to set up shop for different periods of time, some more permanent and some more temporary. This creates a market that is constantly adapting to the needs and wants of the patrons. Green Spaces The Crossroads district is lacking in green spaces. The use of nature in our built environment helps create a space that is beautiful, healthy, and inviting. The green spaces adjacent to the pedestrian corridor provide relief from the crowded market and further create opportunity for public interaction.
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Market Skeleton
Green Spaces
Kansas City Population = 2,104,509 Area = 8,472 (mi²) Density = 248 (people/ mi²)
An Adaptive Intervention
The public plaza in combination with the market-lined pedestrian corridor creates the opportunity for both cultural and economic growth. Kansas City has a lot of commercial spaces and public parks, but the combination of shopping, relaxing, playing, and working as proposed by this project allows unique interactions to take place between the many different kinds of people that live in this city. In a world where digital landscapes grow, some physical landscapes die. Understanding the success of the digital world and applying those ideas to the physical landscape with the aid of technology can create something amazing and prevent our cities from losing the human touch.
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Conclusion
How does a "Living City," or one that is rapidly responsive and adaptive, affect the process of developing a community? ...and what do these changes mean for the experience of living in a city moving forward?
Conclusion
Putting (context) back into context.
Returning back to our context, Big Data and Automation stood out as critical factors, and ultimately led to a new version of the city that we have not seen before - one that is alive, aware, and responsive in real time. Critically, it is still composed of the same three parts that we saw before: People & Interractions The intangible social and emotional component of human experience; humanity viewed as moments in time. Big Data & Automation The continual improvement of processing and analytics technologies which yield more intelligent and rapid data. Built Environment Our developed habitat and tools that we use on a daily basis - augmentation to our physical geography.
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People & Interactions
Int Urba erv en n tio ns
ffic nt Tra eme g na Ma
The “Living City”
Built Environment
Smart Buildings
Big Data & Automation
Re: Definition - The "Living City" Through the visualization exercise, and a careful reconsideration of the semester's research, in the end it was clear that our initial premise was wrong. We had postulated that the future of cities was one driven by A.I. and big data to the point where perhaps it could think or adapt on its own without the need for designers or people engaging in the Urban Intervention process cycle. What became clear was that if a city can adapt on its own, and people are no longer customizing it for their needs, it is no longer a developing city. It is unclear exactly what this dystopia would be made of, but clearly it would not be an organic community process. Cities, by definition, require human intervention to grow and continue to develop. Rather than defining the Living City as something that would be alive and responsive, it became clear that this was already the case. As people organically make places and manifest their culture, cities are already alive.
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The “Living City� The point at which a city is alive, adaptive, and responsive to changes in real-time. The collective response of a people to collaborate and change their environment.
What We Learned By defining the "Living City" as the collective response of a people to collaborate and change their environment, we learned that all cities are already alive and constantly responding to change. Moreover, it put our research into context our measurments of automation more aptly predict the ways in which people will update their spaces. Cities are already constantly changing, but the types of changes we are going to see can be more clearly understood and predicted. As technology continues to get integrated into our environment, people will have more momentary control of changes to space and how interractions might occur. This postulates that the use of a community space won't necessarily be determined by big data, but big data will allow people to know when the space is open for use when they need it. Similarly, this definition doesn't predict that the way people interract to find the things they want in a city will be more digital or automated, but perhaps that the ways people get connected to others to show them the path they need is more common.
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If Cities are a byproduct of human interaction, then by definition, all cities are already responsive and organically alive.
The change we're seeing is not whether the environment responds, it's how fast our spaces can adapt and change.
Our Urban Coral Reef Calling back to mind the earlier mentioned metaphor for the city as a coral reef, this comparison can be helpful in putting the fundamental change in context. Ultimately, it would seem that the cycle of change in our cities (the urban intervention cycle) is increasing in speed. In terms of a coral reef, the overall system is occurring in the same way and the relationships are not changing, but the pace at which it grows is increasing. This is not a good or bad thing - places change; they always have. The things we place in our world may not have as long a lifespan as they did in the past. What will ultimately determine if this is a development that makes cities better or worse is the same that is true of a reef. If the increased speed in the cycle allows for enhanced connections between the systems that make up our cities, then ultimately it will benefit them. But if technology becomes a hindrance to these connections, our cities will cease to be organic environments that reflect the character of their inhabitants. Thankfully, it's in everyone's self-interest to stay connected to each other. We all want to live together, not alone.
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As technology continues to become more ubiquitous and permeate seemingly every aspect of our lives - it's critical that we understand its potential to augment our built environment...
...and enhance the connections that occur within it.
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