MUD - Detroit - The Beltline by Taubman College of Architecture and Urban Planning

The Beltline

University of Michigan Taubman College of Architecture and Urban Planning Master of Urban Design 2016

Published by A. Alfred Taubman College of Architecture and Urban Planning 2000 Bonisteel Boulevard Ann Arbor, MI 48109-2069 USA www.taubmancollege.umich.edu For questions or prermissions, contact TaubmanCollegeCommunications@umich. edu © 2016 The Regents of the University of Michigan All rights reserved Cover design: Lars Gräbner Special thanks to: Kit Krankel McCullough, Manasvi Bachhav, Travis Crabtree and Sandra Patton The Beltline - Key urban design concepts for a post industrial rail corridor in Detroit / Lars Gräbner, editor. ISBN-10 1-891197-05-3 (hardback) ISBN-13 978-1-891197-05-5 (hardback) ISBN-10 1-891197-07-X (digital) ISBN-13 978-1-891197-07-9 (digital) Download: taubmancollege.umich.edu/mud Every reasonable attempt has been made to identify owners of copyrights.

The Beltline

Key urban design concepts for a post industrial rail corridor in Detroit

Lars GrĂ¤bner, editor

University of Michigan Taubman College of Architecture and Urban Planning Master of Urban Design

Contents 1 The BeltLine PREFACE: REINVENTING THE CITY OF PRODUCTION Kit Krankel McCullough

FOREWORD 12 Lars GrÃ¤bner PROJECT PERIMETER

Exploring the Line: A PORTRAIT Infrastructure Layers

2 THE PRODUCTIVE CITY: A CASE FOR THE BELTLINE 1. Introduction: A Case for the Productive City Luneoufall Vital Gallego

2. An Urbanism for Manufacturing Jonathan Hanna

3. Productive Landscapes as Urban Infrastructure Travis Crabtree

Ecosystem Services

Resource Security and Management Services

Present Day and the Productive Heritage

4. Making Economy Shao-Chen Lu

5. Synergistic Systems: Landscape as Infrastructure Manasvi Bachhav

6. Growing The Productive City Melia West

7. Synergistic Systems: A Local Energy Cycle Mengyu Jiang

3 VISIONARY PROPOSALS 1. INFRASTRUCTURE FOR CIVIC EXPRESSION Nishant Mittal

The Great Lakesâ&#x20AC;&#x2122; Hydrologic System

The Intervention

2. UNIROYAL Manasvi Bachhav The Intervention

107 115

3. GROWING UP Travis Crabtree

127

Pure Michigan

132

Farming Footprint Comparison

137

Pure Michigan

137

4. BREWS & BTUs Mengyu Jiang

151

Current Movements in Urban Energy Production

152

Energy Assets

154

5. THE INTERCHANGE Luneoufall Vital Gallego

165

The State of the Great Lakes Regional Public Transportation 166 The Intervention 6. THE VERNOR MACK ENERGY EMPLOYMENT DISTRICT Shao-Chen Lu

171 177

Employment Synergies

181

The Intervention

183

7. MADE IN DETROIT Zhe Zhang Synergistic Systems: Transportation and Manufacturing 8. FOR WHOM ? Jonathan Hanna

189

190 207

Company Towns in the Midwest

208

The Intervention

212

9. INTEGRATED NEIGHBORHOODS Melia West Contemporary Housing in the American City

227

228

The History and Current Development of Housing in Detroit 229 Existing Housing Stock in the Beltline

231

Call for New Housing Typologies in Urban Neighborhoods

232

Urban Pollination

238

Finders Keepers: Existing Assets + Opportunities

240

The Intervention

244

4 final remarks CONTRIBUTORS

258

Special Thanks

261

Acknowledgments

261

BIBLIOGRAPHY

262

IMAGE SOURCES

264

The BeltLine 9

PREFACE: REINVENTING THE CITY OF PRODUCTION Kit Krankel McCullough

The story of Detroit’s rebirth follows the now-familiar “creative class” narrative. Young people come looking to live and work in a cool, exciting urban environment. White kids from the suburbs open a barbecue joint that becomes an outpost of urban energy. Artists follow to fix up old buildings. Public investments are made in plazas, riverfront parks and bike trails. The city center is graced with an artificial beach in summer and an ice rink in winter. Corporations move downtown for an environment that will help them attract young talent. The city lures a Whole Foods. Restaurants, boutiques and new apartment buildings follow. Anointed avenues are lined with hip coffee houses and brew pubs. Construction begins on a light rail line. The city is bright and shiny and new, a city of the 21st century. Detroit has shed the baggage of its 20th century history, of the dying industrial giant. The rust is retained as mere patina. At first blush, it could be assumed that the redevelopment of Detroit’s Beltline would continue this narrative. The riverfront developed with parks and apartment buildings. The Beltline itself rebuilt as another bike trail, like the Dequindre cut, a tether that would extend the energy of the core into the neighborhood. The young people would come,

riding their bikes to work downtown or to shop at Eastern Market. The vacant blocks would sprout new apartment buildings and neighborhood coffee shops. But to visit the Beltline is to discover a different story, a story that hews closer to the past. The first thing one realizes is that the Beltline is not a tabula rasa of abandonment. There are a number of small manufacturing concerns still going, as well as urban farms. The Beltline is still a place of work, of making things, of production. Clearly, any redevelopment of the Beltline must be careful not to displace the jobs and activity that already exist. In fact, the Beltline presents an opportunity to grow much needed jobs. Here is where the story veers from that of Detroit’s newly-vibrant core. Instead of the “creative class” model of redevelopment based on leisure—creating a playground for college-educated young people, the kind of workforce that has been luring corporations like Quicken to downtown—the redevelopment of the Beltline is centered on work, and a certain kind of work. The kind of work that made Detroit famous. Because Detroit still knows how to make things. The infrastructure of production is still in place, a hidden asset awaiting a re-purposing. Productive manufacturing is steadily reviving in the U.S., driven

by several factors, including rising costs and wages abroad and new technology that is changing the nature of manufacturing. Detroit is poised to capitalize on this resurgence, with viable industrial building stock, logistical systems and infrastructure, especially in the Beltline. But perhaps the greatest asset and potential is the wealth of human capital in the region, a strong base of skilled technical workers, and the potential to train or attract more workers. The redevelopment of the Beltline must look toward an urbanism of production, rather than the creative class model of redevelopment around consumption. The existing conditions of the Beltline offer tantalizing possibilities of what form this urbanism might take. Living, working, making, and distribution already exist in a strange jumble. Houses are interspersed among warehouses and loading docks. Former breweries stand shoulder-toshoulder with old rooming houses. Urban farms and hoop houses occupy the spaces between lowslung buildings housing metal fabricators and stores of shipping pallets. The new urbanism of production will rely on such close contact. Indeed, in their book The Smartest Places on Earth, financial policy

Highland Park

Smart public investments can help encourage the rebirth the Beltline. District energy can provide cheap renewable energy to attract

Detroit

The Beltline

tro

Belle Isle Downtown Detroit

experts Antoine van Agtmael and Fred Bakker find economic strength emerging in areas of the former rust belt, which they have rechristened the “Brain Belt”: highly collaborative areas that are directing their old production expertise on new technologies and reinventing manufacturing. A key trait among brain belts is that they anchor themselves in urban districts that both appeal to creative workers and serve as strong incubators of innovation. Van Agtmael and Bakker argue that brain belts require places “conducive to brain sharing” — city districts that stand in contrast to suburban corporate campuses. This innovation infrastructure includes old warehouses that can be converted into flexible work spaces, relaxed zoning that will allow shops and apartments in close proximity to manufacturing, and digital and physical connectivity. The urbanism of production also requires all the qualities that make up attractive urban neighborhoods: density, affordable housing, mixeduse buildings, access to public transportation and shared mobility, pedestrian-friendly streets, and parks and public spaces that foster creative exchange.

Hamtramck

Fig. 1 The Beltline in its Context

manufacturing. Subsidized shared maker spaces and incubators can encourage startups and entrepreneurs, and offer classes and training. Transportation infrastructure can provide connections to distribution outlets and access to the region’s labor force. Perhaps most important, in an area of the city where much of the land is vacant and publiclyowned, the disposition of these parcels can be targeted toward affordable work spaces as well as affordable housing, with flexible zoning that supports a mix of uses that includes light industry and agriculture, but in a new urban form. Van Agtmael and Bakker write about the return of a ‘village’ mentality in large cities, particularly among young people. “It is a form of sharing brainpower and collaboration that goes beyond

technological innovation to city reinvention.” The Beltline, we believe, can serve as a model of such city reinvention. This book is the work of the students in the Master of Urban Design program, class of 2016, at the University of Michigan Taubman College of Architecture and Urban Planning. The work was produced in a design studio taught by Professor Lars Gräbner and a seminar taught by me. The book includes essays on the idea of an urbanism of production, and design proposals for Detroit’s Beltline. The hope is that this work inspires a recognition of the potential for post-industrial landscapes in the U.S. and beyond, and an approach to their redevelopment that allows cities to reemerge as places of production.

FOREWORD Lars Gräbner

Detroit finds itself in a long awaited and enthusiastic stage of reinvention and experiences currently unparalleled in urban development. After decades of a shrinking economy and population, and a consequent loss of housing stock, the city is now in demand of new housing and accommodation of a growing economy. New residents and long time Detroiters contribute to the art and design scene, innovative and creative businesses and activities, while the perception of resurgence draws national as well as international attention to the city. The shrinking of the city made clear, which districts and neighborhoods proved to be more resilient than others. It is the intention of the city’s planning department to study the potentials of such areas and to explore concepts and strategies to strengthen their urban integrity and connectivity, as well as create attractive, economically and socially sustainable neighborhoods for new medium density housing. The Beltline Rail Spur on Detroit’s East Side is a significant part of the resurging context of the city. Once an integral part of the network of the industrial railroads, the ‘lifelines’ of Detroit’s economy, the Beltline is a historically evolved

industrial corridor. Over time, the three-mile-long and three-block-wide stretch has changed in character to a vivid, highly diverse territory, flanked by areas of urban erosion and emerging prairie. The Beltline encompasses a variety of unique adjacencies such as residential pockets next to a row of warehouses or industries lined along a linear parkway. These adjacencies, together with a unique building stock and an advantageous location and connectivity makes this corridor the next prime zone for hybrid development proposals. For the city of Detroit, the connection of the riverfront development and Riverwalk to the recently declared Mt. Elliott Employment District for Global Trade and Industry presents thisW corridor as a valuable zone for development. Nine students of the Master of Urban Design Program at the University of Michigan’s Taubman College of Architecture and Urban Planning took on the challenge to

explore, investigate and develop proposals for the Beltline. These proposals speculate on the agency of design within a highly defined context and draw from the relationship between history, current community initiatives and organizational involvement in the Beltline. The individual as well as the collective initiatives of the studio attempt to take advantage of its typological diversity and location as the new City Edge. Taking this into account, the studio also aims to create new systems that engage areas beyond the ‘Edge’ to produce a cohesive urban development scenario. The students contribute to an evolving discourse led by several entities, such as the Detroit Planning Department and the Detroit Future Cities Initiative, to not only develop proposals for the built urban environment, but also in implementation strategies in the broader context. This includes aspects of publicity and privacy, integration of sustainable

PROJECT PERIMETER

5 systems, food production, mixeduse development, landscape design, hydrology, industry in the renewable energy sector, public transportation as well as recreational and community based development.

The group project evolved out of negotiated individual ambitions rather than being predetermined by the professor’s or the city planning department’s concepts and ideas. The structure of the studio’s objective reflects the urban reality of negotiation on one hand and a demand for a coherent practice on the other. A central concern of the studio was to contribute to the overall ambition while developing individual contributions to the urban context in high resolution. It was clear that the constant negotiations resulted often in controversial or conflicting questions, which needed to be battled to a coherent conclusion, where all concepts and ideas finally found a valid place in the overall outcome.

3 2 1

After all, the goal is to demonstrate that Detroit can be a city for all. 1. Belle Isle 2. Riverwalk/ Uniroyal Site 3. Elmwood Cemetery 4. Packard Automotive Plant 5. Mt. Elliott Employment District

Fig. 2 The Beltline in historic maps, (Sanborn)

Exploring the Line: A PORTRAIT 15

Infrastructure Layers

Fig. 1.1 Analytical Diagram of the Attributes of the Beltline

impervious srf

adaptive reuse

barriers

demolitions

structures

vacancy

intersections

Fig. 1.2 The Beltlineâ&#x20AC;&#x2122;s urban Attributes in separate Layers

01.15.2016 Neighborhood Vacancy from the Mass Demolition Program adjacent to the Beltline

Fig. 1.3

07.03.2016 Residential Building Stock on Vernor Highway and Meldrum Street

07.03.2016 For sale, Gratiot Avenue and Meldrum Street

01.15.2016 Underused Industrial Buildings at Beaufait and Sylvester Street

07.03.2016 Bradley Playground at Bellevue Street and Pulford Street

07.01.2016 Emergent Summer Prairie at the Corner of Vernor Hwy and Crane Street

07.01.2016 The Uniroyal Site being remediated by the successional Landscape

07.01.2016 Metal Artifacts Near Active Industry on Beaufait St., North of Lafayette Street

07.03.2016 The Heidelberg Project by Tyree Guyton, Penny Saab

07.03.2016 Bradley Playground at Bellevue Street and Mack Avenue

12.19.2015 Advertisement, East Warren Avenue and Mt. Elliott Street

07.03.2016 Death Bears at Charlevoix Street and Beaufait Street

07.03.2016 Pallets, Beaufait Street and Sylvester Street

07.03.2016 Warren-Meldrum Park at Beaufait Street and East Warren Avenue

07.03.2016 Faygo Warehouse Yard at Beaufait Street and Theodore Street

07.03.2016 Demolished Block at Mitchell Street and East Forest Avenue

12.24.2015 Capuchin Soup Kitchen Greenhouse at Meldrum Street ans St. Paul Avenue

01.15.2016 Rail Tie Fencing, Beaufait Street and Benson Street

12.24.2015 Corner Residence, East Forest Avenue and Meldrum Street

07.03.2016 Sylvester Street and Bellevue Street

07.03.2016 Downtown Boxing Gym, Beaufait Street and East Vernor Highway

06.15.2016 Residential and Industrial Juxtapositions, Bellevue Street and East Vernor Highway

07.03.2016 Peeling Paint, Bellevue Street and Kercheval Avenue

01.15.2016 North Rail, Bellevue Street and Theodore Street

06.15.2016 A-Line Products Corporation, Charlevoix Street and Bellevue Street

07.03.2016 Packard Plant, South End at Bellevue Street and Frederick Street

07.03.2016 At Mt. Elliott Park, Lofts at Iron Street

07.03.2016 Staggering Barrier, East Lafayette Street and Beaufait Street

07.03.2016 We buy Gold. Diamonds, Gratiot Avenue and Mt. Elliot Street

07.02.2016 Everybodyâ&#x20AC;&#x2122;s Universal Tabernacle , Meldrum Street and Pulford Street

07.03.2016 Total Bus Care at Bellevue Street and Mack Avenue, Falcon Foundry on Beaufait Street

01.15.2016 The Bloody Run in the Elmwood Cemetery, North of E. Lafayette Street and West of Mt. Elliott Street. An Encouragement to Daylight covered Creeks and Streams in Detroit.

1930 The Uniroyal Tire Manufacturing Plant and the Michigan Consolidated Gas Co. CoalGasification plant, now ripe for Development with as many as 2,000 residential Units plus Offices and Retail Spaces.

Fig. 1.4

1930 Packard Automobiles at The Packard Plant, 1903-1958.

Fig. 1.5

2 THE PRODUCTIVE CITY: A CASE FOR THE BELTLINE 53

1. Introduction: A Case for the Productive City

Luneoufall Vital Gallego

The formerly industrial landscapes spread out across urban places like Detroit could be seen as one of the most challenging architectural endeavors of the twenty first century. Academia has been examining this state of Detroit for a long time now and just recently the U.S. Pavilion‘s 2016 Venice Biennale on the Architectural Imagination was based in Detroit. This has prompted many questions about the future of the large post-industrial gaps that have sat dormant in the city’s urban fabric for so long.

These gaps provide incremental possibilities for contemporary activation through the manipulation of existing infrastructure, embedded structures, and other leftover anatomies. Post-industrial districts like the Beltline hold the potential for economic, creative and productive reinvention. The new industrial urbanism could create an exciting impetus for new industries, different energy typologies, urban productive landscapes, and innovative housing typologies. Detroit’s post-industrial territories hold all sorts of exciting opportunities for urban redevelopment. A program such as light industry allows for smaller gaps between production and consumption, giving residents agency to start their own business with less capital-intensive industries. In efforts to take a stance on the matter of existing energy infrastructure, the district’s new systems can improve energy efficiency, enhance environmental

protection, and even decrease life-cycle costs as well as building capital costs. Insertions of productive landscapes along the Beltline establish not only a self-sustained closed loop system but ensures the Beltlineâ&#x20AC;&#x2122;s food security and self-sustained character. Economies have been referred to as systems for producing, distributing, and allocating goods and services according to supply and demand. Cities have always represented more than their economies, reflecting cultural values through architecture, public spaces, festivals and communities. In recent decades, the representation of urbanism has been centered on the creative sector and creative jobs, especially as championed by Richard Florida in The Rise of the Creative Class. The return of manufacturing to American cities demands a new vision that reflects a different path toward economic development, one based on production rather than

consumption. The productive city benefits and grows the local economy and reflects directly into the urban fabric of the city. Detroit, the Beltline in particular, offers the ideal ground to test a new urbanism for the productive city. As the Michigan Economic Condition Assessment1 states, Michigan has assets that make it well-positioned for the next economy. The stateâ&#x20AC;&#x2122;s metropolitan areas are among the nationâ&#x20AC;&#x2122;s leaders in export intensity, with a concentration of economic activity in the Detroit metropolitan region. Our proposals for the Beltline take a stance that the potential of the district is to generate jobs and

income that can support the local economy of the city. The emphasis on a local economy is key to the productive city. A local economy builds upon a local workforce. The redevelopment of the Beltline must include opportunities for training and employment of residents. A local economy also presents opportunities for efficiencies in the overall process of production and the creation of synergistic systems that operate as a closed-loop. An urbanism for the productive city brings together manufacturing, distribution, jobs, training, disposal, and consumption, toward an efficient apparatus that can set an international precedent.

2. An Urbanism For Manufacturing

Jonathan Hanna

Fig. 2.2.1 Ford Highland Park Plant Woodward Avenue circa 1916

Agglomeration was the driving force for manufacturing prior to the industrial revolution1. Naturally, as manufacturers needed to export their products around the country prior to large scale interstate networks, they utilized water and rail lines2. This is why we see, in part, an agglomeration of buildings of the industrial typology along the river of Detroit, its supplementary creeks and its rail lines, both historical and contemporary. While many believe these rail lines and subsequent industrial buildings were built in the city. They were actually founded on the outskirts of the city2. The Beltline was implemented in the 1904 according to a Detroit news article titled “An Outer Belt Line” subsequent to the area’s annexation in 1885. “Detroit Terminal Railroad’s trackage extends around the City of Detroit in what is called a “Belt line,” reaching rural undeveloped locations in order to open up opportunities for new industrial development in the rapidly

growing city.”3 Some of the first tenants of the new Beltline were stove companies. Prior to the implementation of Euclidean zonings in 1922, which sought to protect people from unhealthy juxtapositions of uses such as housing and manufacturing, the owners and employees of the plant lived adjacent to the Beltline. To the east was the bourgeoisie class , also known as those who owned the means of production, who set up their “suburbs” of West and Indian Village. To the west was the housing of the working class serviced by an electric streetcar line running parallel to the Beltline on Mt. Elliot. Urbanization of these areas followed the industry inland from the river in the year after the Beltline’s implementation. With the subsequent urbanization of what was formerly the outskirts of the city, a new social conditions emerged. Unionization created out of bad working conditions, was fostered by urban industry. The streets became a place to

Existing Rail Lines Exposed Water Exposed Water Possible Creeks Parks and Historical Places Industrial Areas

Fig. 2.2.3 Detroit’s Manufacturing Corridors Miles

gather for workers demanding better conditions. This condition can be seen best at the Ford Highland Park assembly plant which is adjacent to two major roads, Woodward and Manchester street. A plant along the Beltline in a highly urbanized condition, it was also the birthplace of unions.

Fig. 2.2.2 Detroit Electric Street Car Network map circa 1898

1_ Glaeser, Edward L. Agglomeration Economics. Chicago: U of Chicago, 2010.National Bureau of Economic Research. National Bureau of Economic Research, Feb. 2010. 2_ Corbusier, Le. The Athens Charter. New York: Grossman, 1973. 3_ The Detroit News, August 27, 1904, “An Outer Belt Line,” p. 3 4_ Purdy, Jeffrey R. “Form-based Codes – New Approach to Zoning.” Smart Growth Tactics 28 2007

While zoning had existed to govern the bulk of buildings and was deemed officially constitutional in 1926 by the United States Supreme Court, the adoption of Euclidean zoning was truly propagated by the Congrès Internationaux d’architecture Moderne (CIAM) in their 1933 Athens Charter which stated “Zoning reforms bringing the key functions of the city into harmony will create natural links between them [...] By taking account of the key functions — housing, work, recreation — zoning will introduce a measure of order into the urban territory2.” It arose out of overcrowded tenement housing and the intrusion of heavy

industrial uses into residential and commercial areas, creating serious public health and welfare problems. “These problems are at the root of land use separation and density limits which are the core of virtually all zoning ordinances today”.4 Furthermore Euclidean zoning was utilized by industrialists to control the social conditions of their plants. By locating their plants and manipulating adjacent zoning they effectively took away from the unions their space to gather in the urban street.

effectively eliminating spaces too large to not be controlled by his security team. What followed was an attack on union organizers, propagating the unions causes and further demonizing the bourgeois industrialist.5

This condition is exemplified by the Battle of the Overpass at the Ford River Rouge Complex captured in Upton Sinclairâ&#x20AC;&#x2122;s book â&#x20AC;&#x153;The Flivver King: A Story of Ford-Americaâ&#x20AC;? where Ford utilized the Rouge River and what is the opposite terminus of the Beltline to create a campus that was separated from the entrance street which terminated into a parking lot. This created an entrance sequence in which employees had to cross over a set of river overpasses to get to work, Fig. 2.2.5 Battle of the Overpass, circa 1937

By this time manufacturing had moved from the single occupant building to the campus model. Companies created their own agglomeration economies by producing raw material for themselves out of their company towns which were shipped using the existing rail lines.6 This caused many of the smaller manufacturers that produced parts for larger companies to go out of business6. As companies sought out larger and larger sites for their agglomeration campuses many looked towards the modern suburbs with large cheap green fields, pre-zoned in the modernist euclidean fashion, and with tax incentives6.

Fig. 2.2.4 Ford River Rouge Plant material flow chart

THE RISE OF THE SUBURBAN MODEL As ground speed increased, and the agglomeration campus model of manufacturing propagated, the multi story factory typology had met its end.7 The horizontal integration model of acquisitions of different parts of the manufacturing process led to a new manufacturing typology, the large footprint horizontally oriented plant. These typologies were fueled by the war efforts and some even built by the federal government, this boded well with the industrialist agenda of decentralization further diminishing the strength of the unions. With the implementation of The Federal-Aid Highway Act of 1956 access to these greenfield developments was made more accessible and so to was the exporting of goods out of the campus into the larger logistical network via freight trucks which utilized the new freeways instead of being fixed to a specific rail line. With the advent of natural

gas, coal no longer remained the primary source of heating fuel, almost wiping out the the rail line companies entirely. Services were retracted and any companies left in the cities utilizing rail who could not support their own rail line logistical needs were closed down or converted to freight trucks.

THE RE-URBANIZATION OF MANUFACTURING There are three tiers of manufacturing distinguished by the scale and quality and cost of the products in which they are manufacturing, and the proportion of skilled to unskilled labor needed to produce the products. The first tier is that of large scale daily use products, including, automobiles, computers, home appliances and large scale products which utilize an assembly line and and a mix of skilled and unskilled labor to create. In the Neo-liberal sense these companies flow to the

places of cheapest production cost where both skilled and unskilled labor can be found. Second tier products are those of a slightly smaller scale that often take some amount of training to produce, and may include watches, bicycles, furniture, parts of a tier one product or food. These products are highly region contextual and are often branded as being local, of good quality, and crafted to some degree by skilled labor. The third tier of products are generally of a much smaller

scale, and can be produced to with no skilled labor, including products like cans, bottles, paper products, clothing, shoes. This tier usually finds its place in locations with loose labor laws, and very low pay for it’s laborers. In the Post industrial city we have already seen a comeback of tier two manufacturing companies offering “Fauxthentic” products of high quality. These manufacturing companies do not rely on freight nor do they need a single level to produce their work. They do however rely on an agglomeration economy to function, close physical proximity is a plus for many tier two manufacturers. Metal fabrication saves much

money by being in close proximity to a steel manufacturer, and a concrete company may utilize the fly ash, a byproduct of producing steel, to create concrete. Furthermore it not just tech companies wanting to attract the creative class that may utilize the appeal of an urban setting . It can also be manufacturing companies looking for skilled labor amongst the urban dwellers. In this case the agglomeration of people is useful for tier two companies.

Fig. 2.2.7-12 Green field developments for tier 1 manufacturing

3. Productive Landscapes as Urban Infrastructure

Travis Crabtree

Many view landscape productivity through a traditional lens that often conflates the meaning of an agricultural landscape and what it means for a landscape to be productive. Landscape urbanism theory doesn’t partition the two, but considers agriculture to be under the sphere of a productive landscape. James Corner, a landscape urbanist, states, “landscape is less a quantifiable object than it is an idea, a cultural way of seeing, and as such it remains open to interpretation, design, and transformation” (Corner preface 1999). Corner makes this argument for the general position of landscape, but it is applicable to the cultural interpretation of its productive meaning. For this project we will focus on two specific entities of a productive landscape: 1. The agrarian capacities within urban centers; and 2. landscape as a form of infrastructure through ecosystem services.

The shift from a nomadic way of living to permanent settlements essentially catalyzed urban development. All cities before the twentieth century developed off of some previous agrarian character. In fact most cities were shaped from their agricultural context. “Agricultural production is conceived as a formative element of the city’s structure, rather than being considered adjunct to, outside of, or inserted within traditional urban forms” (Waldheim 124). An example is

Detroit’s East Side street grid that began as colonial ribbon farms in the 1700s. Food was once the epicenter for the city’s survival, but over the past two hundred years it has been pushed away to the countryside. Today, the position of food in the city is being considered new. Urban Agriculture (UA) is growing in popularity. Detroit is developing a reputation for UA, with much of the farming activity taking place within the Beltline district.

Fig. 2.3.1 Frank Lloyd Wright: Broadacre City, Model, 1935

UA typically grows microgreens, vegetables, fruit, and fish. So far most all UA models within the United States consists mostly of sustenance farming as opposed to a larger industrial scale models. There have been imaginations created based on what a city would look like with an integrated agricultural component. Ebenezer Howard first wrote about his image of the Garden City in the 1890s. It was a model that used the concept of an agricultural “greenbelt” to contain the city center. The

Garden City exposed the city to their agricultural production but not as vividly as Broadacre City. Frank Lloyd Wright developed Broadacre city in the 1930s when suburbanization was burgeoning. Wright’s vision was a utopian model that placed communities strategically within large cultivated lands. More contemporary visions for agriculture’s place inside the city could be Dickson Despommier’s Vertical Farm. This idea uses technology and architecture to grow food in a way that is considered controlled

environment agriculture (CEA). CEA can control the climate, produce higher yields, grow faster, grow year round, and not require the harmful environmental impacts that conventional farming practices do. Each imagination uses agriculture as a key constituent for the city just as early Neolithic settlements did.

Ecosystem Services Cities and their inhabitants depend on the health of the natural ecosystem to survive. Basic ecosystem services include air filtration, water filtration, microclimate regulation, noise reduction, rainwater absorption, and sewage treatment (Bolund & Hunhammar 293). Current urban models benefit mostly from the ecosystems existing outside of cities. For instance the wetlands in the metro region of New Orleans are making up for most all of carbon dioxide produced inside

of the city. Increasingly, however, there is more discussion about bringing more of those natural services inside urban centers. A variation of small and large massing interventions are necessary for there to be any impact. One potential intervention is planting additional trees. A mature tree alone makes about 6000 lbs of oxygen each year, which isnâ&#x20AC;&#x2122;t much for the amount of carbon made within cities (Helmenstine 2012). The cumulative impact could be much

higher, however, if massings were placed throughout a city, especially in high carbon production areas like highways. Another ecosystem-based intervention is the formation of wetlands. Wetlands are multiservice ecosystems that can sequester carbon, removed heavy metals from water, clean nitrogen and phosphorus from sewerage, and reduce the urban heat island effect through transpiration.

Fig. 2.3.2 Turenscape: Qunli Wetland Park, Haerbin, Heilongjiang, China, 2010

WHY ARE THEY A VIABLE SOLUTION FOR CITIES? It is important to note that ecosystem services should not be considered as only serving humans. It is equally critical to examine the condition of the natural environment itself. An example is the Lloyd Crossing project in Portland, Oregon, which takes those aspects into account with extensive research on the site’s predevelopment condition. The performance of the predevelopment ecosystem set the benchmark for the goals of the new development. A number of cities in Europe, such as Hamburg and Malmo, use ecosystem services as an integrative and formative element for new development. Ecosystem services can be the least expensive but the most attractive form of infrastructure for an urban area.Our post-industrial cities have been left in cumbersome situations. During the industrial boom cities invested extensively in roadways, piping networks, and utilities. The urban crisis led to severe population loss and most places were left with miles of

hard engineered infrastructures. The Detroit Water and Sewer Department claims to have over 946 sq. miles of combined sewer lines extending out into the metro region (DSWD 2014). After Detroit proper lost half of its population, maintaining such a vast infrastructural network has become a huge problem. There is not a sufficient tax base to cover the maintenance for 139 sq. miles of roads and piping. Some blocks don’t even have a house on them to utilize the street utilities. Hard engineering is making the city’s bank account hemorrhage. Detroit’s wastewater plant in Delray is the largest in the United States, but still overflows because extensive impermeable surfaces present in Detroit. In 2011 the EPA fined the city 55 times for the overflows that year. To get a sense of the debt, “Detroit saddled with a $330 million spending gap this year and almost $16 billion in long-term debt” (Bienkowski 2013).

Industrial infrastructure is a result of the modernist era that focused on separation of functions and vehicular flow. The utilitarian quality of it has left places in poor economic and environmental conditions. With increased interest in pedestrian oriented development, opportunities are being created to rethink infrastructure for multi-beneficial ventures. Soft-engineered solutions can perform numerous ecosystem services more efficiently, while contributing to a more appealing pedestrian experience.

Resource Security and Management Services

Fig. 2.3.3 Flint Water Crisis, Flint, Michigan

Questioning resource security is essential for urban areas to integrate productive landscapes into them. Productive landscapes can substitute conventional models and provide more local control over individual resource supplies. Local and decentralized resource networks can make a city more resilient everyday and especially during times of crisis. Privatization, climate change, and population growth are the three major obstacles challenging urban resource security. As resources have become scarcer due to mass consumption and unpredictable weather patterns, large corporations are seeking to privatize and monopolize resources like food or water. The American company Monsanto, for example, owns almost 40% of the agriculture produced in the United States (Davila 2010). While water privatization has been common in developing countries for years, efforts to privatize water in the U.S. have been slow. States like California

are considering privatization for water because the drought they have experienced over the past four years (Spross 2015). Other struggles for resource security raise concerns about income and racial inequality. In 2014 corroded pipes in Flint, MI resulted in thousands of lowincome residents becoming lead poisoned. Government officials took no action for months, and many think the lack of response was due to Flintâ&#x20AC;&#x2122;s demographic makeup. Also in 2014, residents of Detroit had their water shutoff

for unpaid water bills. Food insecurity is another form of resource inequality, as most low-income neighborhoods are food deserts, with food primarily available through fast food outlets and convenience stores.. Food and water are highly important productive landscapes to consider for urban territories. Global resource scarcity will only create more pressure on cities. Giving people exposure and control of their resources can make them more resilient and less dependent on external systems.

Present Day and the Productive Heritage Detroitâ&#x20AC;&#x2122;s Beltline is ideal for implementing different types of productive landscapes. The long linear industrial building stock is bordered by over 3,000 vacant lots. Many of these lots are already creating an informal type of infrastructure by allowing landscape to flourish. The emerging landscape helps the city by absorbing rainwater and sequestering carbon dioxide. The land has an opportunity to be synced with industrial processes inside the corridor. Agricultural opportunities could include the production of food and organic

material that could be refined, distributed, or consumed within the Beltline. The productive aspect of this area of Detroit is nothing new. The vacancy of the Beltline area has formed a resource desert. The population density around the Beltline has reduced to less than 2,700 per sq. mile (citydata 2016). Some streets have less than one house on them, and opportunities to decommission areas arise. Detroit needs to find creative approaches for distributing infrastructure more effectively.

Currently productive landscapes perform a critical part in our economy, but imagine what advantages they could bring within an urban context. An intimate relationship with them could lead to a more constructive economy and clean environment. Over the years a variety of disciplines have projected Detroit to be the green city of the future. The Beltline could represent that brand through demonstrating the largest urban productive landscape created.

Fig. 2.3.4 The Beltline, Drone photo

4. Making Economy

Shao-Chen Lu

Fig. 2.4.1 Capuchin Soup Kitchen

In Detroit there are many great examples that demonstrate the new making culture. Most famously, there is Shinola, purveyor of handcrafted watches and bicycles that centers its brand on being made in Detroit. Live Work Oakland has brought together a community of software developers, makers, designers, and artisans who are creating and utilizing tech tools. Events like Maker Faire Detroit help popularize a more informal maker culture. Food production has become equally significant, particularly in the Belt Line. The Capuchin Soup Kitchen has expanded to include a garden, created â&#x20AC;&#x153;to connect people to each other, the land, and their food.â&#x20AC;? Elsewhere in the Belt Line, urban farming has transformed vacant lots into productive food generators, as well as social and educational spaces, creating a new neighborhood typology.

Fig. 2.4.2 Human Capital Detroit. Detroit Industry, east wall (detail), Diego Rivera, 1932. Detroit Institute of Arts

The Belt Line has the potential to expand the new making economy in Detroit and attract a new generation of makers and producers. The corridor offers abundant affordable housing and cheap industrial space in an urban setting, supporting the ability to create and produce, exchange and exhibit. The Belt Line could be the next iteration of a live/work community, built around making and production. Fig. 2.4.3 Relationship between income levels and commuters

5. Synergistic Systems: Landscape as Infrastructure

Manasvi Bachhav

Fig. 2.5.1 City and the region

“Today, the question of process is shifting from (architecture) design process - the short and limited province of the discipline - to the long life of a building, city or landscape overtime, enmeshed in complex social and cultural forms” - Stan Allen. This process of design is vital for envisioning a future for an American post industrial cities like Detroit and subsequently the Beltline. The synergistic landscape framework for the Beltline makes

a claim for three main conditions. The first is of an infrastructural intervention as a response to an overloaded and deteriorating stormwater management system. The extensive sub surface infrastructure is antiquated would be a fortune. The second is of an environmental response generated by the removal of industries and houses, leaving behind vast expanse of vacant and contaminated land. Lead and other heavy metals have been a sensitive topic to Southeast Michigan in its relation to public contamination. The third is social response triggered by the creation of food deserts. Lack of food is a common issue in lower class urban areas of the United States. WATER INFRASTRUCTURE Detroit’s aging combined sewer system pumps raw sewage into the Detroit River has for a longtime been an issue that the city is trying to address. In addition, the natural precipitation that has increased by 10 to 15% in the

past 30 years poses a higher threat to the already crumbling hydrological infrastructure of the city. Contamination in the Detroit River affects regional water systems as it links both upper and the lower Great Lakes. With all the open streams piped, there is compelling evidence for a passive hydrological and landscape systems to alleviate the current and future storm-water issues for the city and the region. The Beltline’s proximity to the river can be leveraged to emphasize the importance of storm water infrastructure as an opportunity to enhance watershed planning in communities and infrastructure projects for the region. The Beltline Greenway makes the case for a critical North-South linkage between storm water alleviation initiatives combined with social infrastructure ensuring the community engagement at various scales. The Greenway is envisioned as a linear stormwater park along the proposed transit corridor and infiltrates the

adjacent neighborhoods in the form of smaller watersheds that feed in to create a larger hydrological network. The infiltrating watersheds emphasize the use of natural hydrological processes that can treat storm water quality and quantity beyond utilitarian functions, and introduce Low Impact Development (LID) storm water practices.

Fig. 2.5.2 LID Synergistic Systems

Fig. 2.5.3 Low-Impact Development Opportunities for the PlanET Region

The LID strategies are designed as performance based aesthetic systems that steward shared water resources and manage them close to their source. The main claim for LID is decentralizing the runoff management and treatment for unconventional sites such alleys, medians and rooftops into constructed wetlands, raingardens, groundwater reserves through permeable paving and swales. In order to have an incremental increase in the implementation of practices that use landscape as infrastructure, the design aims at targeting the vacant parcels of city owned land within and adjacent to the Beltline.

The city owned land can be exemplary in staging innovative methods for managing the issues of vacancies and converting them into public assets or as methods for holding land for the future investment. While the LID model treats landscape as infrastructure, it does not deal with attracting investors that are looking for more revenue generating urban fabrics. The Uniroyal factory site provides the opportunity for investors and the city to stage an exemplary model for synergistic development between nature and urbanity while including the cityâ&#x20AC;&#x2122;s larger ambitions. The Highline in Manhattan is a great example that demonstrates how green infrastructure could provide a vision for connections in the city and create social and economic attractions around it.

WATER INFRASTRUCTURE

Fig. 2.5.4-6 Westergasbriek Park, Kathryn Gustafson, Amsterdam

The integration of remediation urgency with phased urbanization allows development of an urban model that puts forward natural and artificial techniques for cleanup whiling adding recreational value to create new connections and ecological networks. Phasing development allows the city to explore the remediation process as an example for similar conditions within the region and to view ecology as a driving factor for future developments. The natural treatment methods help create a new relationship between the city and the river due to accessibility along the new vegetated axes. In order to achieve a successful development scheme, the investors cannot ignore the ground morphologies created during the remediation phase, thus ensuring an integrated hydraulic system for the entire Beltline. The phased urbanization for the Beltline intensifies the urban agricultural production and energy generation to restore the city’s

local productivity. The productive landscape integrates Beltline’s performance landscape system with that of active production within the existing flows of the city. In addition, harvesting the poplar and willow forests planted for environmental remediation act as biomass and plugs into the energy loop of Beltline’s urban metabolism. In an attempt to develop a project wide landscape and hydrological system a laborious effort that warrants a social mechanism involving local communities and workers is essential. Therefore, The Beltline’s model of productive urbanism balances top-down and bottom-up decisions to find certain equilibriums between different phases and flows through transport, energy and landscape looping systems.

6. Growing The Productive City

Melia West Fig. 2.6.1

The relationship between manufacturing and the city has been one of reciprocal utility - for mutual gain, as well as abuse. Despite the supply of economic vitality, the urbanindustrial symbiosis produces pollution, and urban planning efforts over the twentiethcentury have worked to separate manufacturing from other land uses, specifically residential. The combination of particular assets that exist in Detroit, and the Beltline specifically, offer a unique environment to reexamine this long-standing friction, and to make the case for a new productive urbanism.

redevelopment, especially an incremental development driven by locals.

Simultaneous with assets that could define an urbanism that embraces industrial uses reincorporated into urban fabric, Detroit and other Rust Belt cities suffer from a series of compounding constraints characterized by self-imposed limitations and outdated regulations. These municipal structures will continue to impede

The on-going redevelopment in Downtown and Midtown Detroit is not dependent on the retooling of the cityâ&#x20AC;&#x2122;s municipal codes because it is a revitalization driven by large players who have the necessary capital to invest in large developer-driven projects. The Productive City forms an antithetical approach to the traditional method of revitalization,

Fig. 2.6.2

“Co-creators fill the ever increasing gap between official action and official resources; with their efforts and their presence can be the difference between a city that is ‘loved’ and a city that is merely lived in.” -Peter Kageyama, For the Love of Cities

because it must be built between the gap of top-down initiatives and bottom-up gumption. In this model, the city must create a platform for the cultural and economic exchange between locals and small businesses, thereby encouraging the growth of local processes and social (as well as economic) capital for multiple, small players. This platform will not only re-imagine spatial arrangements of a city, but must redefine the financial and regulatory mechanisms that produce the city. It must embrace the quotidian, create agency for the small, and empower the entrepreneur. It must move to preserve and enhance local character and sense of place. Instead of a master plan that is used as a strategic guidebook, a series of catalytic interventions at various scales by multiple stakeholders induces production. To be a city by the people, for the people.

This platform can be created through various actions at the municipal level, most importantly: engaging the community, simplifying complex land use regulations, creatively leveraging capital investment, and by promoting skills training and job creation. In fact, it is the obligation of the city to create an urbanism that supports production in all its forms through strategies that are environmentally, ecologically, and socially just. To build this platform, or scaffolding, the city and existing stakeholders must work together in solidarity and subsidiarity. The principle of solidarity states that “no man is an island entire of himself… we are our brother’s keeper,” while subsidiarity is the principle of solving a problem at the most local level possible, guided under the belief that those closest to a problem understand its nuances, and can find a bestcase solution for the most parties involved.1 Where the two guiding principles intersect, a culture is created where improving on a problem is not overseen by

a distant government, or by a disinterested philanthropist, rather by the interdependence of neighbors aiding neighbors, creating the platform for “true human flourishing”.2

Fig. 2.6.3

I. COMMUNITY ENGAGEMENT A policy platform that builds a city of producers, not merely consumers, must engage the community. Participatory planning is an important tool that can build or repair trust in communities where that trust may have been broken; it ensures the people have a voice in the shaping of their future community. Outreach efforts should especially be encouraged to and

SUNNYSIDE PIAZZA Intersection repair Portland, OR In Portland’s Sunnyside neighborhood, community members came together to paint a large residential intersection. Afterward, an academic study published in the American Journal of Public Health measured a dramatic increase in residents feeling their neighborhood was a great place to live (30 to 65%). One resident said: “It is primarily through the strength and joy of our community involvement that we begin to heal the alienation and disconnectedness so prevalent in American cities.” Fig. 2.6.4

from the countless community organizations, services, and faithbased organizations that have been operating on the ground in Detroit for decades. They are both the most in-tune with top-priority items among residents, and have the connections to gather a large cross-section of each community. The community engagement efforts championed by the Tactical Urbanism movement can be a good place to look for topdown initiatives enacted to create agency for various grassroots visions.

HACKING THE CITY Temporary building re-use Fig. 2.6.5

MAKING AS A COMMUNITY EVENT

ACTIVATING UNDERUTILIZED ASSETS

A strength in engaging the community lies not only in the physical creation or improvement of a public space, but in the actual building of community ties that comes along from the act of making as a community event. It highlights the principle of solidarity, as many residents realize that they have similar aspirations for their district.

Another strategy of community engagement aims to activate assets already present in a neighborhood, with minimal capital, and inexpensive materials. One successful example of this activation being a catalyst for long-term change hails from Newcastle, Australia’s Hacking the City initiative. 1

Newcastle, Australia Marcus Westbury is responsible for the re-population of his hometown - which had become a ghost town since the steel industry moved out. By working with downtown property owners of vacant storefronts, Westbury struck a deal whereby entrepreneurs could inhabit the space for free, until a proper tenant was found (upon which they would be granted a one-month notice). For their part, the owners need just continue electricity and water to the building. The resulting spaces became populated with various startup businesses and artists who erected walls with plywood and sandbags to delineate space. The movement has been so successful that similar initiatives are popping up all over Australia.1

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Fig. 2.6.6

USE OF PILOT PROJECTS Pilot projects are effective tools using short-term actions to catalyze long-term change. They seek to identify the most immediate issues in a community, and can range in implementation from city-sanctioned projects to community activism (e.g. guerrilla gardening). To identify a good pilot project, the following should be considered:

RELATIVE ADVANTAGE: Will the project provide an improvement to the status quo for a certain group of community members? COMPATIBILITY: Does the project make sense in its physical and social context, and is it economically feasible in scale?

Ultimately, pilot projects are a great illustration of the city building the necessary scaffolding to create agency for locals working for change.

An example of a pilot project that was meant to highlight the lack of meeting space in San Francisco has become a permanent, growing instillation of sal: Site Selection & Public Outreac P r o p oparklets, where street parking stalls are taken back by a business to create outdoor pocket plazas.

SIMPLICITY: Can the project be understood by a wide variety of people, in hopes of the largest majority of citizens to understand the highlighted issue and if the tactical solution is the correct solution moving forward? TRIALABILITY: Can the project be easily replicated elsewhere and easily executed? OBSERVABILITY: Is the project going to be noticeable, attracting both use and attention? Fig. 2.6.7 San Francisco Parklet Manual

Fig. 2.6.8

“Simple, clear purpose and principles give rise to complex and intelligent behavior. Complex rules and regulations give rise to simple and stupid behavior.” – Dee Hock, “The Lexicon of Lean Urbanism”

Fig. 2.6.9 AUTHENTICITY OF MIXED USES West Berkeley, California West Berkeley is a conglomeration of light industry (minor heavy industry) alongside commercial and residential uses. In the 1990s, rather than sterilize this characteristic mix of land uses, West Berkeley moved to preserve and promote further mixing. It promoted its range of lot and building sizes, and encouraged small live/work units in the transition from light industry and residential uses. The result is a carefully orchestrated district that is unique in its embrace of an industrial aesthetic, creating a sense of community through identity.

II. DEREGULATION, LAND USE, AND ZONING A necessary action that is central to creating a Productive Urbanism is the streamlining of existing zoning codes, and unnecessary building and land use regulations. The stripping away of an existing bloated code that inhibits creativity and incremental development is an important responsibility of the city in order to establish the platform that will encourage the necessary bottom-up growth of cities.1 City zoning codes stem from a need during the 1910s-20s to separate uses because of the proximity of industrial pollution adjacent to residential neighborhoods. As such, the importance of outlining a city code that aims to slim down unnecessary regulations, while actually encouraging the re-integration of manufacturing practices within symbiotic mixeduse neighborhoods is of special importance to the viability of both encouraging small developers and economic growth, while still

having a need to fight for the environmental justice of existing and future residents. Various tactics exist in improving the atmosphere for entrepreneurial endeavors. DON’T REGULATE MINIMUMS One of the simplest ways to clean up an inhibitive code is to do away with minimums. Frequently, municipal codes require minimum services (e.g. parking requirements), however by instigating these thresholds, development and small-scale improvements become illegal or cost-prohibitive. Smaller buildings, smaller businesses, and little to no required parking would quickly create more opportunities for start-up businesses, and small property improvements. Likewise, a simple code that is regulated according to building and housing density is much more predictable in building communities with a job-housing balance and in assuring a range of unit types, including incubator spaces.

PINK ZONES The Project for Lean Urbanism, inspired by Detroit among other locations, aims to prototype zoning codes as distilled documents. One of their efforts to simplify regulation is through Pink Zones, or areas where ‘red tape’ is lessened to encourage entrepreneurial activity. The City of Detroit Department of Planning and Development was just awarded a Knight Cities Challenge Grant for $75,000 to implement the country’s first pink zone.2

Fig. 2.6.10 Lean Urbanism

Other measures to enable the small and many include: GENERATIVE CODE: a process- based code, designed incrementally, steeped in current and previous conditions of a site, letting patterns evolve in succession;3 PERFORMANCE and sound standards, as New York City has implemented, to control the types of manufacturing allowed near residential, while maintaining as open a market as possible.; CREATIVE LAND USES that build on existing strengths and weaknesses in the city, for example Detroit Future City’s proposed land uses which aim to direct production and making culture to various districts in the city, as well as providing new land uses for ‘Innovative Production’ where there is high vacancy.

“We need to stop thinking about infrastructure as an economic stimulant and start thinking about it as a strategy. Economic stimulants produce Bridges to Nowhere. Strategic investment in infrastructure produces a foundation for long-term growth.” - Roger McNamee, venture capitalist

III. CAPITAL INVESTMENT TO ENCOURAGE PRODUCTION Along with community engagement and a simplified zoning code, the platform for growth underpinning a Productive Urbanism needs to creatively leverage capital investment from both private and public entities. Through both, efforts should be made to support existing businesses in the area, while also building necessary infrastructure for entrepreneurs and manufacturers. This may range from logistics amenities, to fiber optic connections, closed loop district energy systems, and storm water management. Private capital should be met with policies that maximize return from lucrative real estate opportunities for the betterment of the entire productive district (such as Impact Development Fees, Neighborhood Improvement District fees, Social Impact Bonds, etc). These various financial tools ensure that the principles of solidarity and subsidiarity remain a part of development strategies in larger projects. Another example

would be a required amount of inclusionary housing to ensure a mixed-income neighborhood, and the availability of housing for workers of all incomes. Specific to the Beltline, the historic Uniroyal Tire Factory site offers many unique opportunities for the financing and development of the entire neighborhood. Public capital should be spent building synergistic systems that aim to address multiple problems through integrated solutions.

INFRASTRUCTURE AS CATALYST Because municipal spending is limited, cities must be resourceful in producing catalytic change that will spur further private development and economic returns for adjacent properties. By improving city infrastructure, multiple residents will see the benefit of the tax payers dollar, and it could enable a small startup who is dependent on cheaper energy, internet, transportation, etc. in order for their investment to pencil out. There are many recent examples of city infrastructure investment paying large dividends to community revitalization after the improvement was made (New York City’s Highline, and San Francisco’s Octavia Boulevard). Underneath 10-miles of Miami’s raised rapid transit, Metrorail, a pedestrian and bicycle trail is being built with emphasis on connectivity, habitat creation, canvas for artistic expression,

Fig. 2.6.11 Former Pfeiffer Brewery, Beltline, Detroit

Fig. 2.6.12 Lloyd Crossing.

Fig. 2.6.13 West Berkeley A FINANCIAL TOOL KIT Tax Increment Funding Brownfield Development Tax Credit

and spurring development along US1 while generating economic value to adjacent properties. CREATE LOCAL JOBS DURING DEVELOPMENT Another form of leveraging capital investment in order to encourage production is in the creation of local jobs for various site and construction work. It is a unique opportunity to build in skill training, especially in dealing with projects that need to deal with something otherwise seen as a nuisance of the area. Take, for instance, the City of Boulder. The Knight Foundation awarded the City of Boulder $200,000 to jump start a program entitled Tree Debris to Opportunity, that will process felled trees killed by the Emerald Ash Borer,

send the wood to the Boulder City Makerspace, and will train homeless community members how to make furniture and art pieces with the wood. The project showcases a municipality’s creative resourcefulness in seeing opportunity in a threat, creating local jobs while developing properties, utilizing social capital in synergistic relationships, and ultimately, creating a platform of agency for its citizens.

Federal New Market Tax Credit program Impact Development Fees Social impact Bond Transportation Demand Management: Business attraction using shared parking financing and transportation management strategies Reduce private space requirements for public open space funds Neighborhood Improvement Districts: Property owners billed one penny per square foot per month. The few residential charged $100/year. (Implemented in West Berkeley). System Development Charges: Money from going “off the grid” can be set aside for capital improvements in the neighborhood. Incentive or matching program coupled with Detroit Water and Sewerage Department and US EPA for building storm water management and passive engineering systems Sustainability Development points Organic Farm Tax Break: 5-year tax break if start or switch to organic urban farm (Woodbury Co., OH)

Fig. 2.6.14,15 The Underline, Miami-Dade County’s first mobility corridor

ATTRACTING NEW MANUFACTURING Method Soap, Co. Southside, Chicago, IL

Fig. 2.6.16

PROMOTING THE MANUFACTURING LEGACY Funds might also be spent toward appropriate marketing and branding for the area. In the Beltline, the existing assets already present make the district not only ripe for small-scale development, but for largescale development as well, including multiple large vacant and abandoned factory sites with quick access to transportation infrastructure.

In Chicago’s Southside, Method Soap opened a new manufacturing site and warehouse in the historic ‘company town’ of Pullman Park. The area took an economic downturn in the 80s as the Pullman car stopped being manufactured. Method will receive $1.1M in tax credits for their development of a 150k sq ft facility on a old steel mill, and their community partner will receive $10M in TIF funding. The 174-acre site will be built out over the next decade including housing, residential and a recreation center and park. “They wanted to be in a historic area. They wanted to be in sort of a classic, urban, manufacturing city.” “We sold them on the community… and everything we’re trying to do in the community,” said Ald. Anthony Beale. (Chicago Tribune)

Unique to the Beltline, is the opportunity created by the existing building stock, both commercial and industrial. A majority of it dates back to the 1920-30s, and is structurally sound, prime for a small upfront renovation for startup businesses. Likewise, the parcel structure creates unique opportunities for reinvestment and new manufacturing uses, at a variety of scales of capital: they are deep, relatively wide lots due to the site’s historic mix of uses and adjacency to

rail (30-40-foot width with 130170-foot depth). Other amenities include the Beltline’s proposed cheap, district energy system, and a site steeped in a culture of invention and manufacturing skill. This history of making paid off for Chicago’s Southside last year.

NEW ORLEANS MASTER CRAFTS GUILD Skills training New Orleans, Louisiana

â&#x20AC;&#x153;Education costs money, but then so does ignorance.â&#x20AC;? -Claus Moser, British statistician

Fig. 2.6.17

Fig. 2.6.18

IV. EDUCATION AND SKILLS TRAINING

Steeped in the tradition of Creole crafts, a shared-service guild has been established in New Orleans that brings together various building trades, such as plasterers, brick masons, carpenters, mill workers and iron workers, who work together to compete for larger jobs while building the necessary financial and administrative capacity. The guild not only creates new jobs, and is filling a gap in the market, but also is working to train a new generation of craftsmen.

Fig. 2.6.19

The platform for a Productive Urbanism is not complete without the interdisciplinary action to train local Detroiters in the manufacturing jobs that will be encouraged to grow in the Beltline. At the intersection of solidarity and subsidiary, is an understanding that the municipal platform cannot just provide jobs limitlessly, but that the platform will provide jobs and the necessary training for people of all ages to acquire the skills needed to create opportunity themselves.

Fig. 2.6.20 An idea for Fort Wayne, Indiana, the Tired-a-Lot program seeks to engage young people by using low-cost materials to transform vacant lots. (AARP)

Existing in the Beltline, is Earthworks Urban Farmâ&#x20AC;&#x2122;s educational arm, Earthworks Agricultural Training (EAT) which trains 9-12 residents in urban agriculture each growing season. Likewise, in New Orleans, a guild has been set up to enable the small craftsman. SHARED MAKER SPACES AND TOOLS

TRAINING AND SKILLS ACQUIREMENT If training were made a part of the scaffolding on which the Beltline is re-imagined, policies can be put in place that continue to bolster the role of education in remaking the urban landscape. For instance, the city or neighborhood district improvement funds could offer training subsidies to start-up companies that are looking to hire.

A second tactic in promoting the growth of job skills could be provided through shared tool libraries and shared maker spaces, where people without the necessary capital could still have access to expensive machinery to make their ideas reality. Locally, these resources are already being provided in the Metro region: at Nine Mile and Woodward, a 15,000 big box store was remade into The Rust Belt Market, which has quickly become a meeting place for local craftsmen and artisans.

BUILD PARTNERSHIPS An important part of the armature that will span between municipal top-down initiatives and bottomup grassroots movements will be the relationships built on partnerships - both public/private partnerships, and partnerships among municipal entities and community outreach programs. At the institutional level, the platform should encourage vocational education through city universities, local high schools, and after-school initiatives. At the neighborhood or block levels, partnerships should be fostered to encourage tactical improvements that teach various skills to multiple age groups, for instance in a community garden. In Fort Wayne, Indiana, a churchled organization received a Knights Cities Challenge grant for creating a design studio,Tired-A-Lot, with its youth group to renovate vacant parcels into public amenities by using low-cost materials and doit-yourself prototypical projects.

STANDING TALL Unlike historic ideas of urbanityâ&#x20AC;&#x2122;s friction with industry, the Productive City is a unique understanding of the potential that exists in that friction, for an authentic revitalization of historically industry-heavy cities that are in need of reinvestment. The case for a Productive Urbanism strives to create agency for the small developer and entrepreneurial spirit that Detroit has always been home to. The city should see their role in the revitalization of the Beltline as a support system building a platform that allows the local residents to rebuild their neighborhood, through the principles of subsidiarity and solidarity. The platform should support production in the city through necessary (de)regulations to enable multiple, small, start-up producers and manufacturers; encourage a jobs/housing balance and skills training; and build a city on relationships

Fig. 2.6.21 Rena Bradley, community development coordinator

and partnerships made through community outreach. The synergistic relationships between transportation, landscape and energy will create cities with a lean metabolism and small environmental footprint. The crossroads of top-down empowerment to allow bottom-up actions, must be rooted in place, and must fight for the authenticity afforded those districts that dare to build incrementally. What is at stake for the creation of a

Productive Urbanism is nothing less than the re-imagination of our communities, especially those hindered by a history of disinvestment.

7. Synergistic Systems: A Local Energy Cycle Victoria Hydro Power Plant White Pine Power Plant

33 locations totaling 12,891 megawatts Michigan has no major coal mines

Presque Isle Power Plant Shiras Power Plant Big Quinnesec Dam Sault Ste. Marie, Michigan

Mengyu Jiang

Belt Line can divert production to renewable resources and 46% produce energy more efficiently. 24% Local production shortens the transmission 20% distance, and can recycle the heat 3% lost in production.

Big Quinnesec Dam Escanaba Paper Company

13800MW

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Michigan Power ludington

Lake Winds Energy Park McKinley Wind Farm Harvest Wind II Harvest Wind I

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Michigan Wind 2 D.E. Karn/J.C. Weadock Generating Complex Midland Cogeneration Venture Tuscola Bay Wind

Hardy Dam James De Young Power Plant J.B. Sims Power Plant

Beebe Community Wind Farm

BC Cobb Generating Plant

J.H. Campbell Power Plant Ada Dam Powerplant

Dean Peaking Station

Renaissance Power

St. Clair Power Plant Zeeland Generating Station J. R. Whiting Power Plant 48th Street Generation Station

Belle River Power Plant Belle River Power Plant Eckert Power Plant T. B. Simon Power Plant Erickson Power Plant

New Covert Generating Facility

Kinder Morgan Power Palisades Nuclear Generating Station

River Rouge Power Plant Dearborn Industrial Generation Delray Peaking Facility Wyandotte Municipal Power Plant Trenton Channel Power Plant

endicott generating station Donald C. Cook Nuclear Generating Station Enrico Fermi Nuclear Generating Station Monroe Power Plant

Fig. 2.7.1 Energy Production in Michigan

Cities are energy consuming entities. Few people realize the strong relationship between urban and energy while taking it for granted. However, Eenergy systems have affectalways affected urban spatcial organization, economic development and quality of lifepeople's lifestyles, and. Energy should not be deemed as segregated subject from are integral to the city design. The productive city provides an opportunity to create a system

of urban energy production that is synergistic with economic development and urban form. The redevelopment of the Belt Line is an opportunity to explore the potential of local renewable energy production through district energy. Currently, most of Michigan’s, and Detroit’s, energy comes from coal—Michigan is the seventh most coal dependent state in the country, spending $1.4 billion on importing coal. A district energy system in the

LOCAL ENERGY CYCLE AND ITS BENEFITS Local energy is economically efficient over a longer time frame and more sustainable than a central energy supply. Local energy can generate a symbiotic relationship between urban production and energy systems, capturing the energy embedded in production waste and food waste. Local energy can support new types of productive urbanism through the provision of reliable, renewable and affordable energy, reducing the burden of energy costs from a central power supply.

EXAMPLES OF SYNERGISM IN THE PRODUCTIVE CITY Energy from manufacturing wastes can be re-supplied to production activities. For example, the wood chips from lumber processing can be collected and transported to local biomass facilities and combined heat and power (CHP) plants. Integrating CHP facilities can extract heat generated in production and manufacturing processes and use it to heat the surrounding community. Food wastes from restaurants or households can be collected and sent to digestors to be converted into energy. In addition, the residue can fertilize local agricultural land.

Fig. 2.7.2 Traditional central energy is with 70% line transmission losses inefficient and uneconomic Fig. 2.7.3 Local CHPs can recycle 40% of the thermal energy for heating

VISIONARY PROPOSALS 87

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INFRASTRUCTURE FOR CIVIC EXPRESSION

This project examines current stormwater systems in the region and experiments with what type of hydrology could be imagined in the Beltline. The premise of the project is build an argument for a creative civic infrastructure that in its most developed and enriched form is an ecologic infrastructure that taps the ongoing phenomena and activities that make the city alive, while pulsating with not only biotic nutrients but also social interaction and civic imagination. Ultimately the intention of the project is to propose a direction for re-imagining infrastructure as not only a physical construct but as a transformed conceptual framework that recasts the very nature of physical infrastructure.

Nishant Mittal

SITE

237 ac.

BUILDINGS

263

DEMOS

INTERVENTION

116 ac.

48% STREETS INTERSECTION MODIFICATIONS

RE-USED STRUCTURES

401,170 SF

NEW STRUCTURES

101,182 SF

89 BUILDINGS

263

INTERVENTION

116 ac.

RE-USED STRUCTURES

NEW STRUCTURES

“Water and air, the two essential fluids on which all life depends, have become global garbage cans.” Jacques Cousteau

The Great Lakes’ hydrologic system The Great Lakes form the largest surface freshwater system on Earth. The scale of the Great Lakes Basin is difficult to comprehend. The five Great Lakes – Superior, Huron, Michigan, Erie and Ontario – themselves contain over 5,500 cubic miles of fresh water. This is 18% of the world’s available supply. The lakes cover an area of about 94,000 square miles. The watershed that drains into them covers just over 201,000 square miles. The system extends from roughly 41 to 51 degrees north latitude, and from 75 to 93 degrees west longitude. The drainage basin includes parts of eight U.S. states and two Canadian provinces. It has been estimated that approximately 53% of the new water entering the Great Lakes takes this ground water pathway. The second largest category, about 24% of new water on a system-wide basis, is surface runoff that drains into tributaries and, ultimately, to the lakes themselves. Human populations have both direct and indirect impacts on the Great

Lakes watershed through resource consumption; residential, commercial, agricultural and silvicultural development. The major source of new water entering this system not only comes from the land, but moves through the land. It is common for water to be controlled for downstream interests that desire to use the system’s water for economic purposes. More than 30 million people live in the Great Lakes’ watershed. The amount of nutrients entering the Great Lakes has intensified greatly, mainly due to increased urbanization and agriculture, leading to increased biological growth, or eutrophication. In the late 1960s, Lake Erie was widely acclaimed to be “dead.” The high concentrations of nutrients caused large growth of algae. As the algae died, it decomposed in the water column and in the sediments removing oxygen from the lake. The loss of oxygen killed fish, and left foul smelling water.

The Great Lakes Basin recognizing a global resource

Lake Superior

Lake Michigan

Lake Huron

Lake Erie

Lake Ontario

1/5th 95% 6 quadrillion

of world's fresh surface water

of U.S. fresh water supply

gallons of fresh water

34 million

people in the United States and Canada live in the Great Lakes basin

95,160 3,500

square miles of area

species of plants and ani-

mals inhabit the Great Lakes basin

40 million

number of people who rely on Great Lake for drinking water

90 billion lt

of the waste that is dumped each year is untreated sewage

Fig. 3.1.1 The Great Lakes Basin Watershed 0

100 Miles

Lake Erie and Detroit relationship

Lake St Clair Detroit River Rouge

116 cu mile

Detroit River

water volume of lake erie.

Ontario

Windsor

12 Million people live in the bªsin

88% Water Inflow

Huron River

through the Detroit river

540 Million gallon from municipal waste evry day

Raisin River

7 Billion gallon

Lake Erie

untreated sewerage and storm water in 2011

40-50% phosporus through the Detroit river

Toledo

Portage River

Sandusky River

10 Miles

Fig. 3.1.2 Detroit’s central Location between Lake Huron and Lake Erie

Lake Erie has historically suffered significant damage from pollution. The Detroit River carries about 80% of the water that enters Lake Erie and contributes an estimated 40-50% of the phosphorus in the lake’s western basin. Surges of storm water during rainfall events lead to combined sewage overflows which are major contributors to phosphorus in Lake Erie. The Detroit sewage plant releases billions of gallons of combined untreated sewage

and runoff into the Great Lakes each year during periods of heavy rain. USEPA studies show that since 1994, the amount of phosphorous coming out of the Detroit Wastewater Plant has been increasing. An is example is the 2009 overflow of 32 billion gallons making the plant Michigan’s largest source of combined sewer overflows. The plant is also the largest discharger in the Great Lakes basin, processing between 700 million and 1 billion

DWSD

"(!

650 Million gallons

(! (!

of waste water every day dry weather

(! (!(! (!

(! (!

(!(!

1700 Million gallons of waste water every day wet weather

3800 miles

of sewer in Detroit

"(! (!

(! (!(!

Detroit

8770 miles

in the suburban communities

(!(!

(! (!

" (!

(! (! (! (!

(! (!

78 permitted outfall locations

(! (!

(! (! (!

(! (! (! (! (!

"(!

(! (! (!

(!(!

800 - 400 Metric Ton of phosphorous every year

(! (! (!

(! (! (! (! (! (!

(! (!

(!(!

Windsor

(! (!

(! (! (!

(! (!

(! (! (!

1279 - 36790 Mil Gallon 54 - 1279 Mil Gallon storm water outfall

Annual Outfall Discharge Value

1 Mile

to Lake Erie

2006 - 1,110,490,000 gallons [319 failures] 2007 - 718,543,000 gallons [113 failures] 2008 - 1,818,530,000 gallons [77 failures] 2009 - 1,963,135,000 gallons [131 failures] 2010 - 164,460,000 gallons [63 failures]

770,316 Acres 3 Million people 42” Annual rainfall Sources - Liquid Planning Detroit - Detroit Sustainability Indicators Project Driven Detroit

Fig. 3.1.3 Detroit Water and Sewerage Department ‘s infrastructure

gallons of municipal and industrial wastewater every day. In the late 1800’s the natural hydrological system with its tributaries and wetlands became a combined storm water sewerage system. Uncovering streams and restoring wetlands in the city can be used to offset environmental destruction imposed by the city.

River Rouge &H

Conner’s Creek (Conor Creek) (Rivière du Grand Marais)

Norris Ditch

Carpenter Ditch

Fox Creek

Ditc

eld

Dit

Ma rtz

enfi Gre

m tra

Dam

itio

Cam

Parent’s Creek (Bloody Run)

Lake St. Clair

tc Di s Li

roit

Det

ulo k

ee Cr

River Rouge

Ditc

oi rn

May’s Creek (Cabalier’s Creek, Campau’s Creek)

k ree

ll C

pbe

Baby Creek (Baubee Creek)

Conner’s Creek (Conor Creek) (Rivière du Grand Marais)

Baby Creek (Baubee Creek)

Belle Isle (Île aux Cochons)

Riv

ond

ie R

ir Pra

Savoyard Creek

River Rouge

Creekbeds/Wetlands Rivers and Historic Creeks

2 miles

City of Detroit

Fig. 3.1.4 Detroit’s invisible Creeks and Streams

The Beltline is located in the watershed of the Bloody Run Creek. It extends from its outlet in the Detroit River near the west end of Belle Isle generally northnorthwest past current I-94 where it branches out, and along the French ribbon farms that were laid out to take advantage of the waterfront access. In 1880, coinciding with massive

cholera outbreaks throughout the area, the City of Detroit decided to bury the Creek through a process of installing 5-foot diameter sewers and culverts and filling over the Creek. The Creek was completely filled by the 20th Century, except the section through Elmwood Cemetery, where the Creek is still visible. Examining the larger hydrologic

network of the Beltline and the ample amount of the adjacent vacant land can provide a platform to deal with storm-water and envision an infrastructure that is less utilitarian.

Water Movement GRATIOT AVN.

BELTLINE

JEFFERSON AVN.

Hydrological System

Fig. 3.1.5 Mapping of the water movement through the site based on the existing topography which are overlapped with vacant parcels. Highlighted parcels are the one that come in contact with the water movement and can be potentially used for revival of the buried Bloody Run Creek.

DETROIT RIVER

DETROIT RIVER PACKARD PLANT VACANT LAND ALONG THE WATER NETWORK

VACANT LAND WATER MOVEMENT

BLOODY RUN REVIAL PLAN

BELTLINE

JEFFERSON AVN.

MT ELLIOTT CEMETRY

GRATIOT AVN.

GRAND BOULEVARD

DETROIT RIVER

PROPOSED STREAM / WETLAND NETWORK RESERVE LAND / PLANTATION / ACTIVITY

Fig. 3.1.6 Hydrological framework map is the development of the above map where ideal water movements are transformed into stream that act as an ecological network for the Beltline. The drawing highlights the specific area of the Beltline and shows its relationship with the larger hydrologic system.

BELLE ISLE

ENERGY MANUFACTURING

MANUFACTURING

LOGISTICS CENTRE

BREWERY INDUSTRY

ART CORRIDOR

VERTICAL FARMING

FARMING / FOOD DISTRIBUTION

HOUSING

REGIONAL AMENITY PARK

Fig. 3.1.7 Programmatic Division along the hydrologic System

The Intervention Recently, they have become standardized to a point of banality and are now mute. Consequently the municipal infrastructure strips the city’s opportunities for civic expression. Detroit’s Beltline is an infrastructural asset. This intervention is about reviving the legacy of the Beltline as an infrastructural asset of Detroit by transforming the industrial infrastructure to hydrologic infrastructure that could multiply the entire city and become a new order of community life .

Can Detroit’s water infrastructure be re-imagined as an opportunity to for setting a precedent for sustainable living? Infrastructure is the essential element and system necessary to accommodate congregated living in settlements. We all share them as citizens of a particular place and we are all involved in their processes so investment is necessary. They signify the city itself; therefore they are more than public.

$$$

$$ CLEAN UP

GOVERNMENT GOVERNMENT

$$$

$$$ $$ DWSD STORM WATER

GLA

STORM VALUE

FINE

$ $$

SEWERAGE

DWSD

SEWERAGE DISCHARGE

Fig. 3.1.8 Current Fund Collection and Allocation

Fig. 3.1.9 Proposed Alteration in Fund Collection and Allocation

36%

ROAD NETWORK

PUBLICALLY OWNED LAND

VACANT LAND

Impervious cover

OLD RAIL TRACKS

BUILDING

ASSETS

Fig. 3.1.10 Site Analysis

Publically owned Land Building Intervened

Fig. 3.1.11 Intervention Site and its Assets

Fig. 3.1.12 Existing Condition of Land that was formerly used as Railway Tracks

Filteration Plant Art Studio adaptive reuse

Water Square Plaza

Water Drum

Wetland

Housing

Event Space Biking and Walking track

info centre Brewery

Electric Bus

C C

Church electric bus line

Seasonal stream

To Jeffersen To Jeffersen

Fig. 3.1.15 Axonometric of the Water Plaza and Water Drum

100

Fig. 3.1.16 Axonometric of the Event Plaza next to the Brewery Complex

Fig. 3.1.13 Recreational Activities along the proposed Stormwater Creek

Fig. 3.1.14 Site Plan of the proposed hydrologic Intervention along the Beltline Filteration Plant

wery

Biking and Walking track

Gleaners

Plaza

electric bus line

Seasonal stream

CommunityWater Drum Centre Plaza/ gathering

Crossing Water Square Proposed Market

Wetland

Housing

info centre

Electric Bus

Church electric bus line

To Jeffersen

Fig. 3.1.17 Axonometric of the Farmers Market next to Gleaners.

Fig. 3.1.18 Axonometric of the information Center and the Pedestrian Walk

101

2 1

info centre

trolley bus

wetland

Pedestrian / biking

Fig. 3.1.19 Section through the Pedestrian and Cycling Track showing its Relationship with the Stormwater Creek.

wetland

Stream active during rain event

trails

water feeders / pedestrian connects

Fig. 3.1.20 Section through the Beltline showing the Connections with its Surrounding.

102

Fig. 3.1.21 Catalogue of possible Architectural Interventions

activated building adaptive re-use

Canals / Activity Plaza

Fig. 3.1.22 Section of the Event Plaza in the Brewery Complex

103

Fig. 3.1.22 Recreational Activities are encouraged at the proposed Stormwater Creek and its Wetland Area

Fig. 3.1.23 A Water Drum that engages Kids and enhances the Value of the proposed Infrastructure

104

Fig. 3.1.24 A new Plaza is created at the Brewery. The Landscaping and Water Collection Pool mitigate Stormwater Occurrences and improves the Micro-Climate in the Public Spaces

Fig. 3.1.25 â&#x20AC;&#x2DC;Blue Infrastructureâ&#x20AC;&#x2122; improves the recreational Quality and mitigates Stormwater Occurrences and Overflow of the system

105

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try has left st-industrial ue of remeBrownfield iver. Strucemediation diversity of lize the 43 testing the exchanges s, the projthe land in tion in the r Detroit on onal front.

SITE

UNIROYAL

The flight of population and industry has left gaping holes in the fabric of Detroit. This project addresses this issue of vacancy on an industrial brown field along a 3 block area of the cityâ&#x20AC;&#x2122;s riverfront.

The Last Riverfront Remediation of Brownfields as the New Urban Frontier

At the southern end of a semi-active industrial corridor known as the Beltline, the project draws from the various systems proposed along the 3 mile stretch, using transit, the renewable energy loop, and hydrologic networks that pass through the site to eventually connect with the Detroit River.

Manasvi Bachhav

SITE

BUILDINGS

43 ac.

DEMOS

27 0

INTERVENTION

29 ac.

70%

600 ft

NEW STRU CTURES

STRE ETS DECOM.

1200 ft

17,0000 SF

Manasvi Bachhav Winter Studio I Detroit I Beltline I Uniroyal

43 ac.

BUILDINGS DEMOS

27 0

INTERVENTION

70% STRE ETS DECOM.

29 ac. 0

600 ft

1200 ft

NEW STRU CTURES

17,0000 SF

107

Structured as a series of passive remediation efforts, the design incorporates a diversity of programs and ecologies to revitalize the 43 acres of publicly owned land. In testing the opportunistic and productive exchanges created by the remediation process, the proposal also explores modes of occupying the land in phases that will stage innovation in the area of brown field development for Detroit on the regional as well as the international frontier.

The enhanced transportation system links the site to the rest of the surrounding urban context and the harbor itself, reestablishing it is a vital point of exchange within the region and bringing the city close to its river through a series of activation zones such as markets, event spaces and recreational areas. Fig. 3.2.1 Uniroyal site- View towards East with MacArthur Bridge to Belle Isle

The current riverfront is defined by a hard-edged division of land and water that renders the riverfront inaccessible and devoid of active interaction between the city and its waterfront. In addition, the rising pollution levels and stormwater surges are making the water less desirable for public activity. Fig. 3.2.2 Uniroyal Site-Southern Waterâ&#x20AC;&#x2122;s Edge

108

Cobo Hall

Hart Plaza

Renaissance Cen. State Park

Chene Park

Harbour Town

Residential

Event Space

Recreational

Private Insitutional

Underused Public Space

Institution

Alden Park Towers Marina District

Active Industrial

Industrial

Residential

Uniroyal

Harbour

Riverfront Apts

Residential

Fort Rail Yards

Delray

11 miles of International riverfront Fig. 3.2.3 Relationship between the Detroit River and the City StripBoat BoatHarbours Harbours EDGE CONDITIONS OF THE CITY ALONG DETROIT RIVER 1111Strip

ImperviousSurfaces Surfaces Impervious

Fig. 3.2.4 Impervious Surface

Fig. 3.2.5 Impervious Surface

Fig. 3.2.6 Inaccessible Private Boat Harbors

Fig. 3.2.7 Inaccessible Private Boat Harbors

PrivateInaccessible InaccessibleBoat BoatHarbours Harbours 6 6Private

Fig. 3.2.8 Strip Harbors

Fig. 3.2.10 Strip Harbors

Fig. 3.2.9 Fenced Parks

Fig. 3.2.11 Fenced Parks

FencedParks Parks Fenced

109

Current Industry- Pallette Industry

Current Industry- Warehouses

Fig. 3.2.13 The Packard Plant

Fig. 3.2.14 Existing Palette Industry

Fig. 3.2.15 Existing Warehouses and Industrial Sheds

From the abandoned Packard plant to the North , the Beltline has a large semi-active industrial building stock as a remnant of its industrial heritage

Uniroyal Tire Factory

1941 - 1978 Fig. 3.2.16 The Uniroyal Plant, 1941 - 1978

The site was home to the Uniroyal tire manufacturing plant and the Michigan Consolidated Gas Co. Coal-gasification plant. Uniroyal shut down the plant in 1978.

110

1980

1985

Fig. 3.2.17 The Uniroyal Plant, Demolition 1980

Fig. 3.2.18 The Uniroyal Site since 1985: contaminated Soil prevented Development

In 1981 the city bought the plant for $5 million dollars.

The plant was demolished in 1981, opening a vast stretch of attractive waterfront property that cam with a hitch, contamination of its land with chemicals due to previous production activities.

M W

Packard Plant

Current Industry- Pallette Industry

Current Industry- Warehouses

Uniroyal Tire Factory

Fig. 3.2.12 Mapping historical and contemporary Industrial Sites

111

Fig. 3.2.19 Panoramic View of along East Jefferson Avenue

Fig. 3.2.20 Status of Pollution on the Uniroyal Site

112

The remediation process for the site is underway.

Fig. 3.2.21 The Western Edge of the Site

One third portion on the western edge of the site has currently been re-mediated with a cost of $35 million, while the issue of Mercury (Hg) pollution in the remaining two-third portion remains unsolved. The city along with Michelin and Enodis are trying to device various strategies to remediation the soil on site and return the site back to the citizens.

river

Local effect

Mercury is present in the soil makeup and no confirmed hot spots exist. Tests conducted in early 2015 indicated that the level of Mercury varies across the site and also varies in depth. Groundwater levels make the element further subjected to change as they fluctuate in height.

Mercury is potentially percolating into the ground water and reaching the river in various forms of compounds.

Regional effect

Fig. 3.2.22 : Diagram explaining the movement of Mercury from the site into the hydrological system Mercury and the GSI: A Dynamic CSM Uniroyal East Parcel, Detroit River - A Joint Effort Between MDEQ-RRD and AECOM, with Support of the City of Detroit and the Riverfront Conservancy

113

Fig. 3.2.24 Emscher Park International Building Exhibition, Germany

Fig. 3.2.25 Minghu Wetland Park, China

Fig. 3.2.26 Gasworks Park, Seattle, United States

114

Why phytoremediation?

Techniques

Removes

Costs

Time

$460 / Tonne

2 years

$405 / M3

1-3 years

$183 / M3

3-5 years

$25 / Tonne

2-7 years

Metals Oils Extraction + Off Site Deposition

Chemicals

Metals Oils Soil Vapour Extraction

Chemicals

Metals Oils Soil Washing

Chemicals

Metals Phytoremediation

The Intervention

Oils Chemicals

Fig. 3.2.23 Economic Benefits of Phyto-Remediation

The project is explores Phytoremediation and its Economic, Social and Ecological Benefits by learning from relevant examples from around the world and implementing it through a series of strategies

115

STEP 1 Remediation as a Basis for incremental Development

Fig. 3.2.27 Step 1: Entrance Routes are established

STEP 2 Establishing a Base for Ease of Remediation and Future Development

Average Block Size = 27,000 SF

Learning from the existing CITY BLOCKS

Fig. 3.2.28 Step 2: Remediation Zones are established

STEP 3 Setting up a Cellular Strategy for Remediation Average Block Size = 27,000 SF Establishing Truck Routes and Pedestrian Access for the Activation of the Remediation Process

116

Fig. 3.2.29 Step 3: Process of Remediation and recreational Areas is initiated

Viewing Towers

Stage 0

Pedestrian Routes

Phase 01 Truck Routes

Stage 1 - Cut

Stage 2 - Fill Phase 02

River Walk Harvested

Harvested

Biomass Energy Biomass Energy

Stage 3 - Build Fig. 3.2.30 Bio-remediation: The Plants when harvested can be used as Biomass to generate Energy in the later Phases

Rape seed

Willow tree

Poplar tree

Chinese fern

Fig. 3.2.31 Bioremediation: Plants used to re-mediate Mercury Pollution in the Soil

117

Fig. 3.2.32 Phase 1: A Landscape Park can be used for Recreation during the Process

118

PHASE 01

It is important to leverage the public ownership of the 43 acres to stage innovation for development of industrial brown fields. The process of phyto-remediation allows for the site to be accessible to the city through out the remediation process, while educating the citizens about pollution, brown fields and remediation and staging innovation for similar development scenarios.

119

Phase 1 Mixed use Phase 4 Townhouses Phase 3 Townhouses Phase 2 Rental Units Phase 1 Mixed Use

Fig. 3.2.33 Phase 2: Site Scheme of the Development and Park Areas

120

1 Transit Center 2 River Walk 3 Stormwater Swale + Kayak Canal 4 Commercial 5 Market 6 Play Mound 7 Remediation Research Center 8 Riparian Edge

PHASE 02 Part two of the proposal is to stage an incremental development strategy. The design structures the site into a series of development bands and landscape interbands to allow a continuous public access through the site.

interband 1

band 1

interband 2

band 2

interband 3

band 3 Fig. 3.2.34 Phasing

121

Fig. 3.2.35 Phase 2: Residential Buildings in close Proximity to the Lndscape Park and the River Front

122

PHASE 02

As remediation is a protracted process, the banded phasing allows for the development process to begin on the remediated portions of the site while the remediation continues in other portions, adding complexity and value to the process

123

BAND 1 - STORMWATER CANAL+ KAYAK CHANNEL

The Kayak Canal draws the stormwater from the Beltline into the Detroit River, while bringing the water in from the river to create a more pronounced relationship between the city and its hydrologic asset. The canal also acts as a stormwater swale for the site and as an cultural generator for the city.

124

Fig. 3.2.37 Phase 02- Stormwater Canal and Kayak Club

STORMWATER COURTYARDS

The basins act as storage grounds for stormwater before it is let into the river and as water that can be used for the remediation processes. The wet and dry basins act as a landscape feature and courtyards for the apartments. The seasonal change in the landscapes of the basins is an added value along with boardwalks and public access paths.

Fig. 3.2.36 Seasonal Approach for Stormwater Management in the Courtyards

125

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ing munal

and s to tion

GROWING UP

In recent years Detroit’s urban agricultural reputation has become arguably the most popular out of any U.S city. Landscape Urbanists like Charles Waldheim see post industrial Detroit as a mecca for the deployment of productive landscapes to be new formative elements within the city. While there is a considerable amount of food production going on in the city, most all of it is purely for community sustenance.

Travis Crabtree

e gh hd

This project examines current food systems from local to mega regional levels to understand the relationship that agricultural production has with spatiality, ecology, and human health. The premise of the project is to illustrate the feasibility of Detroit’s participation in the regional food system and the type of agrarian urbanism that100% could This you is zoomed Keep the scale justcreate. use the scale executed by designing a square mile area in one of the highest vacancy areas in Detroit to become the agricultural icon for the region.

SITE

627 ac.

BUILDINGS

603

DEMOS

INTERVENTION

288 ac.

48% STREETS DECOM.

100% 50% 25% 295,240 SF

RE-USED STRUCTURES

800 ft

1600 ft

400 ft

800 ft NEW STRUCTURES

200 ft

400 ft 5,167,382 SF

Keep the scale 100% just use the scale you zoomed in with

ng mu-

nal

and to ion

gh -

Keep the scale 100% just use the scale

BUILDINGS

603

INTERVENTION

48%

288 ac.

100% 50%

RE-USED STRUCTURES

800 ft

400 ft

127

NEW STRUCTUR

production desertification crop type

Fig. 3.3.3 National Desertification

128

s on

pti

sp os

m e t a b o l i s m

r st

ion

a g a r i a n

Fig. 3.3.4 Agricultural Flows

129

tio

U. S.

130 CA . 3,169 sq. mi

5,814 sq.mi

1,619 sq. mi

4,808 sq. mi

GRAND RAPIDS 450 sq. mi

proper pop. 822,553 metro pop. 1.9 million

COLUMBUS

proper pop. 710,000 metro pop. 5.3 million

DETROIT

proper pop. 287,128 metro pop. 651,426

TOLEDO

proper pop. 297,517 metro pop. 2.1 million

CINCINNATI

proper pop. 193,792 metro pop.1.0 million

proper pop. 594,833 metro pop. 1.5 million

INDIANAPOLIS

proper pop. 206,520 metro pop. 312,409

GREEN BAY

proper pop. 594,833 metro pop. 1.5 million

MILWAUKEE

proper pop. 2.7 million metro pop. 9.7 million

CHICAGO

proper pop.400,070 metro pop.3.5 million

MINNEAPOLIS

1,454 sq. mi

2,849 sq. mi

1,454 sq. mi

10,857 sq. mi

8,120 sq. mi

proper pop. 258,959 metro pop. 1.1million

ROCHESTER

2,930 sq. mi

proper pop. 258,959 metro pop. 1.1million

BUFFALO

1,567sq. mi

proper pop. 2.6 million metro pop. 5.5 million

TORONTO

2,751 sq. mi

proper pop. 1.7 million metro pop. 2.3 million

PITTSBURGH

5,706 sq. mi

proper pop. 390,113 metro pop. 2.1 million

CLEVELAND

3,613 sq. mi

[MN]

48%

42,031 mi

[WI]

43%

28,189 mi

5,771,337 pop

[IL]

75%

42,187 mi

12,200,000 pop

5,200,000 pop

[MI]

45%

9,687 mi

7,419, 457 pop

[ON]

22%

16,547 mi

11%

12,8510,000 pop

[NY]

20%

10,937 mi

16%

19,378,102 pop

[PA]

27%

12,109 mi

12,700,000 pop

[OH]

60%

21,718 mi

14%

11,590,000 pop

[IN]

65%

23,440 mi

6,597,000 pop

Fig. 3.3.5 Megaregion productive Landscape

131

Pure Michigan

Michigan is known for its diversity in food production. It is full of fruit orchards, dairy farms, and vegetable agriculture. In the past two decades the production has changed to more large scale machines and mono-cultural practices. Farmers have switched to staple crops like corn or soybean because of how lucrative they are due to the various ways they are being used.

point sourc

N N

132

non - point source

aldrin dieldrin chlordane

chlordane

chlordecone

atrazine H N

CH CH 3 CH 3

Fig. 3.3.6 Monocultural Landscapes

133

1917-19

Agriculture begins to shift from animal and plow methods to combustion tractors

GREAT DEPRESSION

1892

ANIMAL TO MACHINE

VICTORY GARDENS

1892

PINGREE POTATO PATCHES

1929 - 39

Great Depr vacant city and provid

During WW were made Gardens.

2000 1900 1800 1700

134

SUBURBANIZATION

1701 - 1806 When the French colonized in Detroit they sub divided lots perpendicular to the Detroit river. This arrangment allowed farms to be flood irrigated by the river. The linear strips can still be seen today in the city grid system against the river.

1st INDUSTRIAL REVOLUTION

- 1600 The Fox Native American Tribe were the first to use the Detroit for agriculutral production

RIBBON FARMS

FOX LANDS

1600

1870 The depression of 1892 let off many people out of manufactoring jobs in Detroit. Mayor Pingree established 430 acres of city land for potato growth to create jobs.

1910

Farming left the Detroit proper boundry to take place on large acres of la that could be managed b tractor.

CornCorn become one one of of become the primary crops the primary crops grown in Michigan. grown in Michigan.

Recovery is formed a half Recovery ParkPark is formed fromfrom a half square of vacant When square milemile of vacant lots.lots. When completed, the farm be largest the largest completed, the farm will will be the urban operation in United the United urban farmfarm operation in the States. States.

RECOVERY PARK RECOVERY PARK

2012

DFC LANDSCAPE FRAMEWORK

2015 2015

CDC AQUAPONICS FISHERY CDC AQUAPONICS FISHERY

1980 1980

In response to the In response to the highhigh amount of of amount vacancy in Detroit, vacancy in Detroit, people begin to grow people begin to grow theirtheir ownown food. There food. There are food deserts across are food deserts across the city so community the city so community gardens andand CSAs gardens CSAs startstart to emerge. to emerge.

2012 DFC LANDSCAPE FRAMEWORK

EMERGING URBAN FARMING EMERGING URBAN FARMING

1970

1962

MONSANTO MONOCULTURE MONSANTO MONOCULTURE

Norman Borlaug “the“the father of the Norman Borlaug father of the green revolution” pioneers the the green revolution” pioneers genetic modification of agricultural genetic modification of agricultural production production

Rachel Carson’s Silent Spring waswas the first Rachel Carson’s Silent Spring the first address the pollution crisis thatthat waswas being address the pollution crisis being donedone by the industry. TheThe bookbook by agricultural the agricultural industry. got the DDTDDT banned shortly afterafter got pesticide the pesticide banned shortly Carson’s death in 1964. Carson’s death in 1964.

EPA + BANS DDT EPA + BANS1970 DDT

1942 1942 - 60- 60

1962 1962

THE URBAN CRISIS 1962 THE URBAN CRISIS

1940 GARDENING ANGELS 1941 GARDENING ANGELS

THRIFT GARDENS + EASTERN MARKET 1940 THRIFT GARDENS + EASTERN MARKET

ttroit ake and of land ged by by

1941 1st GREEN REVOLUTION 1st GREEN REVOLUTION

1960s

gWll WWll gardens called Liberty Gardens gardens called Liberty Gardens made for same the same reasons as Victory e for the reasons as Victory ns.

1990s 1990s

SILENT SPRING PUBLISHED SILENT SPRING PUBLISHED

Depression ression thrift thrift gardens gardens on on y city lots lots to feed to feed the needy the needy de ovide work work for the for unemployed. the unemployed.

2nd GREEN REVOLUTION 1960s 2nd GREEN REVOLUTION

9- 39

2012 2012

fishery a revoultionary urban farm. TheThe CDCCDC fishery is a is revoultionary urban farm. is located inside an liquor old liquor store It isItlocated inside an old store andand retrofitted to grow microgreens tilapia. retrofitted to grow microgreens andand tilapia. TheThe program hires people in neighborhood. the neighborhood. program onlyonly hires people in the

Fig. 3.3.8 Agriculture Timeline in Detroit

135

[KEEP GROWING DETROIT] - promotes food sovereignty in the city through supplying the majority of urban farms in the city with seeds or early planted trays - the most established urban farm in Detroit

PRODUCTION [DFC ECOLOGICAL PRODUCTIVE ZONE]

THE LINK

DISTRIBUTION CONSUMPTION

[RECOVERY PARK] - 22 blocks / 60 acres - 35 acres owned by the city - expected to employ 120 ppl by year 3 - 60% of workforce must be Detroiters - workers have oppertunities to own - mostly aquaponic and hydroponic greenhouses and hoophouses

[EASTERN MARKET] - largest public market in the United States - around 45,000 vistors each Saturday - estimated 20 million vistors each year - market area covers 4.3 acres - extremely diverse in agriculture products

136

INE

UTION MPTION

Vertical farming is a way to grow more with less land. The amount of controlled agriculture the project proposes could grow the same amount of yield as conventional farms using 175 times less land.

REGIONAL DISTRIBUTION

LTL

LINKING AGRICULTURAL ASSETS

TION

Farming Footprint Comparison

PRODUCTION CONSUMPTION

[GLEANERS FOOD BANK] - headquarters in Detroit, 5 other centers - operating for 40 years - provides food for over 500 food kitchens - collects 34.5 million lbs of food each year - distributes 79,000 meals each day

Pure Michigan [EARTHWORKS URBAN FARM]

The area in between the Beltline and Eastern Market is an ideal location for a large agricultural center. This area is at the confluence of the most concentrated agriculture assets in Detroit. One of the most unique situations about the square mile of land is its vacancy. The red within the boundary is indicating the amount of vacant parcels. Detroit Future City has deemed this area for productive landscapes in the landscape framework plan made in 2012. There are many opportunities for this area because of these characteristics.

- founded in 1998 - over 2.5 acres of farmland - certified organic - 7 gardens over 20 lots total - high emphasis on educating people - would like to expand if the oppertunity was offered

Fig. 3.3.10 Current Agriculture Network

137

garden plots

passive insulation

grounded greenhouse

Fig. 3.3.12 Farming Strategy

138

basement box

the attachment

high production house

forestry buffer

land collection

gravity permaculture

Fig. 3.3.13 Fruit Orchards and Culture

Fig. 3.3.14 Residential Agro-Forestry

Fig. 3.3.15 farming methodologies

139

[ PHOTONS ]

orchards + vegetable production

140

AIR EXHAUST

H2O

distribution + loading dock

BELTLINE C.H.P

DISTRICT HEAT

[ CHPDH ]

nutrient FLOW + CYCLING

controlled aquaponics + hydroponic growing mediums

Fig. 3.3.15 Nutrient Cycling

141

Fig. 3.3.16 Vertical Farming Envelope Types

142

Fig. 3.3.17 Indoor Farming Prototypes

143

Fig. 3.3.18 Land Extrusion Permaculture

144

Fig. 3.3.19 Land Extrusion Permaculture

145

Fig. 3.3.20 Land Extrusion Permaculture

146

Fig. 3.3.21 low density production trees removed from other parts of the neighborhood will be transplanted around houses to provide a permanent buffer private lot

forested buffer

pine lumber production

forested buffer

private lot

forested buffer

switchgrass fiber production

private lot forested buffer

pine lumber production

private lots

community ag

private lot

reused structure greenhouse

community ag

private lot

industrial ag

private lot

community ag

Fig. 3.3.22 medium density production

industrial ag

vertical farming trolley busline farm office processing office

3 lots or less between occupied homes can be 501c3 ag projects for sustenance farming or education purposes, while larger masses could be for more industrial models

Bellevue St.

public space

street restaurants

public space Beaufait St.

public space

stormwater swale

street restaurants

Michigan State Agriculture Extension Center

food processing and distribution

Meldrum St.

aquaponics

cultivated crops

private lots

Fig. 3.3.23 Low Density Production

147

+ 10,000,000 M lbs / YR 5,000,000 M lbs / YR - 1,000,000 M lbs / YR

MT. CLEMENS pop. 16,399

GROSSE POINTE pop. 5,300

n tio bu

50 m id ist ri

s diu ra

m l rica me om ic farms

YPSILANTI pop. 19,500

PONTIAC pop. 59,887

Fig. 3.3.24 Regional Distribution

148

BRIGHTON pop. 113,900

ANN ARBOR pop. 113,900

PACKARD

CITY SUBSISTENCE FARMING COMMERCIAL / METRO FARMING

CULTURAL AG HIGH YIELD AG MEDIUM YIELD AG HIGHEST YIELD AG COMMUNITY AG / POTENTIAL

DISTRIBUTION CENTER ORGANIC WASTE CENTER

VERTICAL FARMS

RECOVERY PARK

CONSUMPTION CENTER

TRUCKING TRANSPORT RAIL TRANSPORT

B.R.B INTERCHANGE

DTW

EASTERN MARKET

SHIP TRANSPORT

Fig. 3.3.25 Local Distribution

149

lle be

e vu

gra

blv

150

t gra tio

on rs ffe je

ntities daily. It nomic on o sustain

on to sion and the ergy by

BREWS & BTU s

tic producuding t land, in nd envi-

Cities are big energy consuming entities. It has proven to be inefficient, uneconomic, and environmentally unsustainable for cities to rely on conventional central power systems. Local renewable energy is a solution to reduce power lost during transmission and help the state of Michigan to reach the national goal of 20% renewable energy by 2020.

Mengyu Jiang

rmance e whole al suppy, cycling.

This project examines the synergistic system between local energy and manufacturing through assets on the site, including historic buildings and vacant land. Brews & BTUs is a high performance brewery that fits in to the synergistic system with raw material supply, local energy support, and waste recycling.

SITE

73 ac.

BUILDINGS DEMOS

84 6

INTERVENTION

32 ac.

44% STREETS DECOM.

600 ft

RE-USED STRUCTURES

1200 ft

NEW STRUCTURES

383,620 SF

162,620 SF

entities y daily. It onomic y on to sustain

tion to ssion and h the nergy by

istic produccluding nt land, in and envi-

ormance he whole rial suppy, ecycling.

SITE

73 ac.

BUILDINGS DEMOS

84 6

INTERVENTION

32 ac.

44% STREETS DECOM.

RE-USED STRUCTURES

383,620 SF

600 ft

1200 ft

NEW STRUCTURES

162,620 SF

151

Current movements in urban energy production Energy plays an important role in the progress of urbanization. Urban living and production activities require large amounts of enegy. Energy producing methods effect a cityâ&#x20AC;&#x2122;s economic development, environmental condition, and standard of living. Some method for making energy production more effective are building local energy plants with combined heat and power plant (CHP) and creating a symbiotic relationship between energy production and consumption. These movements not only focus on economic development, but also help create a sustainable

Fig. 3.4.1 Local CHP Plant model

152

Fig. 3.4.2 Renewable Energy MeasureRooftop Solar Panels

living environment. If DTE is going to reach the 20% renewable energy goal by 2020, developing local renewable energy is an approach to reach the goal. A strong local renewable energy system can reduce dependency on imported materials from other states or nations out of economic concern. Energy can be produced from diverse local resources that are more reliable and efficient. Generating new types of local energy models can not only shorten the energy transmission distance but also reuse the processing waste. Lastly, decentralized energy can generate a symbiosis for between energy and urban production.

Fig. 3.4.3 Eco-friendly Cycle Technology

Renewable energy goal by 2020

Renewable

10%

20%

90%

80%

Unrenewable Presque Isle Power Plant Shiras Power Plant

Unrenewable

almost 90% non-renewable energy

c Dam Sault Ste. Marie, Michigan

reach 20% of renewable energy goal by 2020 Big Quinnesec Dam Escanaba Paper Company

Mackinaw City Wind

Livingston Generating Station Gaylord

Traverse City Light & Power

Hodenpyl Hydro Power Plant

Tippy Dam

Stoney Corners I, II, III, IV

Michigan Power ludington

Lake Winds Energy Park McKinley Wind Farm Harvest Wind II Harvest Wind I

Harbor Beach Power Plant Sigel Wind Farm

Michigan Wind 2 D.E. Karn/J.C. Weadock Generating Complex Midland Cogeneration Venture Tuscola Bay Wind

Hardy Dam James De Young Power Plant J.B. Sims Power Plant

Beebe Community Wind Farm

BC Cobb Generating Plant

J.H. Campbell Power Plant Ada Dam Powerplant

Dean Peaking Station

Renaissance Power

St. Clair Power Plant Zeeland Generating Station J. R. Whiting Power Plant 48th Street Generation Station

Belle River Power Plant Belle River Power Plant Eckert Power Plant T. B. Simon Power Plant Erickson Power Plant

33 locations totaling 12,891 megawatts

New Covert Generating Facility

Kinder Morgan Power Palisades Nuclear Generating Station

River Rouge Power Plant Dearborn Industrial Generation Delray Peaking Facility Wyandotte Municipal Power Plant Trenton Channel Power Plant

Michigan has no major coal mines

endicott generating station Donald C. Cook Nuclear Generating Station Enrico Fermi Nuclear Generating Station Monroe Power Plant

Fig. 3.4.4 Michigan Energy Plant Distribution

153

Energy Assets In the Beltline, many manufacturing facilities and warehouses with solid structures are vacant or underutilized. These structures carry the memories of the industrial history and have potential to be adapted into new uses that could increase their real estate value.

important asset. Much of the vacant land is ready to be adapted into a higher value use. Vacant land, which range from small single parcels to continuous large parcels provide opportunities for energy use.

Detroitâ&#x20AC;&#x2122;s vast amount of vacant and publicly owned land is an

Fig. 3.4.6 Adaptable industrial Building

adaptable demolished functional

Fig. 3.4.5 Beltline Building Stock

154

Fig. 3.4.7 Adaptable Warehouses

St. fait . u a ave Be rd o c n Co . lvd db n a Gr M

lio t.el

it S

Fig. 3.4.8 AVacant Land

ck ma

ave

oi rlev

cha

no ver

l av

va che ker

te yet

ave

lafa

vacant land public-owned

Fig. 3.4.9 Occupancy Map

155

Traditional central energy is inefficient, uneconomic with in transmission

70% of energy loss

Fig. 3.4.10 Traditional Central Power Plant Energy Transmission

Local CHP system can recycle thermal energy for heating.

40% of

Fig. 3.4.11 Local CHP Energy Transmission

Fig. 3.4.12 Local CHP Plant and Urban Farming

156

It is important for DTE to develop local renewable energy for economic benefits. Every year capital is spent on importing energy from other regions. Generating local energy can empower communities while allowing DTE to be more efficient. It is also important to reduce the energy loss during transmission. A production type that contributes to the local energy grid can reduce this. The Beltline has the potential for exploring technologies that take advantage of food waste, CHP energy, wind, geothermal, and photovoltaics.

Fig. 3.4.13 Biogas Plant and Solar Panels

157

80 Manufacturing 120 retail and restaurant 25 educational Jobs are provided

manufacturing

Support productive activities Neighborhood integrated neighborhood

vacant land

Production live & work

Fig. 3.4.14 Surrounding Condition

Create local culture and self-identity

Provide job opportunities Attract labor force increase value

Fig. 3.4.16 community and manufacturing interaction diagram

manufacturing

integrated neighborhood

vacant land

live & work

Fig. 3.4.15 Expansion and Connection

158

The Brewery District is located in a area with a diversity of contextual conditions. The design takes advantage of the proposed trolly bus route and injects programs along it. Retail shops and manufactoring training centers are the main elements in the design. The design focuses on making the Brewery Complex a production center but also a cultural hub.

Proposed Building Condition

new buildings adapted buildings existing buildings

Proposed Program manufacture corporation restaurant and retails traning center&eventspace new- type of housing parking structure indoor sportsfield existing building

Transportation System

Trolly Bus route BRT route Proposed car lane

Landscape System

Along with the emergence of production activities in the Brewery District, new types of housing will be built to meet the living requirement of incoming workers. More warehouses can be adapted into corporationâ&#x20AC;&#x2122;s office spaces or job training centers to provide more work opportunities for the local community.

Green infrastructure

Existing Condition

Existing building

Fig. 3.4.17 Systems in the Brewery District

159

consuming & regenerate ENERGY

rti

& ing u m te ns ra co en e rt reg po

Fig. 3.4.18 Crops for the beer production can be grown on the adjacent agricultural land

cip pro ate an vid e co d se job mm rve s un the ity

COMMUNITY

PRODUCTION

Fig. 3.4.21 interaction diagram between community, production and energy

Agricultural Land

Fig. 3.4.19 Occurring food waste provides the feed stock for the local anaerobic digester, where the waste will be used to produce biogas

CHP

Biogas Plant

Integrated Brewery Fig. 3.4.20 Local CHPs run on biogas to provide electricity and heat energy for the brewery and the neighborhood and will be distributed via a district heat

N Fig. 3.4.22 Energy Network

160

200 BARREL BREWERY Electrical 20 – 35 kWh/bbl Natural Gas 2 – 3.7 Therms/bbl 10 – 20 BTU chiller capacity/bbl 467g coal/bbl

Green Roofs Manufacturing Institutions Rooftop Solar Panels New-Type Housing

1,022,000 kWh Electrical 108,040 Therms Natural Gas 584,000 BTU saved every year Serve 300 household’s annual energy use.

Training Center Retail & Restaurants Brewery

Event Spaces

Entrance plaza

Anaerobic Digester CHP N Fig. 3.4.23 Masterplan

161

Alley Greenway

Beer Tasting Bar in the Brewery Museum and Training Center

Fig. 3.4.24 View of Brewery Alley

When the Beltline was first constructed, a railroad ran through the alley of the industrial complex. The design uses bluegreen infrastructure to form a pedestrian friendly alley. Retail and restaurants are opened at the first floor. The alley also has convenient accessibility to the Beer Museum and a training center.

162

Brewery and Museum

Cinema & Restaurant

New Entrance Training Center

Out door Fountain Plaza Green House Restaurant

Fig. 3.4.25 View of Brewery Plaza

The plaza is part of the beer industry expansion. The road in between is covered by different pavement , stopping automobiles from passing through. Trolley busses run on the trail which collect people along the plaza. The plaza is enclosed by different cultural and recreational buildings that allow it to be an important public space.

The Brewery faces the plaza while a movie theater and outdoor fountain also attract visitors. The green house restaurant provides local food and a great space for outdoor entertainment. The plaza plays an important role in connecting both sides of the complex. Some of the old building walls have been taken off to create a direct shortcut for the neighborhood.

163

llev

gra

blv

164

t gra tio

on rs ffe je

THE INTERCHANGE Luneoufall Vital Gallego

Despite the current development model growing in Detroit and the Beltlineâ&#x20AC;&#x2122;s goal to shift into a production model, the interchange stands as a symbol of constant change of development in the city. What happens when the productive portion of the city links with downtown, midtown and the mega region? The premise of this project is to complement future riverfront development by providing a regional transit center that also balances a connection to a major industrial conduit of the city.

SITE

12 ac.

BUILDINGS DEMOS

INTERVENTION

7 0

8.5 ac.

71% STREETS DECOM.

NON-PERMEABLE SURFACE

PERMEABLE SURFACE

140,000 SF

224,690 SF

400 ft

165

The state of the Great Lakes regional public transportation MEGAREGION TRANSPORATION NETWORKS + CENTERS AMTRAK PASSENGER LINE HIGHWAY NETWORK

5,950 SF COMMUTERS 170 per day

USES : OFFICE

USES : RETAIL / OFFICE

USES : TRANSIT OFFICE

COMMUTERS : 10,972 per day

COLUMBUS, OH

USES : RETAIL / OFFICE

NEW YORK CITY, NY

TORONTO, cANADA

2,300,000 SF COMMUTERS : 750,000 per day

GRAND CENTRAL

USES : RETAIL / OFFICE

BUFFALO, NY

TORONTO UNION STATION 6,000 SF COMMUTERS : 320 per day

EXCHANGE STREET

CLEVELAND, OH

PITTSBURGH, PENNSYLVANIA

USES : TRANSIT OFFICE

USES : RETAIL / OFFICE

AMTRAK STATION

COMMUTERS : 36 per day

USES : RETAIL / OFFICE

GRAND RAPIDS, MI

COMMUTERS : 121 per day

THE RAPID

5,000 SF

GRANT STREET

CLEVELAND AMTRAK

DETROIT, MI

AMTRAK STATION

USES : RETAIL / OFFICE

217,500 SF 264,000 SF

Fig. 3.5.1 Mega Region Transit Network and Ridership Capacity

166

TOLEDO,, OH

CHICAGO, IL

TOLEDO UNION STATION

USES : RETAIL / CAFE

UNION STATION

16,000 SF COMMUTERS : 163 per day

USES : RETAIL / CAFE

MILWAUKEE, WI

MILWAUKEE INTERMODAL CENTER USES : RETAIL / OFFICE

545,000 SF

30,240 SF COMMUTERS : 1,630 per day

COMMUTERS : 410 per day

INDIANAPOLIS, IN

COMMUTERS : 100 per day

INDIANAPOLIS RAILROAD STATION

56,630 SF

SMALL URBAN CENTER

1,390,000 SF COMMUTERS : 9,150 per day

MINNEAPOLIS, MN

METRO TRANSIT

MAJOR URBAN CENTER

32,000 SF COMMUTERS : 1,975 per day

Currently the city transit system includes primarily Rosa Parks Transit Station in Downtown, accounting for approximately 1,910 daily commuters. Second, the more regional connector in New Center is the Amtrak station, accounting for a low ridership of about 200 daily commuters. Furthermore, access to Grosse Pointe and Belle Isle is limited, with access primarily by car.

Fig. 3.5.2 Amtrack Station, New Center, Detroit

windsor

Fig. 3.5.3 Rosa Parks Transit Station, Detroit

downtown

new center

25,700 SF commuters: 1,910 per day

5,950 SF commuters: 170 per day

gross pointe

DDOT

the interchange 61,500 SF commuters: 4,870 per day

DDOT

gross pointe

the interchange windsor

downtown

new center

Fig. 3.5.4 Detroitâ&#x20AC;&#x2122;s Public Transportation Network, internally disconnected

167

M1 - Light Rail

ard odw wo amtrak station

greyhound station

Fig. 3.5.5 2016: The Detroit Public Transit System (Bus) is extended by the Qline Rail (M1-Rail) M2 - BRT

d war

grat

od wo

M3 -Light Rail

ers

jeff amtrak station

greyhound station

M1 - Light Rail

Fig. 3.5.6 2026: The Detroit Public Transit System is extended by the M2 BRT , M3 D1.5 - Electric Bus M3 - Light Rail M2 - BRT -Rail, and the Grand Boulevard Trolley Bus D1.5 - The Interchange

gra

grat

iot

d war

od wo

Picking up on the M1 currently under construction, this project proposes a D.5 transit line that takes place in 2026. The D.5 electric trolley bus line connects the Beltline connector, the Interchange to the regional connector, New Center and neighborhoods in between. Ideally, the D.5 becomes the inner ring within the city once the full RTA plan is implemented, in 2036. The transit line runs mainly along Beaufait and Bellevue, taking a turn on Kercheval, reaching proposed densified districts such as the remediation, the production, and the manufacturing districts.

iot

M1 - Light Rail

rive

ers

jeff amtrak station

greyhound station

higa mic

for

the interchange

168

Fig. 3.5.6 2036: The Detroit Public Transit System develops into a interconnected radial network with crosstown circle lines

Gra tiot d.

Blv

ue lev

to: New Center Amtrak Station

manufacturing district

bel

nd Gra

to: Coleman Young Airport

brewery district

production district al

hev

rc Ke

fait

to: Grosse Pointe Port Huron

M2 - BRT

s er

D1.5 - Electric Bus M3 - Light Rail to: Downtown Greyhound Station

Fig. 3.5.7 Transportation Map of the Beltline: The introduction of the Trolley Bus connects the M3-Rail on Jefferson to the Amtrack Station in New Center as a cost-efficient fixed transit system

169

the interchange multi-modal center

retention ponds

cafe + bar

theater storm water management

natural water filtration plants hotels + retail

water towers

water playground roof top bar + offices + organic waste collection vertical farm retail + restaurants apartments +offices offices floor lights water playground hotel outdoor theater viewing docks

restaurants | bars water taxi docks riverwalk

Fig. 3.5.8 Site Plan of the Jefferson/Belle Isle Interchange

170

cafe + bar

8,000 sq ft

hotel

90 rooms

[45,000 sq ft.]

organic waste collection

rooftop bar

[8,000 sq ft]

vertical farm

restaurant

[20,000 sq ft.]

200 seat capacity

Amazon

[24,000 sq ft.]

40 offices

retail

[54,000 sq ft.]

[65,000 sq ft.]

[4,800 sq ft.]

[12,000 sq ft.]

office

200 offices

hotel

160 rooms

lounge

restaurant + bar

500 seat capacity

watter ferry

destinations: downtown + windsor riverfront

Fig. 3.5.9 Site Section : A landmark tower anchors the site as an important location

The Intervention The project uses retail to activate the ground level while offices, apartments, and a hotel provide the high density required to keep the waterfront active, and give middle class workers the opportunity to live at close proximity to the waterfront. The vertical farm supplies a fresh food supply for markets. Underground parking provides 3,500 parking spaces for visitors,

and employees at the interchange. Due to the requirement to excavate the site as consequence of contamination, underground parking becomes more feasible for the riverfront. This also enables maximum surface area along the riverfront to become pedestrian and bike accessible.

+30

+20

0 FF -4

-18

-36

sec|a

Fig. 3.5.10 Underground parking below the interchange cafe + bar

171

Belle I

sle

172

Downtown

Jefferson Ave.

Canton St

Fig. 3.5.11 The Jefferson/Belle Isle Interchange: Site Section depicting all Modes of Transportation

173

Fig. 3.5.12 Aerial View from the Detroit River

The hierarchy of places fade away as these places are interconnected. The riverfront celebrates Detroitâ&#x20AC;&#x2122;s history transitioning into a production realm where both residents and newcomers manage to grow, maintain, and benefit from the cityâ&#x20AC;&#x2122;s landscapes. The natural storm water management ponds clean the water within a one mile radius and along Jefferson avenue to nurture the green infrastructure that is provided for the active grounds of the riverfront.

174

Also, these infrastructures take part in the remediation of the polluted soil from the tire plants demolished over 30 years ago. The conversion of highly impermeable pavements into softer grounds shape the human experience to facilitate the activation of the riverfront to welcome all residents, workers, newcomers, visitors, and tourists.

Fig. 3.5.13 Water Ferry Docks and Waterfront

The placement of the transit center is instrumental to transform citizenâ&#x20AC;&#x2122;s perception on how to access the waterfront. It aims to plant a seed that decreases driving to the river and enhances the human experience as the city meets the water, celebrating a new hybrid of development and performative ecologies.

Fig. 3.5.14 Water Playgrounds

175

lle be

gra

blv

176

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on rs ffe je

THE VERNOR MACK ENERGY EMPLOYMENT DISTRICT Shao-Chen Lu

At the intersection of proposed manufacturing and existing residential enclaves is an confluence of opportunity. By utilizing existing and proposed relationships, this intersection has the potential for a new integrative employment typology. The premise of this project is to form an employment district that uses program integration as an instrument for making. The district is ideal for people seeking employment options with a variety of alternatives for living space. It is composed of a culture that is heavily reliant on craft. Future/Proposed land uses, like agricultural production and agro-forestry adjacent to the area, complement the district by providing a direct source of raw materials and working opportunities. Since living options are limited in Detroit, this provides a model of living that is unique in the city.

SITE

94 ac.

BUILDINGS DEMOS

113 10

INTERVENTION

65 ac.

69% STREETS DECOM.

RE-USED STRUCTURESN

693,900 SF

EW STRUCTURES

381,400 SF

177

High Income

Since automobile manufacturing was the driving force of Detroit’s economy, almost the entire infrastructure in the city has been designed for supporting the automobile industry. During that time, manufacturing was the catalyst for communities and fueled economic growth.

Low Income Inflow Outflow

Fig. 3.6.1 Jobs Inflow and Outflow in the Beltline

In the 1930s and 1940s, the linear city had been imagined as a quasi-utopian form of industrial production; simultaneously, it was being built in a powerful way in Detroit. This invention was actually the amplified version of the production line – and the spirit of the auto-industry – at the urban scale. Followed by the decline of the auto-industry, this kind of live / work relationship disappeared. Now, Detroit is desperately asking: What should the new vision be for Detroit’s economic regeneration?

Fig. 3.6.2 The Integration of Lumber Processing and Energy Production in the Beltline

178

The Beltline was one of the linear industrial corridors that represents the productive past of Detroit. The neighborhoods along the corridor reveal the earlier model of the live/work community. It also showcases the depression. This kind of situation could be a new opportunity, if we can take advantage of the industrial legacy, and try to find new catalysts for this area.

Manufacturing Retail Wholesale Trade Health Care and Social Assistance Transportation and Warehousing Construction Arts, Entertainment, and Recreation Accommodation adn Food Services

Based on its powerful production history, the Beltline could become a series of new employment sectors through different kinds of productions such as lumber, food and craft productions. By proposing a CHP, the waste from these productions could also be used for energy production, further generating the electricity to support surrounding neighborhoods, and providing heat to new residential buildings. Lastly, a CHP also would enable affordable and sustainable employment sectors.

Fig. 3.6.3 The Number and Distribution of existing Jobs in the Beltline

Fig. 3.6.4 The integration of Food Processing in the Beltline

179

Concord Ave

Bellevue St

Beaufait St

Meldrum St

Mt Elliott St

Fig. 3.6.5 Aerial View towards North. As a legacy as an industrial corridor, the Beltline goes through neighborhoods that originally supported the production in the Beltline. It follows the old rail track, a linear pattern extending to I-94 at the north end.

Mack Ave e

t Av

tio Gra

Benson St

Charlevoix St

E.Vernor

Fig. 3.6.6 Aerial View of the Project Area. The Transitional Area connected by a linear Open Space.

180

Fig. 3.6.7 Aerial View towards South. Even though the pattern of the Beltline at the south end of E. Vernor still remains industrial, the open space increases near the riverfront.

Industrial Belt

Recreational Belt

Public / Social Belt

Existing Factorits

The Heidelberg Project

Low-Density Residential

Abandoned School

Churchs

Vacant/Public Owned Land Existing Factorits

Boxing Gym

Employment Synergies By having different employment sectors driven by multiple actors, the system to synergize a diverse production is essential. Open spaces could be the agent used to bind several scenarios with civic and/or public programs with oneanother. Different programs surround the open public space, and therefore promote activities that can enhance the effect of different production types throughout, while contributing to formin a new model of the live / work community.

Fig. 3.6.8 Current programmatic Relationships in the Beltline Industrial Belt

Recreational Belt

Public / Social Belt

Culture Area Gallery Workshop

Pine Forests

CHP

Lumber Processing Factory

High-Density Residential

Artisan Craft Area Restaurant Smaller Manufacturing Craft Market

The Heidelberg Project

School

Low-Density Residential

High-Density Residential

Churchs

Urban Agriculture

Food Processing Factory

Boxing Gym

Existing Factorits

High-Density Residential

Show Room Dining Hall Conference

Fig. 3.6.9 Creation of Synergies in the Beltline

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Neighborhood Library

Fig. 3.6.10 Manufacturing as Catalyst Workshop

Bellevue Shared Street Sector

Gallery

Culture / Art Plaza

Fig. 3.6.11 Bellevue Street: A new Live/Work Community

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NEIGHBHOHOOD LIBRARY CULTURE / ART CHURCHS CENTER

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The Intervention

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The proposed employment district between Vernor and Mack Avenue is situated between a manufacturing area to the north, a community service area at the south, an existing neighborhood at the east, and predominantly vacant properties to the west. Therefore, the site should be a transitional area connected by a linear open space. Lumber and food processing plants will be the new catalysts for this employment district. These new catalysts can not only provide new uses for vacant lots to become productive, but also provide an opportunity to densify this area. Likewise, a dense population could become a new catalyst to support the education facilities and other infrastructure that could be added to benefit original residents. It is important that this community be not just productive, but also sustainable.

Culture Civic Educational

Be Me

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Fig. 3.6.12 Penetration of green infrastructure in the Beltline creates new qualities for the public space nc

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RECREATION CORRIDOR

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Residential Commercial Working Culture Civic Educational Open Space Bike Bus Share Street

Fig. 3.6.14 A network of public and open Space creates new Opportunities

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Residential Commercial Working Culture Civic Educational Industrial Open Space Bike Bus Share Street

Fig. 3.6.15 Mixed-Use and Live/Work Community supporting the new Industry

Since there is a linear open space that cuts through the site, it is important how the open space is defined. To create a mixed-use and live/work community, and provide enough living units to support the new industry at the same time, different typologies are developed to fulfill different needs on the site. In order to create character along the green corridor, different building typologies wrap the open space, while different programs on the first floor to define the area.

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Examples include a cultural plaza, a market place, and a recreation corridor. The cultural plaza contains an art factory, a cultural center, and gallery. Many different events could be imagined, such as art festivals and outdoor exhibitions. With the market place, adjacent workshop(s) would use the outdoor space for production, or for selling their products.

Type 01

Type 04

Cultural Plaza

Type 02

Market Place

Type 03

Type 02

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Fig. 3.6.17 Different Building Typologies define the open public Space.

TYPE01

TYPE02

TYPE03

TYPE04

Scale

Mix

Urban Function

Penetration

Fig. 3.6.18 Building Typologies. Provide different types of mixed-use typologies in various scales and urban functions. These typologies help define a space, creating different identities for each plaza.

Baffer

Penetration

Programs

Live 52,500 sqf 75 units

Live 66,000 sqf 95 units

Live 120,000 sqf 170 units

Live 300,000 sqf 430 units

Work 24,000 sqf

Retail 26,400 sqf

Work/Retail 32,800 sqf

Culture/Retail 111,300 sqf

The building types could also provide different urban functions. When close to existing industrial sites, some typologies could become a buffer to ensure a better open space quality; when facing the existing neighborhood, some typologies could encourage people to penetrate the district through a good quality of open spaces on the ground floor.

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The CHP is an efficient heat generation that provides to the new housing units. Additionally, using new materials and technologies to construct these new buildings will make the new community more affordable. New industries can provide more job opportunities; A high population density can support the facilities, which in return could also benefit the existing neighborhoods around this area. Processing plants can encourage new uses on vacant lots, helping the neighborhood to form their identity and make it more synergistic.

700 Retail Trade 570 Manufacturing 350 Professional 245 Educational Services 1950 Jobs provided 1260 Residential Units provided

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Existing jobs

Created jobs

Manufacturing Retail Wholesale Trade Health Care and Social Assistance Transportation and Warehousing Construction

Fig. 3.6.19 The Number and Types of Jobs being provided in this Project. Mack Ave

Culture Center

Culture / Art Plaza

Arts, Entertainment, and Recreation Accommodation adn Food Services

Art Gallery

Bike Lane

Art Factory

Fig. 3.6.16 Culture / Art Plaza: a main opening for culture uses and recreation corridor.

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Lumber Processing

Art Factory

CHP

Culture / Art Plaza

Bus Station

Culture Center

The Heidelberg Proj.

Gallery

ART PLAZA

BENSON STREET

MARKET PLACE

MT. ELLIOTT STREET

LUMBER PROCESSING PLANT

CHP

NEW MIXU-SED COMPLEX

Neighborhood Garden Market Place School

RECREATION CORRIDOR

NEW MIDRISE RESIDENTIAL

Churchs Recreation Corridor Boxing Gym Food Processing

CHARLEVOIX STREET

NEW MIDRISE RESIDENTIAL

BELLEVUE STREET

MELDRUM STREET

BEAUFAIT STREET

FOOD PROCESSING PLANT

Dining / Conference

EAST VERNOR

SCHOOL

Fig. 3.6.20 Plan of the new Employment District

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MADE IN DETROIT Zhe Zhang

The traditional industrial model in Detroit serves minimal performance and excludes human experience. This proposal aims to reverse the current state of the upper Beltline by enhancing architecture to train a maker culture. The vision attempts to establish a making framework that could boost Detroitâ&#x20AC;&#x2122;s local economy and provide opportunity to be part of a craft. The project provides a wider range of urban services supported by medium residential densities and connect to larger urban, ecological and recreational centers.

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Synergistic Systems: Transportation and Manufacturing The rail was once the most important system for industrial districts like the Beltline. The Industry in the Beltline extended along this freight rail spur connecting to the freight rail network around the city. The mix of heavy and light manufacturing on the site leads to the prioritization of both rail and road freight traffic. There is an inherent logic that can be found between the relation of rail and surrounding buildings.

Industry in the twenty-first century has different logistical needs, with trends toward smaller-scale manufacturing situating in urban context, and a mix of production type and land use. This presents an opportunity of introducing new modes of transportation: a more connected urban fabric, and a more walkable environment. These changes can help catalyze and attract new industry. For the Beltline, the new transportation system should help catalyze a type of manufacturing with intellectual production, which financial policy advisor Antoine van Agtmael and finance journalist Fred Bakker call â&#x20AC;&#x153;Brain Beltâ&#x20AC;?. It is different from heavy manufacturing previously dominating the Beltline and different form the creative class model primarily concentrating on intellectual production. In this sense, the new transportation system should attract professionals for light manufacturing and creative work.

Fig. 3.7.1 Change of orientation of the blocks adjacent to the rail reveals the relation between program and logistics of traditional manufacturing fabric

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Fig. 3.7.2 Long back facades of manufacturing buildings hinder street life in the neighborhood

Typically, new manufacturers like to anchor themselves in urban districts that both appeal to creative workers and serve as strong incubators of innovation. As Van Agtmael and Bakker suggest, the place should be â&#x20AC;&#x153;conducive to brainsharingâ&#x20AC;?, which is contributed by smart factories, relaxed zoning, and digital and physical connectivity. What they require to make their neighborhood attractive include density, affordable housing, access to public transportation

and shared mobility, mixed-use buildings filled with consumption amenities, pedestrian-friendly streets, and parks and public spaces that foster creative exchange. A transportation system plays an essential role in contributing to a neighborhood and appealing to manufacturers. More mobility choices offer different groups of people job opportunities. Environmentally, this alternative attracts new manufacturers in that its clean energy resources not

only provide a better environment for new manufacturers with less pollution, but also is aligned with the environmental concerns of new manufacturers. The new electric trolley bus will be able to be powered by environmentally friendly generated energy, such as, solar power and electricity from efficient CHPâ&#x20AC;&#x2122;s on site.

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Fig. 3.7.5 Traditional manufacturing separates instead of integrating urban fabric

THE INTERVENTION Manufacturing in Rustbelt cities is declining, leading to abandonment of their industrialized urban fabric. Small manufacturers have emerged in some cities, and are often referred to as â&#x20AC;&#x153;Makersâ&#x20AC;?. The term refers to the entrepreneurial activity of engineers, industrial designers, artisans, and hobbyists creating new products. They are distinct from artists in that they are interested in making scalable products that could drive the market instead of producing oneoff art pieces. Correspondingly,

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spaces they need are small, affordable, and flexible that allow them to grow. Meanwhile, similar to other groups, such as the creative class, they also seek mixed-use spaces. Another type of the emerging manufacturing is advanced manufacturing and research. Old industrial buildings offer ideal locations for intellectual industries like advanced manufacturing. Spatially, they are compatible with a range of different adjacent uses.

THE LINEAR CITY The history of the growth pattern of the linear city with its spatial characteristics along the rail, reveals how the productivityoriented logic of traditional manufacturing shaped its unique linear urban fabric. Along with its corresponding road and rail network, the linear city is spatially isolated from adjacent neighborhoods. The product of this process is not suitable to either of the new manufacturing models discussed above. While some companies use parking lots or green areas as buffers, some choose to use solid walls to protect the activities inside and to disengage their production activities from any street life. As a result, both types of choices prevent the kind of street life that good urban environments need. Fig. 3.7.6 The traditional manufacturing grew along the railways and created its own urbanity

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Re-industrialization in the Beltline does not mean bringing back previous heavy manufacturing. Instead, it is a reinvention of the form of manufacturing, with different characteristics and logics of making companies or individuals that will lead to new urbanity. In the contemporary fast-paced social landscape, integration of design and manufacturing is an alternative response to the call of Rustbelt cities to revitalize themselves with their existing manufacturing legacy. Moreover, integration of design and manufacturing can provide an opportunity to educate locals with new skills.

Fig. 3.7.7 Companies like Shinola catalyze urban revitalization by providing skill education to locals and products with identity.

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Fig. 3.7.8 The Site is both urban in Connectivity and Proximity and suburban in existing urbanity

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Fig. 3.7.9 Human Capital Detroit. Detroit Industry, (detail), Diego Rivera, 1932. Detroit Institute of Arts

Fig. 3.7.10 Contemporary grass-roots DIY Maker Faire

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This proposal will be one of the few places in the city that has the advantage of a transit connection. This type of connection will not only enhance the transit service for the locals as an improvement of the existing bus system, but also strengthen the confidence of investors to invest along the route that will eventually provide the capital needed for the revitalization.

The Detroit Garment Group Incubator and Maker Faire Detroit are demonstrating to young people in Detroit how to take part in the new making industry. Design and manufacturing industries in New Center, such as Shinola, show how the new maker culture targets places within denser urban environments especially older buildings, and former factories.

With traditional manufacturing as an acknowledged legacy of this Motor city, maker culture nowadays can be found at different scales in the city.

This project uses three types of integrated manufacturing block models that take advantage of the central spine, the former Beltline Spur. The objectives for the project are based on connectivity, mixed use, gradient scales, and

Fig. 3.7.12 Areas based on contemporary Manufacturing with three different Themes are designed to embrace the Opportunity

pedestrian orientation. The first type of building has relatively large footprints, containing design, manufacturing, cultural and commercial uses. They are invented for companies like Shinola that tend to have independent buildings that are able to support larger scale production and the capital to develop their own properties. The second type of building is of a smaller scale, and mixing multiple uses by within blocks of separate buildings.

They are targeted for smaller maker companies or individual makers. While smaller-scale making companies and DIYers only need smaller spaces to work, they can share manufacturing facilities like prototyping facilities in individual buildings outside of their own working spaces. Also, by making the footprints of buildings smaller, diversity can be introduced into blocks. The third type of structure mainly serves as housing.

These blocks introduce more compact buildings on vacant lots between buildings in order to provide higher residential density. Community level public amenities can also be provided in these buildings. Programs such as retail, restaurants, galleries, a school, grocery stores, a library, and some shared prototyping facilities are located along the transversal spine, creating higher density of public amenities, in order to

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Fig. 3.7.13 Programming and Characteristics of three Types of Manufacturing Areas with different Themes

Fig. 3.7.14 Reconfiguration of the Street Grid

Fig. 3.7.15 Existing Building, Grid and Ownership Layers of the Site

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Fig. 3.7.16 Public transit, shared public space and logistics are the prior considerations of the company scale design and manufacturing area

guide and concentrate activities from either side of the spine. Opportunities of interaction are available along this spine and form the main public space. In a larger company-scale maker community, programs such as commercial, cultural and design are organized around the main public space at the intersection of the transversal spine and the electric trolley bus route.

The logistic truck routes are organized on the back side of the block, with manufacturing plants and a shared distribution center. Overall, the density of public amenities and manufacturing facilities as well as supportive facilities for manufacturing are higher than in other areas.

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Fig. 3.7.17 View of the DIY Maker Area

Fig. 3.7.18 Public communicational space with different privacy levels and scales are the main considerations of the DIY Maker Area

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Fig. 3.7.19 View of the maker neighborhood: Parking Space saved by Public Transit will enhance the urban space quality

Fig. 3.7.20 Open Community Amenities with Choices are the Main Considerations of the DIY Maker Area

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Fig. 3.7.21 Block morphology, program, open space and transportation system

Fig. 3.7.22 Four layers of open space

This proposal rebuilds a relationship between living, learning, designing and manufacturing by organizing its main programs and outdoor public spaces along the Beltline. The specific district developed here is constituted by a part of a abondoned rail curve, one sector of the new electric trolley bus route, and an adapted pedestrian street. By connecting different open spaces with corresponding characteristics of different modes of integrated manufacturing by the spine, the spine itself becomes a catalyst that uses manufacturing to revitalize the site.

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Fig. 3.7.23 Open space: Serial Ssctions

Fig. 3.7.24 View of the entrance plaza

Fig. 3.7.25 The urban fabric,transportation and public space of the proposal

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RAIL LINE NEW DESIGN & MANUFACTURING

PACKARD PLANT MAKER NEIGHBORHOOD

DIY MAKER NEIGHBORHOOD CENTRAL SPINE NEW DESIGN & MANUFACTURING

SCHOOL& SPORTS FIELD

CHURCH UE

EN AV

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Fig. 3.7.26 Master Plan of the Proposal

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Fig. 3.7.27 Phasing of the Proposal

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FOR WHOM ?

In one of the most heavily industrialized portions of the Beltline we must ask for whom are our interventions working for? With an influx of thousands of workers a day we must ask, is it time to design for the laborer. Those that occupy the front of house and the back of house of urban spaces deserve to have well designed spaces to be utilized by the workers. One can understand the campus simultaneously as a regeneration effort and a gift to those that have worked so hard to give the industrial culture that is has grown around.

Jonathan Hanna

SITE

70 ac.

BUILDINGS

DEMOS

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INTERVENTION

20 ac.

28% STREETS DECOM.

RE-USED STRUCTURES

NEW STRUCTURES

2,000,000

2,153,566 SF

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Company towns in the Midwest Abundant natural resources in the Midwest made prime territory for industrialist to cut out the middle man. They set up their own company towns extracting raw material and processing them all the way through to finished products. Towns were created for many different parts of the manufacturing process. In Michigan the town of Iron Mountain was created to excavate iron ore and coal for the steel production. Alberta, Michigan was set up to produce wood for the finishes of automobiles, and Highland Park was incorporated for the assembly of automobiles and to avoid paying city taxes to Detroit.

Outside of manufacturing, the factory supported many uses. It is nothing new for companies to try and provide the amenities that a city already provides. Some examples are athletic facilities, open air public space, lecture halls, or conference rooms. One of the more famous campuses which attempted to provide these amenities was the Packard Plant.

Fig. 3.8.1 E Miners at the Tamarack Mine, Copper Country, Michigan, 1905

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Fig. 3.8.2 Fordist Urbanism compared to the Italy of Benito Mussolini, New York Times Magazine, 1928

“We affirm that the world’s magnificence has been enriched by a new beauty: the beauty of speed. A racing car whose hood is adorned with great pipes, like serpents of explosive breath—a roaring car that seems to ride on grapeshot is more beautiful than the Victory of Samothrace.” --F. T. Marinetti, The Founding Manifesto of Futurism

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Detroit, like many cities, went through different phases of housing, but the single family residential home is one typology that has stayed true to the city. In the Beltline one can find this typology back to back with heavy industrial manufacturing.

Prior to Euclidean zoning this was a common theme, industry attracted housing, and housing attracted industry. Learning from this attraction, we can design a better condition, one which can increase the density of the Beltline yet avoid the health hazards of mixed adjacencies.

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With industrial manufacturing came wealth. For many years in Detroit, a good paying manufacturing job wasnâ&#x20AC;&#x2122;t hard to come by. It allowed people to have disposable income for the first time. With the concept of the American Dream firmly cemented in the public imagination after World War II and the Post War Boom, the single detached residence became the dominant typology. As illustrated in the image on the lower right, it was not rare for residential uses to be located in close proximity to industrial sites or to be buffered with only a park, or green space.

Fig. 3.8.3 Separation of Land Uses via Euclidean Zoning

Fig. 3.8.4 The Juxtapositions of Pre-Euclidean Zoning

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The Intervention

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In contemporary Urban Design we must recognize the unique characteristics of our sites and leverage these strong characteristics to create new social relationships between housing, manufacturing, and recreation.

The goal is to first bring the efficiency of the current salvageable building stock up to 100% capacity and then to speculate on the future conditions of the site after 100% capacity is attained.

In this portion of the Beltline we generate 40% of the production and distribution revenue of the Beltline and supply 50% of the current production and distribution jobs according to data from the U.S. Census Bureau and Reference USA. This is being achieved at 70% capacity of the current building stock including vacant buildings and underutilized ones.

To reach capacity, some capital improvements must take place. The capital improvements are to include a campus with shared amenities such as exhibition space, conference rooms, cafeteria, gym, lecture hall, parking, and open public space, but all of the individual companies retain their proprietary autonomy.

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Fig. 3.8.5 Site Context in Relationship to the Beltline

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The campus Typically with campus planning, a programmatic hierarchy acts as a framework for the form. This project found it important to flatten the programmatic hierarchy so that not one aspect of the campus becomes too dominant. For example a program pertinent to manufacturing is loading docks which dictate logistical flows, and a program pertaining to urban living is public space, it is easy to see how these two uses are in conflict. Neither the curation of public space nor the logistical consideration for manufacturing are weighted more heavily in the dictation of the urban form. Instead, both must be considered in synchronization and with the other programmatic aspects of transportation, density, infrastructure, and environmental considerations to name a few.

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Fig. 3.8.6 Public Ownership

Fig. 3.8.7 Occupied vs. unoccupied Buildings

An amalgamation of different uses Large scale production and distribution in Detroit is in short supply. Furthermore Detroit has an over abundance of green space but much of it belongs to the third landscape and not much is being curated. In this portion of the Beltline Meldrum Park is a huge asset. This park is used extensively by residents from all over Detroit as it is a practice field for Pal football teams 4-5 days per week. In this portion of the site there is a large range of uses from food production, a public park, existing steel manufacturing, to residential uses that a new organizational structure is needed. The campus as a typology accrues conflicting uses into a coherent space, that is literally its function.

Single Source INC.

La Grasso Foods Detroit Resource Center Ajax Steel Ferrante Manufacturing

Spencer Window and Door

1 Employee

100 + Employees Wholesale/Distribution Manufacturing Food Production Fig. 3.8.8 Employment Statistics Revenue and Number of Employees

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1870

2629

2684

2581 Macomb

2410 Macomb 2413 Macomb

2603 Macomb

2410 Macomb

2509 Macomb 2241 Macomb

2515 Macomb

2518

6311 St. Clair 2472 Macomb

2588

2407 Macomb 5032 5513

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5715 5257 5743 5730 5241

Legend Top 5 Area Where the Workers Live

inflow (1 worker)

5816 Wayne

5831

5915 Wayne

Fig. 3.8.9 Were People who work in the Beltline live

Fig. 3.8.10 The current Condition of Sidedness in the Beltline

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Surgical Interventions This projects builds on the foundations of public space and revenue generating businesses. First, improving the current relationship between logistics, and public space taking into consideration the future implementation of a BRT system on Gratiot avenue, and a new trolley bus line running the length of the Beltline. This will entail a light reprogramming effort of existing businesses to accommodate for new shared loading docks and shared parking structures along with water collection systems. Simultaneously there will need to be an effort from the city to invest in a landscape strategy to better the current park and mitigate storm water runoff collected by the buildings. The landscape strategy will be to reconfigure current play fields for optimal solar orientation and introduce more uses such as basketball courts. The park must also be extended into the right-of-way

of the Beltline by converting the adjacent vacant building into the campus commons and creating bioswales to allow for the water collection systems to permeate into the ground. This will create greater harmony between what should be conflicting programs. The campus is characterized by sidedness. All buildings are designed to have a public side and a private side. They are coordinated to create specifically defined places. When one stands

in a space they can easily tell if the space is meant for public use or private use. That being said while a distinct character difference does exist between the public side and the private side the people inhabiting both are the same people because this is a campus for the workers. Thus there is no attempt to disguise one from another with hard edges. Soft boundaries dictate the scale of vehicles which can pass between these defined space.

Fig. 3.8.11 Surface Parking in the Beltline

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Fig. 3.8.12 AJ Metal

Fig. 3.8.15 Detroit Resource Center

Fig. 3.8.13 Lagrasso Bros.

Fig. 3.8.16 Metal Shelf Manufacturer

Fig. 3.8.14 Vacant Building

Fig. 3.8.17 Non-descript Loading Dock

The shared surface of the campus is inhabited by pedestrians cyclists, cars, and freight trucks simultaneously but are quarantined by the sidedness of the buildings and by the utilization of soft edges to define spaces. The campus is made whole by adjoining three blocks, the existing park, the existing Beltline and the block to the south of the park. By changing the material of the two roads that currently

separate these spaces it creates a pedestrian friendly surface which can be finished in a way to allow storm water permeability. These three blocks each have defining characteristics, all of which are essential to the functioning of the campus as a synergistic system These uses are public space, the space of production and the block to the south is used for future development of mixed use typologies.

EXISTING STREET NETWORK

Ideal

EXISTING BUILDING FABRIC AND CURATED PUBLIC SPACE

Existing

PROPOSED BUILDING FABRIC AND CURATED PUBLIC SPACE

Proposed

Parking

Observed

PROPOSED STREET NETWORK

PROPOSED LOGISTICS NETWORKS AND PARKING

EXISTING TRANSPORTATION INFRASTRUCTURE EXISTING STREET NETWORK

PROPOSED TRANSPORTATION INFRASTRUCTURE PROPOSED STREET NETWORK

EXISTING LOGISTICS NETWORKS AND PARKING

PROPOSED LOGISTICS NETWORKS AND PARKING

Logistics

EXISTING LOGISTICS NETWORKS AND PARKING

Curated Green Space

EXIS

EXISTING STREET NETWORK

PROPOSED STREET NETWORK

EXISTING BUILDING FABRIC AND CURATED PUBLIC SPACE

PROPOSED BUILDING FABRIC AND CURATED PUBLIC SPACE

Fig. 3.8.18 Reconfiguration of existing Conditions to form the inclusive Urban Structure of the Proposal

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NEW RESIDENTIA

NEW RESIDENTIAL

WAREHOUSE

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NEW PARKING DECK

NEW MIXED USE

NEW M

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A campus with shared amenities such as exhibition space, conference rooms, cafeteria, gym, lecture hall, parking, and open public space, but all of the individual companies retain their proprietary autonomy.

NEW MIXED USE

AL PEPSI CO. SPORTS FIELD

LA GRASSO BROS.. SHARED AMENITY BUILDING ACTIVITY PLAZA

NEW PARKING DECK

MIXED USE GRATIOT AVENUE

Fig. 3.8.19 Explain the meaning of this diagram

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Fig. 3.8.20 Phase 1 1_Reprogram and orient existing structures 2_Implement water collection system

Fig. 3.8.21 Phase 2 3_Establish shared surface and common spaces 4_Implement Landscape strategy for water mitigation

Fig. 3.8.22 Phase 3 5_Consolidate parking 6_Develop campus defining edges with mixed use manufacturing and housing typologies

Fig. 3.8.23 Phase 4 7_Identify space for expansion 8_Mixed Use housing expansion to the south west

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Fig. 3.8.24 The new shared Amenities Building and Public Plaza

Fig. 3.8.25 Intersection of Gratiot BRT and Beltline Trolley Bus with subsequent Development

In anticipation of the necessity for multiple uses, a new typology of building must be introduced. One which allows for the coexistence of light manufacturing and housing. These spaces of domestic and commercial production must be significant in their design and contribute to a vital urban environment. All in all, the campus must first build upon what exists. Synergies of material waste must be maximized, and environmental consideration for storm water mitigation especially in the Detroit context must be designed. But above all the campus must be an example of the return of production to our cities as Detroit is on the forefront of this trend.

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Fig. 3.8.26 View towards East on Warren Avenue at the Intersection of the Mixed Use Development, the new shared Amenities Building and the Sports Field

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NEW PARKING DECK NEW RESIDENTIAL ACTIVITY PLAZA NEW MIXED USE

SHARED AMENITY BUILDING

NEW MIXED USE SPORTS FIELD LOGISTICS AND CONTROL WAREHOUSES NEW RESIDENTIAL Fig. 3.8.27 The Campus in its Context

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INTEGRATED NEIGHBORHOODS Melia West

SITE

177 ac.

BUILDINGS DEMOS

Through the symbiosis created along the Beltline, an integrated urbanism is imagined through the lens of the neighborhood unit. Along with encouraging existing warehousing and industry, the relationship between work and live can be broadened through a more robust use of housing typology. Also, amenities are provided for cooperative living and the relationship of programmed open spaces and greenways provides spaces for urban agriculture, building on the existing institution of Earthworks Urban Farm.

1,110 23

INTERVENTION

108 ac.

61% STREETS DECOM.

800 ft

RE-USED STRUCTURES

1600 ft

NEW STRUCTURES

898,200 SF

793,400 SF

NATION

esence of ltline, who producing hen and in ep Detroit community ception of erstanding e machine, that Earthof urban rived leadunits and ted in the h the plantojects and m can be anufacturneighborting urban ese seeds ecologies nation that Detroit and

SITE

177 ac.

BUILDINGS DEMOS

1,110 23

INTERVENTION

108 ac.

61% STREETS DECOM.

RE-USED STRUCTURES

898,200 SF

800 ft

1600 ft

NEW STRUCTURES

793,400 SF

227

Contemporary housing in the American city For the past 60 years, the American Dream has more or less consisted of owning a parcel of land with a detached house and lawn. This of course comes with safeguards from overcrowded urban paradigms, with threats to safety and health. It can also be argued that the American imagination is fixated on the lawn: with ties to settling the vast continent, or owning your own personal park. This has effected the physical reality of American cities, but it has greatly polarized the American real estate market what is viable to build and what is available to buy. Contemporary housing in American cities has devolved into one of two options: a singlefamily house or an apartment building. The former proliferates the suburban rings of American city centers, and the latter, urban cores, however suburban models of garden apartments are available in the market, as are more dense versions of suburban-constructed houses in the city.

Fig. 3.9.1 Detroitâ&#x20AC;&#x2122;s Urban Fabric is predominately made of Single-Family Houses

Fig. 3.9.2 Residential Neighborhood in 2015

Fig. 3.9.3 Single-Family Fabric in East Detroit

228

Fig. 3.9.5 The Single-Family Residential Fabric extends into the four surrounding suburban Counties

0-2

Fig. 3.9.4 Detroit and its Metro Region

The history and current development of housing in Detroit Detroit is the birthplace of both the motor vehicle and the production line, where the motor vehicle was not just supposed to be a play-thing of the rich, but an amenity available to every working family in the U.S. The city herself developed in a flurry of activity, with industrial job centers clustered in linear forms along rail lines, and residential for the

2-4

4-6

6-10 10-29

ÂŠ

Fig. 3.9.6 Dwelling Units per Acre in 2010

plethora of workers in walking distance of the job centers. In fact, it could be argued that Detroit is not only the birthplace of the car, but of the American middle class, and the possibility of the American Dream. With Henry Fordâ&#x20AC;&#x2122;s $5-a-day wages, and need of workers, the population boomed from the 1920s through the 1940s, and settled over a vast land area in a sea of single-family units.

Fig. 3.9.7 Parcel Infrastructure of Detroitâ&#x20AC;&#x2122;s Single-Family Units

229

Portland

Atlanta

Denver

Detroit

Portland

Atlanta

Detroit Denver Atlanta Denver

Detroit

0-5 people/acre

5-15 people/acre

15-30 people/acre

2 units/acre $4,700,000 per acre per year in tax revenue 8 units/acre $19,000,000 per acre per year in tax revenue Fig. 3.9.8 Existing Density in Detroit

This settlement pattern can still be seen today. Detroit is an urban landscape of single-family residential zoning, punctuated by infrequent commercial corridors. 0-2

2-4

4-6

6-10 10-29

dwelling units per acre Fig. 3.9.9 Existing Density in the Beltline

The implications of this reality is that Detroit is a city whose urban infrastructure supports lowdensity housing units, which in turn limits property tax revenue that can be generated for the Cityâ&#x20AC;&#x2122;s supporting services. The tax and mortgage foreclosure crisis beginning in 2008, has only worsened Detroitâ&#x20AC;&#x2122;s low-density fabric and limited financial resources, as properties have been abandoned, with varying degrees of demolition across the city.

230

ECONOMICS OF MULTI-FAMILY UNIT TYPES

CURRENT DETROIT HOUSING MARKET 43.1% own

Detroit

18.3% vacant

$470 micro unit 300 sf

38.5% rent Fig. 3.9.10 Rent versus Own Rates across all Unit Types in Detroit

$495 studio 500 sf

96% occupancy 5000 demand 1000 supply

Despite high vacancy rates in single-family units, there is a shortage of multi-family units in the market. For instance, in 2015:

units units

4000 shortage units

$629 one-bedroom 700 sf

Multi-family rental demand not met $821 existing housing stock in the beltline

3265

people

1998

units

881

acres

people/acre

4.2

units/acre

2.3

two-bedroom 800 sf

$1095 three-bedroom 1100 sf

Beltline average rent

39.7% vacant

$592

average income $30,053

Beltline

vs.

Detroit

71.5%

single-family

16.0%

duplex

7.5%

12.4%

50+ units

7.5%

0.07%

other

72.9%

Fig. 3.9.11 Percentage of Unit Types in Beltline

Multi-family unit types offer a more affordable housing option, and encourage neighborhoods of mixed-income residents. The Beltline has an average rent of $592, and has a higher percentage of duplex units, meaning that there is a quicker possibility of creating opportunities for a variety of income groups. 231

Fig. 3.9.12 Abandoned medium-density Apartment Building

Fig. 3.9.13 Live/Work Unit

A call for new housing typologies in urban neighborhoods Current market trends in residential real estate suggest that the historic American Dream is being challenged. While typically discussed in regards to twenty-something millennials and down-sizing baby-boomers, the shift in the housing market is encouraging for many more reasons than a desire for more walkable urban living. The call for a more robust offering of urban housing typologies creates opportunities of people of various incomes to be able to afford a variety of unit types than the high introductory costs of owning and maintaining an individual home. Furthermore, the shift to build at higher densities will more easily support transit options for American cities.

232

As previously stated, the Beltline has a higher presence of housing typologies that were prevalent before World War II, and the housing boom of single-family units. These historic housing types have a massing that is congruent with single-family units and duplexes, but offer elegant arrangements of 4-12 units per acre, and include small apartment and multiplex buildings upwards of 60-80 units. These offer a robust palette for re-imaging the American cityscape. The following diagrams take three types of block formations in the Beltline and show what is needed to support various transit types. The diagrams on page x-x, document existing historic housing typologies that are currently missing from the market, but which proliferate the transitsupporting housing blocks.

side grain indusrial heritage

3.5 du/a

end grain

0 du/a

existing Form for Detroit

0-7 du/a 60-90% permeable

1.0 du/a

In Detroit, the low-density singlefamily urban fabric has a density under seven dwelling units per acre. This is not enough to economically support even a city bus service. They are drawn in as-is conditions, where the high vacancy rates only further require the use of a car to get around. 233

side grain indusrial heritage

9.4 du/a

end grain

10.9 du/a

supports bus

7-15 du/a 30-60% permeable

13.8 du/a

The side-grain diagram shows what that bus service can be supported if the existing blocks where to be completely rebuilt with just single-family units. The end grain block showcases that buses can still be supported if the block is not fully rebuilt, but if a variety of â&#x20AC;&#x153;missing middleâ&#x20AC;? housing typologies begin to define the urban fabric.

234

side grain indusrial heritage

37.2 du/a

end grain

46.9 du/a

supports tram

15-30 du/a 10-30% permeable

22.7 du/a

If the existing block fabric is a complete mix of housing typologies, a tram and/or light rail service is easily supportable. In the side grain block, courtyard apartments and cottage courts augment single-family units; there is little change to the inner-block massing.

The industrial heritage block imagines using the large parcels to build small apartment buildings and multiplex units, often both needing parcels wider than 50-feet.

235

HOUSING TYPOLOGY

carriage house

[ 1 units ] 500-650 sq ft

236

single family house

(shown with carriage house)

[ 1 units ] sq ft 0-5 du/a 0% public open space

duplex

townhouse

[ 2 units ] 600-2000 sf 8-22 du/a 0% public open space

[ 1 attached unit ] 12-30 density

live/work

fourplex

[ 2 units ] 17-35 du/a 0% private open space 0% public open space

[ 4 units ] 18-35 du/a 0% private open space

cottage court

multiplex

[ 5-10 units ] 19-35 du/a 0% private open space

[ 6-12 units] 26-70 du/a 0% private open space

main street

stacked flat

25-50 du/a 0% private open space 0-30% public open space

50-200 du/a 0% private open space 10-30% semi-public open space

flex

midrise

35-50 du/a 0% private open space 0-30% public open space

50-200 du/a 0% private open space 0-30% semi-public open space 237

Fig. 3.9.14 Succession Switchgrass

Fig. 3.9.15 Earthworks Urban Farm

urban pollination Taking inspiration from the presence of Earthworks Urban Farm in the Beltline, who channels their efforts primarily into producing food for the Capuchin Soup Kitchen and in growing the transplants for Keep Detroit Growing, with distribution to 1400 community gardens in Detroit, a new conception of urban pollination emerges. In understanding the roots of the urban agriculture machine, and the ‘manufacturing of plants’ that Earthworks participates in, a process of urban succession and growth can be derived leading to a curation of structural units and operations promoting growth rooted in the assets of today’s Beltline. 238

Through the planting of small ‘seeds’ of catalytic projects and local stewardship, an urbanism can be grown that integrates housing, manufacturing, sustenance and leisure into neighborhood fabric. By reading the existing urban landscapes within the Beltline, these seeds of character distribute nested ecologies through a new type of urban pollination that can be carried to other parts of Detroit and the Rust Belt.

Fig. 3.9.16 Capuchin Monks farming in Detroit, around 1929

Tyree Guyton, Heidelberg Project “I been on those committees [to improve the area], to plan for some time in the future... All these clocks... alls we got is right now.”

“I know what [my neighborhood] doesn’t need: foreigners, outsiders. ... I’m pissed off at the shit [corner stores] sell. I grew up on that stuff.” -response to “What does your neighborhood need?”

Fig. 3.9.17 Heidelberg Project

Fig. 3.9.18 Fresh Transplants, Earthworks Urban Farm

Fig. 3.9.19 Pat, Area Resident making Soil

239

FINDERS KEEPERS: EXISTING ASSETS + OPPORTUNITIES The Beltline is ripe with opportunity for its location near transportation infrastructure, downtown and Belle Isle, its businesses, and existing building stock.

of other community amenities, in a situation that should capitalize on rethinking urban structures that are currently arbitrary. A strong network of service initiatives and business owners should be leveraged for their input and outreach with existing community members.

Of particular interest in the southern portion is the amount of vacant land for consolidation. A robust open space framework could be imagined, or any number

A rich collection of masonry structures makes the Beltline more economically viable in the near term to see a critical mass of activity.

Food Bank and Soup Kitchen

Churches

Fig. 3.9.20 Charity and Ownership in the Beltline Community Institutions

240

Restructure

Endgrain; historic arterial Fabric

Side Grain

Fig. 3.9.21 Block Orientations in the Beltline Diagonal Grain

Vacant Land

Fig. 3.9.22 Vacant Parcels in the Beltline

241

Good Condition

31 reusable

Set for Adaptive Reuse

Fig. 3.9.23 Building Conditions in the Beltline To Demolish

Housing

Warehouse

Fig. 3.9.24 Building Types in the Beltline Factory

242

Fig. 3.9.25 Historic Brewery

Fig. 3.9.26 Live/Work Unit

Fig. 3.9.27 Live/Work Studios

Fig. 3.9.28 Stacked Flat duplex

Fig. 3.9.29 Historic Factory

Fig. 3.9.30 Historic Factory

Fig. 3.9.31 Hoop House

Fig. 3.9.32 Warehouse

Fig. 3.9.33 Single-Family Unit

243

patch 1 tactical arrival edge definition common yard manufacturing

The Intervention The project takes on the blocks stretching between Jefferson Boulevard and the M3 tram line, and Vernor Avenue, the only proposed freight route through the Beltline. It utilizes housing typologies that will create a density to support the various transit routes planned, as well as imagines the incorporation of sustenance urban farming models into the various housing typologies, creating an urban imagination rooted in the proximity of Earthworks Urban Farm. The project focuses on four patches of intervention to showcase various operations and forms of catalytic conversion.

01 244

patch 2 infill freight route small-scale manufacturing

patch 3 corridor transit stop main street fresh market patch 4 perimeter ag/live prototype density green links

04 245

SYSTEMS

Fig. 3.9.34 New Transit Connections

water

Bicycle Trolley Bus Tram

Fig. 3.9.35 Open Space Connections

water

Agriculture Greenway Pedestrian Corridors

Stormwater Canal

246

Fig. 3.9.36 New Water Infrastructure

Agriculture Parcels and CPUL

water

Fig. 3.9.37 New agriculture Framework

Fig. 3.9.38 Succession Landscapes

Indian grass

Switchgrass

Goldenrod

Blazing Star

Native Plantings

Coneflower

Butterfly Weed

Fig. 3.9.39 Examples of native Plants, suitable for the Neighborhood Gardens

247

PATCH 1: TACTICAL ARRIVAL

Sense of Arrival

Common Yard Manufacturing

Edge Definition

Fig. 3.9.40 Patch 1 Site Plan at Mt. Elliott and Lafayette St.

At the intersection of Mt. Elliott and Lafayette, an entrance to the Beltline is created that enhances both the street wall of current warehouse occupancies, and the soft edge of the football field and historic Mt. Elliott cemetery. Models of common yard work/ live building typologies are 248

incorporated along Lafayette to encourage entrepreneurial activity. Green links incorporate Continuous Productive Urban Landscapes (CPUL) to encourage pedestrian connections, as well as the agricultural imagination of the area.

Fig. 3.9.41 Patch 1 Isometric View, highlighting Infill Warehouses and Residential

Fig. 3.9.42 A current Desire Path is formalized, creating outdoor Space for High School Students; CPUL uses Line Pedestrian Paths

249

PATCH 2: MANUFACTURING SQUEEZE

Freight Route

Infill

Small-Scale Manufacturing

Fig. 3.9.43 Patch 2 Site Plan along Vernor Highway

At the north end of the project area, the current right-of-way along Vernor Avenue is pinched to 55-feet wide. The project aims to create a moment of synergy to celebrate this existing condition, by incorporating tree-lined medians for particulate-matter absorption, and to accentuate the moment of urban density in the Beltline.

250

Fig. 3.9.44 Patch 1 Isometric View, with Medium-Density Housing and Live/Work Units infilling off of Vernor Hwy

Fig. 3.9.45 The existing Urbanity is enhanced with Pedestrian Paths and Live/Work Infill

251

PATCH 3 : GROWING DENSITY

Main Street Fabric

Transit Stop

Neighborhood Market

Fig. 3.9.46 Patch 3 Site Plan

The proposed trolley bus that runs throughout the Beltline has one east-west route, cutting between Grand Boulevard and Beaufait Avenue along Kercheval Avenue. The project capitalizes on the historic block-lot configuration of a historic main street, by proposing a new main street for the south Beltline neighborhood. This will encourage commercial ground-floor for the Beltline, and higher density residential above. The vacant parcel adjacent to the greenway along Kercheval 252

becomes the main transit stop just before the trolley bus turns north onto Beaufait. This will encourage foot traffic and accessibility for metro Detroiters to patron the new commercial corridor. An open-air market just south of the main street provides shared amenities for excess agriculture grown by housing units in the area to be sold to other community members, and offers a rentable community kitchen for group events and cooking classes.

Fig. 3.9.47 Patch 3 Isometric View, highlighting the Public Plazas and Community Market located near a Neighborhood Main Street

Fig. 3.9.48 Transit Stop along Kercheval Ave.

253

PATCH 4: TERRITORIALIZATION

Green Links Ag/Live Prototype Perimeter Condition High Density along Jefferson

The blocks of demolished building stock between Jefferson and Lafayette offers a unique chance to redesign the block typology in the area. Two agriculture-live blocks could be imagined: The first creates a block cooperative where the alley rightof-way is widened to 80-feet, and residents receive various garden parcels in the alley. For higher density mixed-use units along Jefferson, agglomerated land creates a fabric of small agriculture lots, allowing water infrastructure and limited vehicular access to snake through.

Fig. 3.9.48 Patch 4 Site Plan

254

Fig. 3.9.49 Patch 4 isometric View, diagramming the Garden Mesh that supports the higher Densities present at Jefferson Blvd.

Fig. 3.9.50 The cooperative Block Structure with an 80-foot Agriculture Alley

255

Fig. 3.9.51 Planting Seeds at Earthworks

CONCLUSION By building on the variety of existing assets, and using the significance of Earthworks Urban Farm in the area currently, a new type of neighborhood could be imagined that negotiates the variety of uses that already make the Beltline so rich. Furthermore, by introducing a large variety of housing typologies that have not been utilized since World War II, the Beltline could 256

Fig. 3.9.52 Bok Choy, a Crop grown by Earthworks

Fig. 3.9.53 Transplanted Seeds to be dispersed to Community Gardens

Fig. 3.9.54 Residents plant Transplants

Fig. 3.9.55 Transplants ready for Dispersion, Earthworks

become not only a catalyst unto itself, but a catalyst in the urban imaginary, of what a mediumdensity - that supports transit and mixed-income residents - might look like, while operating within the existing and historic lowrise built form that characterizes Detroit. This imagination could be “transplanted” - taking inspiration from Earthworks’ operation - throughout the city and a reemerging Rust Belt, providing the possibility of a productive urbanism.

final remarks 257

CONTRIBUTORS

Manasvi Bachhav is a member of the Michigan Urban Design program with a Bachelor of Architecture Degree from Sir J.J. College of Architecture- University of Mumbai, India. She is interested in exploring the potentials of Architecture within the temporality of the Urban Context through multi-scalar interventions. Travis Crabtree is a member of the Michigan Urban Design program with a background in landscape architecture from Mississippi State University. His research has been based on productive landscapes as a formative element within distressed urban conditions. Post graduation he plans to be based in Detroit or his home city New Orleans to work on projects that have opportunities to further explore his research. Lars GrĂ¤bner is an Assistant Professor of Practice and teaches architecture, urban design, and construction methods at Taubman College of Architecture and Urban Planning at the University of Michigan. In 2004, he co-founded VolumeOne, an architectural practice based in Detroit. GrĂ¤bner focuses on urban design and innovative design solutions, especially in housing. He has undertaken public projects at various scales, exploring the built environment under social considerations and the advancement of building performance, especially with regard to sustainability. In addition, his teaching and practice have taken him to Germany, The Netherlands, Spain, Italy, Austria, Switzerland, and China. Jonathan Hanna is a member of the Michigan Urban Design program and a graduate of the University of Michigan Bachelorâ&#x20AC;&#x2122;s of Science in Architecture program. He was born and raised in Detroit and plans on working and living in the city after graduation. Mengyu Jiang is a member of the Michigan Urban Design program with a background in Architecture from South China University of Technology. Shao-Chen Lu is a member of the Michigan Urban Design program with a bachelor of Architecture Degree from Taiwan. His research mainly focuses on the relationship between architecture and urban space. Post graduation he plans to keep working on projects in different scales between architecture design and urban design.

258

Kit Krankel McCullough is an architectural and urban designer and consultant to cities, institutions, developers, neighborhood and merchant groups around the country. Through her urban design practice and teaching she advocates the revitalization of our city centers as vibrant mixed-use districts, the preservation of their historic assets, and the enhancement of a sense of place. At the University of Michigan, Ms. McCullough teaches courses on urban design and real estate development, including an urban design studio and seminars on the practices of urban design, real estate development, and the design of the American city. In her current practice, Ms. McCullough has developed strategies toward economic and environmental sustainability at a range of scales, from individual properties to entire regions; and for a range of clients, including cities, institutions, developers, and neighborhood groups. Nishant Mittal is a member of the Michigan Urban Design program with a background in Architecture from the Maharaja Sayajirao University Baroda in India. Post graduation he plans to be based in Detroit to further explore the learnings from his study in Urban Design. Luneoufall Vital Gallego is a member of the Michigan Urban Design program with a background in Architecture from Texas Tech University, pursuing a Master of Architecture from University of Michigan starting in the Fall of 2016. Her interest explores the limits between interpretation and design as agents for speculative futures. Melia West is working toward her Master of Urban Design, having completed a Bachelor of Architecture at the University of Notre Dame, with a concentration in Historic Preservation. Between her studies at Notre Dame and Michigan, she was a designer and project manager at Opticos Design in Berkeley, California working on Corridor Design Plans, Form Based Codes, and furthering the case for Missing Middle Housing in American walkable neighborhoods. She is inspired by the prospect of increasing a sense of community and belonging through increased density, while always fostering a sense of place by building on existing assets and community initiatives. Zhe Zhang is a member of the Michigan Urban Design program with a Bachelor of Architecture degree from Suzhou University of Science and Technology.

259

260

THE BELTLINE project is the result of the Urban Design Studio conducted by Assistant Professor of Practice Dipl.-Ing. Lars Gräbner during the Winter Semester 2016 at the Taubman College of Architecture and Urban Planning, University of Michigan.

Special Thanks María Arquero de Alarcón, Director Master of Urban Design Maurice Cox, Director, Detroit Planning Department Robert Fishman, Interim Dean Sharon Haar, Chair Kit Krankel McCollough, Lecturer

Acknowledgments Milton Curry Christina Hansen Ghislaine Hermanuz Eric Hill Dan Kinkead Rob Livesey Brian McGrath Roy Strickland Geoffrey Thün Sean Vance

261

BIBLIOGRAPHY Chapter 2.1, Introduction: A Case for the Productive City, Luneoufall Vital Gallego 1_ Brookings Institution, “Michigan economic condition assessment,” volume 2: pg 1, Accessed February 5, 2016, http://www.brookings.edu/~/media/Research/Files/Reports/2012/2/23-michigan-economy/0223_michigan_mid_metros.pdf.

Chapter 2.2, An Urbanism for Manufacturing, Jonathan Hanna 1_ Glaeser, Edward L. Agglomeration Economics. Chicago: U of Chicago, 2010.National Bureau of Economic Research. National Bureau of Economic Research, Feb. 2010. 2_ Corbusier, Le. The Athens Charter. New York: Grossman, 1973. 3_ The Detroit News, August 27, 1904, “An Outer Belt Line,” p. 3 4_ Purdy, Jeffrey R. “Form-based Codes – New Approach to Zoning.” Smart Growth Tactics 28 2007

Chapter 2.4, The Maker Neighborhood and Local Economies, Shao-Chen Lu 1. “History.” Capuchin Soup Kitchen. Accessed April 27, 2016. http://www.cskdetroit.org/earthworks/about_ us/history/. 2. Maker Faire Detroit. Accessed April 27, 2016 http://www.makerfairedetroit.com/about/ 3. “About.” Maker Faire Detroit. Accessed April 26, 2016. http://www.makerfairedetroit.com/about/.

Chapter 2.5, Synergistic Systems: Landscape as Infrastructure, Manasvi Bachhav Low-Impact Development - Opportunities for the PlanET Region http://www.dailyclimate.org/ Performative Ground - Works- AA school of Architecture and Landscape Urbanism 2011- 12 Landscape Infrastructures - From biological to geological - Stan Allen

Chapter 2.6 Growing The Productive City, Melia West Bradley, Bill. “Method Soap Opening its First U.S. Manufacturing Plant in Chicago”, Next City. 18 July 2013. https://nextcity.org/daily/entry/method-soap-opening-its-first-us.-manufacturing-plant-in chicago Brentin Mock, “Matching Affordable Housing with Affordable Work Space,” CityLab, June 3, 2015. http://www. citylab.com/work/2015/06/matching-affordable-housing-with-affordableworking/394790/ Castle, Shay. “Boulder wins $200K to train homeless to repurpose trees infested by ash borer,” Daily Camera Boulder County Business. 12 April 2016. http://www.dailycamera.com/boulder-business/ci_29753328/whatwould-boulder-do-tree-debris-parks-director Center for Applied Transect Studies. Lean Urbanism: Making Small Possible. http://leanurbanism.org/ Chase, John and Margaret Crawford, John Kaliski, ed. Everyday Urbanism: Expanded. The Monacelli Press, 2008. Friends of the Underline. The Underline. https://www.theunderline.org/ Hester, Jessica Leigh. “How the Next Generation of Detroit Artisans Found a Home,” CityLab, January 26, 2015. http://www.citylab.com/design/2015/01/how-the-next-generation-ofdetroit-artisans-found-a-home/384823/ Hilton, Elise. “The Simple Principles of Solidarity and Subsidiarity” Action Institute Power Blog. December 2, 2013. Retrieved from: http://blog.acton.org/archives/63211-simple-principles-solidarity-subsidiarity.html “Infrastructure Quotes”, Brainy Quote. http://www.brainyquote.com/quotes/keywords/infrastructure.html Kilbane, Kevin. “Fort Wayne project a winner in Knights Cities Challenge grant competition,” The News Sentinel. 12 April 2016. http://www.news-sentinel.com/news/local/Fort-Wayne-project-a-winner-in-Knight-CitiesChallenge-grant-competition Knight Foundation. “2016 Knight Cities Challenge Winners. http://knightcities.org/winners2016/ Latrace, A.J. “Inside Method’s Colorful New Soap Making Factory in Pullman.” Curbed Chicago. 29 April 2015.

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http://chicago.curbed.com/2015/4/29/9966136/method-factory-tour Ladner, Peter. The Urban Food Revolution: Changing the Way We Feed Cities. Gabriola Island, BC, Canada: New Society Publishers, 2011. Lindsey, Greg. “Hacking the City,” The New Republic, December 10, 2015. https://newrepublic.com/article/124470/hacking-city Lyndon, Mike and Anthony Garcia. Tactical Urbanism: Short Term Action for Long Term Change. Washington: Island Press, 2015. Melissa Harris’ Chicago Confidential. “Harris: Method to open soap production plant in Pullman Park” 16 July 2013. http://articles.chicagotribune.com/2013-07-16/business/ct-biz-0716-confidentialmethod-20130716_1_ chicago-neighborhood-initiatives-far-south-side-Koch New Orleans Master Crafts Guild. http://neworleanscraftsmen.org/ Roman, John, “Social Impact Bonds: A New Model to Reduce Blight.” Urban Institute, May 15, 2013. http://www.urban.org/urban-wire/social-impact-bonds-new-model-reduceblight Sorlien, Sandy. “Lean Development Codes: Pink, Pocket, and Smart” The Project for Lean Urbanism. Stanton, Melissa. “37 Winning Ideas to Make Cities More Successful”, AARP Blog. 20 April 2016. http://blog. aarp.org/2016/04/20/livable-blog-whats-your-best-idea-to-make-cities-more-successful/ Tumber, Catherine. Small, Gritty, and Green: The Promise of America’s Smaller Industrial Cities in a Low-Carbon World. Cambridge, Mass., The MIT Press, 2012. West Berkeley Improvement District (WBID) PDF.

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IMAGE SOURCES Chapter 1 EXPLORING THE LINE- A PORTRAIT, Infrastructure Layers

Chapter 2.6 Growing The Productive City, Melia West

Fig.1.4 Image sourced from: www.crainsdetroit. com/article/20150816NEWS/308169976/vision-foruniroyal-site-connects-people-river

Fig. 2.6.1 Image sourced from: Melia West

Fig.1.5 Image sourced from: packardplantproject. com/history/index.html Chapter 2.2 AN URBANISM MANUFACTURING, Jonathan Hanna

FOR

Fig. 2.2.1 Image sourced from: Pbs.com

Fig. 2.6.3 Image sourced from: Lyndon, Mike and Anthony Garcia. Tactical Urbanism: Short Term Action for Long Term Change. Washington: Island Press, 2015. Fig. 2.6.4 Image sourced from: Ibid.

Chapter 3.2 UNIROYAL, Manasvi Bachhav Fig. 3.2.1 Aerial View: Drone Image by Harry C. Arnold Fig. 3.2.2 Aerial View: Drone Image by Harry C. Arnold Fig. 3.2.3 Map by: Google Earth

Fig. 2.2.2 Image sourced from: Detroitography.com

Fig. 2.6.5 Image sourced from: www.renewaustralia. org

Fig. 2.2.3 Original Map, Data sourced from: “Mapping Detroit, Wayne Sate Univ. Press, p.179, Michigan Open Data portal, and SEMCOG

Fig. 2.6.6 Image sourced from: City of San Francisco Planning Department. San Francisco Parklet Manual.

Fig. 2.2.4 Map sourced from: Henry Ford

Fig. 2.6.7 Image sourced from: Ibid.

Fig. 3.2.14 Images sourced from: Google Earth

Fig. 2.2.5 Map sourced from: Wayne State University Press

Fig. 2.6.8 Image sourced from: www.maps.google. com

Fig. 3.2.15 Images sourced from: Google Earth

Fig. 2.2.6 Not used

Fig. 2.6.9 Image sourced from: www.maps.google. com

Fig. 3.2.17 Images sourced from: origins.osu.edu

Fig. 2.2.7-12 Map sourced from: GMauthority.com Chapter 2.3 PRODUCTIVE LANDSCAPES AS URBAN INFRASTRUCTURE, Travis Crabtree Fig. 2.3.1 Image sourced from: metropolitanmag. com Fig. 2.3.2 Image sourced from: archdaily.com Fig. 2.3.3 Image sourced from: ctvnews.com Fig. 2.3.4 Image sourced from: ctvnews.com Chapter 2.4 THE MAKER NEIGHBORHOOD AND LOCAL ECONOMIES, Shao-Chen Lu Fig. 2.4.1 Image sourced from: cskdetroit.org

http://www.

Fig. 2.6.10 Chart sourced from: www.leanurbanism. org Fig. 2.6.12 Image sourced from: Lloyd Crossing: Sustainable Urban Design Plan and Catalyst Project. Fig. 2.6.13 Image sourced from: http://www. berkeleyside.com

Fig. 3.2.2 Aerial View: Drone Image by Harry C. Arnold Fig. 3.2.13 Images sourced from: Google Earth

Fig. 3.2.16 Images sourced from: www.atdetroit.net Fig. 3.2.18 Images sourced from: Google Earth Fig. 3.2.19 Panoramic View by: Collage of Images from Gogle earth Fig. 3.2.21 Images sourced from: detroitriverfront. org

Fig. 2.6.14, 15 Images sourced from: Friends of the Underline. The Underline. https://www.theunderline. org/

Fig. 3.2.22 Diagram by: Mercury and the GSI: A Dynamic CSM Uniroyal East Parcel, Detroit River A Joint Effort Between MDEQ-RRD and AECOM, with Support of the City of Detroit and the Riverfront Conservancy

Fig. 2.6.16 Image sourced from: chicago.curbed. com

Fig. 3.2.23 Data sourced from: AA landscape urbanism and formative groundworks

Fig. 2.6.17, 18, 19 Image sourced from: www. neworleanscraftsmen.org

Fig. 3.2.24 Image sourced from wwf.panda.org

Fig. 2.6.20 Image sourced from: www.AARP.com

Fig. 3.2.25 Image sourced from www.turenscape. com

Fig. 2.4.2 Human Capital Detroit. Detroit Industry, east wall (detail), Diego Rivera, 1932. Detroit Institute of Arts

Fig. 2.6.21 Image sourced from: http://www. news-sentinel.com/news/local/Fort-Wayneproject-a-winner-in-Knight-Cities-Challenge-grantcompetition

Chapter 2.5 SYNERGISTIC SYSTEMS: LANDSCAPE AS INFRASTRUCTURE, Manasvi Bachhav

Chapter 2.7 SYNERGISTIC SYSTEMS: A LOCAL ENERGY CYCLE, Mengyu Jiang

Fig. 3.3.3 Map sourced from: Esri

Fig. 2.5.1 Map by: Nishant Mittal

Fig. 2.7.1 Map sourced from: https://en.wikipedia. org/wiki/List_of_power_stations_in_Michigan

Fig. 3.3.5 Map by Author

Fig. 2.5.2 Image sourced from: Low-Impact Development - Opportunities for the PlanET Region

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Fig. 2.6.2 Image sourced from: Chase, John and Margaret Crawford, John Kaliski, ed. Everyday Urbanism: Expanded. The Monacelli Press, 2008.

Fig. 3.1.4 Image sourced from: Lars Gräbner, Mapping the Urban Landscape- Revealing the Archipelago, in: Mapping Detroit - Land, Community, and Shaping a City, Wayne State University Press, Detroit, 2015

Fig. 3.2.26 Image sourced from richhaagassoc.com Fig. 3.2.31 Images sourced from: tree-pictures.com Chapter 3.3 GROWING UP, Travis Crabtree Fig. 3.3.4 Map by Author Fig. 3.3.7 Photo, sourced from: Google earth

Fig. 2.5.3 Image sourced from: wastormwatercenter. org

Chapter 3.1 INFRASTRUCTURE FOR CIVIC

Fig. 3.3.7 Data sourced from: Google Earth

EXPRESSION, Nishant Mittal

Fig. 3.3.10 Map by Author

Fig. 2.5.4-6 Images sourced from: http://people. umass.edu/latour/Netherlands/varro/index.html

Fig. 3.1.1 Map by Author Fig. 3.1.2 Map by Author

Chapter 3.4 BREWS & BTUs, Mengyu Jiang

Fig. 3.1.3 Map by Author

Fig. 3.4.1 Images sourced from: www.

decentralized-energy.com

Chapter 3.8 FOR WHOM ?, Jonathan Hanna

Fig. 3.4.2 Images sourced from: www.ais-online.de

Fig. 3.8.1 Image sourced from: Keweenaw National Historical Park archives

Fig. 3.4.3 Images sourced from: www.dfcbelize.org Fig. 3.4.5 Building stock map from: Open GIS data

Fig. 3.8.2 Image sourced from: New York Times Magazine, 1928

Fig. 3.4.6 Image by Google Fig. 3.4.7 Image by Google Fig. 3.4.8 Image by Google Fig. 3.4.9 Occupancy map from: Open GIS data Fig. 3.4.12 Collage sourced from : thisismold.com ; www.districtenergy.org ; www.herbnorganicdc.com ; RefugeeLandingPageHedder Fig. 3.4.13 Collage sourced from: theworldenergyfoundation.org ; new.urbanstrong. com ; powerplantmen.wordpress.com Fig. 3.4.19 Collage sourced from: www.sparcdesign.com

Chapter 3.9 INTEGRATED NEIGHBORHOODS, Melia West Fig. 3.9.1 http://twistedsifter.com/2015_06_ historic-photos-of-detroit-and-their-modern-dayequivalent/detroiturbex Fig. 3.9.2 Aerial View: Drone Image by Harry C. Arnold Fig. 3.9.4 Aerial View: ArcGIS imagery. Fig. 3.9.5 Mapped by author. Data sourced from SEMCOG. Fig. 3.9.6 Mapped by author. Data sourced from American Community Survey 2013.

Chapter 3.5 THE INTERCHANGE, Luneoufall Vital Gallego

Fig. 3.9.8: Statistics from Detroit Future City.

Fig. 3.5.2 Image sourced from: Google Maps

Fig. 3.9.14 Image taken by Melia West.

Fig. 3.5.3 Image sourced from: www.detroit1701. org/RosaParksTransitCenter

Fig. 3.9.15 Image taken by Melia West.

Fig. 3.5.11 Aerial View: Drone Image by Harry C. Arnold Chapter 3.6 THE VERNOR MACK ENERGY EMPLOYMENT DISTRICT, Shao-Chen Lu

Fig. 3.9.10: Statistics from Fortune Builders.

Fig. 3.9.16 Image sourced from Capuchin Soup Kitchen. http://cskdetroit.org Fig. 3.9.17 Image taken by Melia West. Fig. 3.9.18 Image taken by Melia West. Fig. 3.9.19 Image taken by Melia West.

Fig. 3.6.5 Aerial View: Drone Image by Harry C. Arnold

Fig. 3.9.20 (3 Images): Images sourced from: churchofthemessiahdetroit.net; www.cbsnews.com

Fig. 3.6.6 Aerial photo by: Google Earth

Fig. 3.9.39: Images sourced from: Indian grass: http://www.wildflower.org/; Switchgrass: http:// www.omafra.gov.on.ca_CropOp_en_indus_misc_ biomass_sg.html; Goldenrod: https://www2.ic.edu/ prairie/goldenrod.htm; Blazing Star: http://www. nature.org; Coneflower: http://minnesotaseasons. com/Destinations/Strandness/Prairie.html; Butterfly weed: http://www.flowerstub.com/category/ butterfly-weed-flowers

Fig. 3.6.7 Aerial View: Drone Image by Harry C. Arnold Chapter 3.7 MADE IN DETROIT, Zhe Zhang Fig. 3.7.1 Image sourced from: Google Earth Fig. 3.7.2 Image sourced from: Google Earth Fig. 3.7.6 Credit: Johnathan Hanna Fig. 3.7.7 Image sourced from: Forbes.com Fig. 3.7.8 Image Sourced from: Mapping Detroit, Wayne State University Press, Chapter 04, Robert Fishman, Reza Amindabari, Map creator, p79. Fig. 3.7.9 Image sourced from: talkclassical.com Fig. 3.7.10 Image sourced from: theatlantic.com Fig. 3.7.11 Not used

Fig. 3.9.51 Image taken by Melia West. Fig. 3.9.52 Image sourced from: http://www. territorialseed.com/product/Perfection_Fennel_ Organic_Seed_gourmet_greens_seed Fig. 3.9.53 Image taken by Melia West. Fig. 3.9.54 Image sourced from: http://www. thenewsherald.com/articles/2015_08_12_news/ Fig. 3.9.55 Image sourced from Capuchin Soup Kitchen. http://cskdetroit.org

Fig. 3.7.13 Image by Author

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