Thesis

Victor Michael Barbalato III

RENSSELAER POLYTECHNIC INSTITUTE SCHOOL OF ARCHITECTURE Spring 2009 Gustavo Crembil, Thesis Cluster Advisor David Riebe, Thesis Cluster Advisor Kenneth Warriner, Thesis Cluster Advisor

Reassessing American Manufacturing: An Intervention in Urban Industrial Corridors “Design is no longer a verb for problem solving. Instead it has become an adjective for stylizing products, resulting in production inefficiencies and the decline of manufacturing within the United States. To eliminate these inefficiencies the factory must become a unifying force between designer, manufacturer, and production process.� 1

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ABSTRACT

Manufacturing processes within contemporary times do not rely on access to horizontally and vertically integrated raw material chains, or masses of unskilled labor. Instead, they require cohesive meshworks of inputs from both the infrastructure manufacturers utilize, and between others with which they communicate. This thesis foresees the ability for American manufacturing to regain its importance in both domestic and foreign markets by providing an avenue for easy access to transportation, by creating the ability for materials to flow at a constant, efficient rate, and most importantly by persuading the diffusion of ideas within existing urban industrial corridors. Understanding these corridors not as a series of independent manufacturers, but as a conglomeration of interdependent specialists allows a new type of architecture to utilize individual skill, and acts as a synergistic force between designer, manufacturer, and finished product. This perspective allows these corridors to be seen as a cohesive factories. The products that evolve within these locations through social interaction, and newly established material and idea flows will blur the boundary between factory and community at a face to face scale. Dissolved boundaries will generate ever changing urban fabric, allowing ideas to become permeable, transparent and applicable to parallel learning and interdisciplinary collaboration.

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TABLE OF CONTENTS: THESIS

DESIGN INVESTIGATIONS:

STUDIES IN CONTAINER MOVEMENT - PG 40

A. Abstract: Pg 2 B. Thesis Argument: Pg 4-5 C. Inspiration: Pg 6-9

-Jingdezhen Context Analysis

I. Research: Pg 40-47

-Networks of Movement

-Container Movement and

- Intermodal Stations J. Design Explorations: Pg 48-61

-A Unified Factory

-A Conveyor Over the Corridor

-Structural Experiments

-A City Above the Corridor

-Experimenting in Cranes

NEED FOR COLLABORATION: IMPORTANCE OF THE CITY - PG 10

D. The Changing Economy AND Collaborative Environments Influential Articles and Reactions: Pg10-17

-The New Creative Economy

-Learning from the Past: Systems for Slow(er) Architecture

-History Repeats Itself: The Renaissance City

-The Post Industrial City: How it Came to Be

-The Vanishing Middle Class

-Wheaton Arts: A Case Study

-Types of Collaborative Spaces

CONCLUSION: FINAL THESIS PROPOSAL - PG 62

K. Project Documentation and Comments: Pg 62-83

-Siteplans:2d, Axonometric, Rendered

-Layers of Movement

-Ground Plan Speculation

-A Catalyst for Growth: Introduction of A Secondary Program, A School

-Plans and Renderings

MANUFACTURING:

AN ECONOMIC STIMULUS - PG 18

E. Why Manufacturing?: Pg18-19

-The Importance of Manufacturing:

FINAL COMMENTS and ACKNOWLEDGMENTS - PG 84

F. The Future of American Manufacturing: Urban Industrial Corridors: Pg 20-29

Context Analysis:

-American Street

-NYIRN

-Choosing a Site: Pg 26

-Kinzie Corridor

CASE STUDIES - PG 86

M. Conceptual and Physical Goals: Pg 84 N. Acknowledgements: Pg 85

NEED FOR NEW INFRASTRUCTURE:

URBAN INDUSTRIAL CORRIDOR TYPOLOGY STUDIES - PG 30

G. Typology Studies, Importance of Rail, Zoning Problems: Pg 30-35

-Rail lines: The Origin of Urban Industrial Corridors

H. Site Analysis: Kinzie Industrial Corridor: Pg 36-39

-Infrastructural and Zoning Problems

-Islands of Industry Surrounded by Residential Neighborhoods 3

L. Case Studies: Pg 86-91

-Boeing 737 Plant: Renton, WA

NBBJ Architects

-Experimental Factory:

Magdeburg, Germany

Sauerbruch-Hutton Arch.

-BMW Central Building:

Leipzig, Germany

Zaha Hadid Architects

BIBLIOGRAPHY/FIGURES/ENDNOTES - PG 92 N. Information on Pg 92-96

ARGUMENT The American economy must change from being primarily consumptive to one that produces in order to rebuild wealth, reduce debt, end the current economic recession, and prevent further decline. To do this, manufacturing in America must adopt globally competitive production processes and produce innovative, new products. To be globally competitive one must become efficient at all scales of manufacture and through all levels of producing a product, including conception.

Manufacturing within the United States has suffered greatly due to inefficient production methods stemming from adversarial relationships between manufacturers and suppliers, and disconnects between design and industrial processes. Multiple companies have attempted to adopt Just-in-Time and Lean manufacturing processes to reduce inefficiencies, most unsuccessfully. Many companies that unsuccessfully attempt to utilize Just-in-Time, or Lean manufacturing fail to understand that this process is “…not an ‘add on’ to the existing style of management, …[it] can be achieved only as a result of a fundamental change in management thinking and industrial cultural values.” (Hutchins, 1998, p10) “ New relationships must be formed between manufacturer, designer, and supplier for required efficiencies to be achieved.” (Hutchins, 1998, p23) Further, over the “Past three decades there has been a fashionable view, largely encouraged by designers, that designers should design and production should produce and never the twain shall meet.” (Hutchins, 1998, p67) “...Problems [in manufacturing] are found to be related to design, in some cases as high as 80% of all the failures.” (Hutchins, 1998, p68) No longer can design and manufacture be separated. A synergistic relationship must occur between all who influence a products production.

When design takes into account each facet of a product from conception, through production, to finished product, all benefit.

Locations primed to take advantage of the new synergistic relationships required between manufacturer and designer are existing urban industrial corridors found in almost every major city. As described by Richard Florida, thanks to their dense heterogeneous population, cities hold the most potential for creative synergies to occur between multiple, specialized parties. (In depth discussion later) One must locate, or already be within proximity of these pools of knowledge and skill to benefit from them.

When manufacturer, supplier, and designer mutually grow and learn from one another, products, and processes improve. Locating within proximity to suppliers, buyers, and other integral aspects of business is also inherently sustainable, both environmentally and economically.

Contemporary urban industrial corridors face many infrastructural issues, most notably in the transportation sector. These corridors are currently being strangled, both by residential neighborhoods surrounding their borders, and by the congested roads with which both parties share.

Typological studies of multiple industrial corridors of Chicago show similar conditions, islands of failing industry surrounded by residential neighborhoods, far removed from highway access currently required to move products and materials.

Preventative steps must be taken now should there be any chance for American manufacturing and cities to coexist. “Over the next 20 years, demand for freight rail service in Chicago is expected to nearly double.”(CREATEprogram.org) This is due to huge increases in international exports and imports. Freight container traffic in Chicago is expanding at 20% annually, and expected to double within the next five years.(IBEF. org,2008).

There is promise though, programs like Chicago’s CREATE (Chicago Region Environmental and Transportation

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Efficiency Program) seek to revive rail infrastructure, taking freight off the road, which could save cities like Chicago over $11 Billion annually from accidents and congestion caused by freight traffic. (DiJohn,2008) Through intensive mapping exercises, it has been found that the majority of urban industrial corridors were initially formed around a central axis of rail lines. Reconnecting these industrial corridors to the rail that gave them their original form and reason for being would not only benefit the cities in which they must normally navigate through to move products, but would also benefit the corridors themselves. Networking these urban industrial corridors to the rail, the future trade network, not only provides easy access to imports and exports , (raw materials, speciality parts for further assembly, and finished products) but would also allow these urban industrial corridors to function like port cities of the past. They would become centers of trade and diverse commerce, gateways to American manufacturing and products.

This thesis attempts to create networks within these corridors on two levels, one infrastructural, the other communicative, one that serves to move products, and the other to generate them. Multiple scales of networks will be forged within these corridors, at the largest, for direct import and export to ports, the smallest, between manufacturers at a face to face scale. A material and knowledge network is created both within these corridors and with the rest of the world.

Creating a corridor-wide factory that produces both material products and knowledge, one that thrives upon collaboration of multiple disciples has the ability to generate the best products possible. We must understand that manufacturing processes within contemporary times do not rely on access to horizontally and vertically integrated raw material chains, or masses of unskilled

labor. Instead, they require cohesive meshworks of inputs from both the infrastructure manufacturers utilize, and between others with which they communicate. This thesis foresees the ability for American manufacturing to regain its importance in both domestic and foreign markets by providing an avenue for easy access to transportation, by creating the ability for materials to flow at a constant, efficient rate, and most importantly by persuading the diffusion of ideas within existing urban industrial corridors. Understanding these corridors not as a series of independent manufacturers, but as a conglomeration of interdependent specialists allows a new type of architecture to utilize individual skill, and acts as a synergistic force between designer, manufacturer, and finished product. This perspective allows the corridor to be seen as a cohesive factory. The products that evolve within these corridors through social interaction, and newly established material and idea flows will blur the boundary between factory and community at a face to face scale. Dissolved boundaries will generate ever changing urban fabric, allowing ideas to become permeable, transparent and applicable to parallel learning and interdisciplinary collaboration.

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FIGURE 1: Kinzie Corridor Intervention

JINGDEZHEN, A LOOK INTO THE PAST, A VISION OF THE FUTURE A trip to Jingdezhen, the “Ceramics Capital of the World,” as it is advertised, provided the opportunity to work closely with local craftspeople. Time there allowed a realization to occur about problems currently existing within the United States. The recent capitalist undertones that have entered the Chinese economy, and the growing influences of outside cultures have been causing problems within Jingdezhen. Its rich, deep history as a manufacturing city is under attack. Critically analyzing Jingdezhen gives one the ability to step back in time, a rewinding of what current Post-Industrial cities within the United States were experiencing some thirty years ago. It allowed a perspective to be seen on how Post-Industrial cities within the United States came to be through inability to adapt to a changing economy. It also gave hints as to how these cities can be revitalized through adapting what natural, local assets still exist in order to meet the changing market demands.

This trip allowed one to realize that entire communities who actively possess and shape a wealth of accessible tacit knowledge that can inform design vanished from the United States with the end of the Industrial Age, finding refuge only within traditional, isolated societies. (It would later be found that these types of “Communities” exist only within deeply depressed urban industrial corridors) The disconnect that has occurred between design, production process, and material hinder adaptation to changing demands of the economy and society. The problem currently witnessed in Jingdezhen, the widening gap between design and manufacturing allows one to see where cities within the United States first went wrong.

Design is no longer a verb for problem solving, but instead, has become an adjective for stylizing products. (Design Democracy, n/d) Jingdezhen is located within the Jiangxi Province in the southern half of China. It is a densely packed city of

about 1.5 million people. (Jingdezhen-Wikipedia, n/d) The city has many different districts, including, but not limited to a shopping/downtown area, ceramics market, and outer areas where ceramics are actually produced.

Its history of ceramics dates back almost one thousand seven hundred years to the Song Dynasty. It was originally founded, like most manufacturing cities, both ancient and contemporary because of its prime location to raw materials needed for production, in this case, ceramics.

Porcelain and kaolin, readily available in the mountains surrounding Jingdezhen are two materials that are invaluable for ceramics production. The city also has proximity to locations for transportation, both from water and land.

Jingdezhen is most known for its blue-and-white ceramics, a product of cross cultural influences dating back to the Mongol dynasty, combining Islamic blue ink and white porcelain of Jingdezhen. The long history of ceramics has generated unsurpassed knowledge within this craft and has allowed the practice to flourish and reach a level of precision not known anywhere else in the world. Ceramics has an extremely specialized production process. Each step of manufacturing requires complete mastery; because of this, a very distinct division of labor has occurred. The mold maker, slip-caster, kiln, glazier, each has with their own studio in their own location. There is no room for a generalist within this craft.

This extreme specialization and different locations of studios caused complex socio-cultural/professional networks to evolve based on trust between, and ability of each individual craftsman. These networks are required in order to have a piece produced, from conception to completion, even to shipping to customers. The social networks do not only pertain to those within the primary field of ceramics, but complete secondary supporting services developed as well, including brush makers, glaze

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makers, tool manufacturers, etc. Jingdezhen, is a city enveloped by the tradition and practice of ceramics.

The city seemed, through observation, to be acting as a single studio in macro scale, each studio a room, and the streets the hallways. Ceramics, at multiple stages of completion are transported through the streets by hand cart from studio to studio. One, when visiting, has the opportunity to witness the entire production process by witnessing this circulation between studios. The process of manufacturing pieces becomes naked and open. Not only can one witness the process, but should one speak the language, one could actively participate in the objects completion. This allows the process and therefore final product to become malleable and have multiple layers and perspectives of knowledge embedded into it, making for a “stronger” more fully developed product.

With the recent opening of China to the capitalist world, much of the established tradition within the city is coming under attack. Much of the infrastructure of the city seems to have little to do with the practice of ceramics. The city appears to want to look like every other city in China, a symptom that seemed to occur within the United States, and its Post-Industrial cities. The craft, and its actual practice, has been hidden behind large buildings and sent to the outskirts of town. One only would know of the history and the current practice of ceramics of the city by observing the multiple shops selling ceramics, and the ceramic light-posts that adorn each corner of the street.

The city is slowly losing touch with its past, its base, and its reason for being. This disconnect, if left to widen will lead Jingdezhen to a similar fate to the Post industrial cities of the United States.

The interest of this thesis lie not in “saving” this city from a similar fate to Post Industrial cities in America. Instead, it will use it as a case study for what American manufacturing

cities were once like, and what a city, based upon a culture of manufacturing has to offer the new economy.

Understanding how the open practice of craft and display of manufacturing skill has the ability to be manipulated and transformed into a contemporary economic asset will be critical. This city serves as a snapshot of what many cities within the United States once were.

What was most notable about the time in Jingdezhen was working at the Experimental Pottery Workshop. In a 5 day studio, current RPI students worked one-on-one with local ceramics craftsmen. They brought with them a design for a piece to be made out of ceramics. The craftsmen were able to provide insight on the limitations and opportunities of ceramics, both in its material and production processes. The students were taught how to make molds, and slip cast. Once this basic knowledge was acquired, the RPI students were able to manipulate the processes to their standards and design. The designs were modified based upon newly acquired production skills, and similarly, the production methods changed to fit the design. Both changed each other. Another interesting phenomenon witnessed was that even though totally different languages were spoken between the students and craftsmen, a dialogue was able to be established through the manipulation of a material.

in Jingdezhen that efficient use of the material was never taken into consideration. It is for this reason that many of the new large industrial ceramics factories, like IKEA that are moving into Jingdezhen will not hire these craftsmen.

The factories cite that they are too difficult to retrain, and they are inherently wasteful in their material usage.

Factories claim it is much easier to train a novice worker to do the simple tasks required at the assembly plant then to retrain a highly skilled ceramicist from Jingdezhen.

What can be inferred is that the collaborative efforts with the craftsmen at the conception of design is extremely important in transferring an idea to a material. This initial process is inherently wasteful due to the iterative process.

The process has the ability to be further streamlined and made materially more efficient through a second phase of design and manipulation by collaborating within the factory and those running mass production facilities.

This trip and studio showed that manufacturing processes, and their physical locations that are contemporarily seen as out-of-date, can in fact be innovative, and an inspiration for design. Collaborating with these craftsmen embedded over a thousand years of knowledge into the collaborated designs. This knowledge is not of only how to produce the piece, but how to most efficiently to produce it.

The production methods of these craftsmen may seem quite time efficient, but are definitely not efficient when it comes to saving materials. The cost of porcelain is so low

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FIGURE 2: Ceramic pieces made at E.P.W, Jingdezhen, China

INDIVIDUAL STUDIOS POSSESSING EXISTING KNOWLEDGE

FIGURE 3: Experimental Pottery Workshop, Jingdezhen, China

INFORMAL NETWORKS OF KNOWLEDGE

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CRAFTSMEN AND STUDENTS WORKING TOGETHER

THE NEW TYPE OF MANUFACTURING, IKEA CERAMICS FACTORY, JINGDEZHEN

FIGURE 4: New Ikea Factory, Jingdezhen, China

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THE NEED FOR COLLABORATION: THE IMPORTANCE OF THE CITY THE CREATIVE ECONOMY, WHAT AND WHO DRIVE IT The contemporary economy is no longer focused on low skilled jobs, mass production, and industry that can be automated or outsourced. Instead, a new economy, and new product has evolved, knowledge. Knowledge capital, its cultivation, and its ability to be dispersed to other locations are what drive this new creative economy.

The new economy has two important features, knowledge (creativity), and those that have/create the knowledge (the Creative Class). These two factors drive not only the new economy, but they determine who and where become successful.

According to Richard Florida, “The driving force (of change) is the rise of human creativity as the key factor in our economy and society”(Florida, 2002, p4). In this new economy “We value creativity more highly than ever, and cultivate it more intensely.”(Florida, 2002, p4) He defines creativity as “The ability to create meaningful new forms.”

(Florida, 2002, p68) This, creativity, he determines will be the source of competitive advantage for contemporary economies.

Richard Florida argues “There is something very new about the product we call creativity. It is an intangible; it resides in the heads of people, it cannot be touched or grasped (Florida, 2002, p67). I argue instead that knowledge is most definitely tangible, and manifests itself within specialized products, those that require a certain degree of mass customization, product that require an embedded intelligence within their design.

The knowledge these “intelligent” products require though resides within individuals of the Creative Class.

It is because of this that the individual has a new sense of power. The individual now has the opportunity to determine where he/she lives. One now has the ability to make quality of life demands like never before, and locate where they see fit to meet these demands. They are no

longer bound to following companies and employment opportunities. Businesses must now follow them. More often than not, locations were chosen by Creatives, that were “Tolerant, diverse, and open to creativity…” and because of this, “Economic growth was occurring in these locations.” (Florida, 2002, pX) Places that are now located based upon densities of creative class population, and not natural resources were “More likely to be economic winners.” (Florida, 2002, p235) Florida found “Instead of people moving to jobs, I was finding that companies were moving or forming in places that had skilled workers.”

(Florida, 2002, p. ix)

knowledge means it cannot be transferred over the internet or through e-mail, but only through intimate physical contact with material.

Percent Creative Class 20%

“Access to talented and creative people is to modern business what access to coal and iron were to steel making.” (Florida, 2002, p5) It is now the city’s job, and in the city’s best interest to attract these people, the “Purveyors of creativity”(Florida, 2002, p ix) if it seeks economic growth. Creative’s tend to “Cluster in places that are centers of creativity and also where they like to live.” (Florida, 2002, p7) More and more, these places tend to be cities due to their ability to provide “Easily accessible economic opportunities, stimulating environment, and wealth of amenities.” (Florida, 2002, p11) For the new Creative Class “Every aspect and every manifestation of creativity-technological, cultural, and economic-is interlinked and inseparable.” (Florida, 2002, p8)

30%

Median Household Income $54k

$28k

It is the very reason that individuals of the Creative Class tend to locate within cities that manufacturing must also be within cities. It is these urban industrial corridors that will serve as the testing ground to transform what Florida believes is an intangible asset, knowledge, into tangible, real products. Further, as a lesson from Jingdezhen, close proximity is required between parties participating in a products manufacture in order to transfer tacit knowledge. The very nature of tacit

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Number of Workers, by Decade

1900

Percentage of Wrkfrce, by Decade

Service

Service

Creative

Creative

Manufac.

Manufac.

Agriculture 2020 1900

Agriculture 2020

FIGURE 5: “Who’s Your City”, Maps

LEARNING FROM THE PAST: RETRIEVING LOST KNOWLEDGE

Lisa Norton, of the School of the Art Institute of Chicago heads “System for Slow(er) Architectures.” Currently, the program is looking at the Chongwu Township in the Hui’An County in China. They are interested in China “Not merely as a site of production but as a valuable knowledge bank for the future of plant Earth.” (Systems for Slow(er) Arch, 2006) She explains that “Networks of indigenous ways and means originating centuries ago in China have new applications within the context of design for environmental sustainment and hold great potential as models for future innovations …”(Systems for Slow(er) Arch, 2006) Further, System for Slow(er) Architecture “Aims to sustain culture and environment through relationship building, retrieval of knowledge and bilateral technology transfer. This contextualized meeting of indigenous knowledge and new possibilities aims to benefit…endangered systems of knowledge.” (Systems for Slow(er) Arch, 2006) Chongwu’s skilled artisans “Earned its reputation as a treasure of Chinese living cultural heritage and a center of China’s stone artisan culture.” (Systems for Slow(er) Arch, 2006) It is a culture “In transition” facing many of the same economic problems as Jingdezhen, “Experiencing population loss as young people tend to choose not to return home bringing the benefits of education or exposure to new technologies.”(Systems for Slow(er) Arch, 2006)

The program “Enable[s] collaborations between sustainable global practices and unique local knowledge.

Indigenous knowledge can indeed be innovative. Based on the idea that in actuality, there is much to learn from local ways developed over hundred of years of experience.”

(Systems for Slow(er) Arch, 2006) This collaboration that occurs between design team and local indigenous knowledge allows the knowledge of stone work to not only continue to exist, but once again become influential, not only in local markets, but internationally as well. The program understands that these local craftsmen cannot meet global demands for products, or tap into the global

mass production networks taking advantage of economies of scale, but that they are “Capable of impacting global production and distribution networks…[when] coupled with existing production methods.”( Systems for Slow(er) Arch, 2006) What this program aims to accomplish besides retrieval of knowledge from these local production networks is to allow the local practices “To continue to grow and evolve as living culture.” (Systems for Slow(er) Arch, 2006) Ms. Norton knows, unlike many of the existing post-industrial cities today that in order for that to happen the practices “Must remain profitable and relevant”(Systems for Slow(er) Arch, 2006) in today’s economy.

The work of System for Slow(er) Architecture is creating the opportunity to transfer, and translate knowledge.

Tacit knowledge is being taught by local residents and being transformed into a valuable product for today’s economy by designers. It brings about an interesting point suggested by Lee Smolin in “The Trouble with Physics.” In his book he identifies two groups of people that exist today, Seers and craftsmen. Seers he defines as “Those that often see problems, but lack technical solutions.” (Smolin, 2006) They may lack the technical solutions, but their combination with craftsmen has the ability to make, and transform the tacit knowledge of craftsmen into an innovative product. The equation (Seer + Craftsman = Tangible Product for Contemporary Economy) has very interesting possibilities, and can also be translated into (Designer+Manufacturer= Efficient Processes for Production of Products for the Contemporary Economy). This relationship allows the Seer (Creatives) to step out of the realm of theory, and into one of tangible solutions for observed problems (Those of manufacturers).

This program serves as an exemplar for collaborative, interdisciplinary works, and the innovative products that can come from this type of working.

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STATED GOALS: SYSTEMS FOR A SLOW(er) ARCHITECTURE * Understand the existing knowledge fabric * Understand the local economic/labor networks * Codify local knowledge and methods * Transform redundant systems into innovations * Promote dignity and pride of place * Restore the authority of hand artisanry * Revitalize living culture * Develop new skills * Create new jobs * Develop markets for high-quality craftwork * Create equitable livelihoods * Create access to education * Capitalize on existing resources * Empower local leadership * Build capacity throughout the region * Bank knowledge for the future * Cultivate a generation of youth stewards * Mitigate population loss * Generate exportable models of empowerment * Generate regional and non-local profits * Create incentives for waterfront ecosystem restoration * Disclose the true cost of loss of non-renewable resources * Foster women’s empowerment * Sustain ecosystems and people * Consider climate change * Foster intergenerational mentoring * Transform women’s knowledge into profits * Enable womens’ access to education * Promote youth/elder mentoring * Create incentives for local distribution models

HISTORY REPEATS ITSELF:

RENAISSANCE CITIES: CREATING A POOL OF ACCESSIBLE KNOWLEDGE It has been recommended that these post-industrial cities look to manufacturing cities of the past, mainly those of the Renaissance period. One of the major developments in these cities was “A highly evolved craft-based economy.”

(Kotkin, 2007) This craft based economy, “Provided work not only for merchants and artistes, but also for the vast legions of artisans, mechanics and semi-skilled workers who constituted the great majority of urban dwellers.”

(Kotkin, 2007) This trend was also observed in Jingdezhen, where the craft of Ceramics provided means of income for a multitude of secondary supporting businesses, such as brush making and shipping to customers. This can be equated today with the importance of providing new manufacturing and blue-collar jobs within cities “Because they provide a path of upward mobility for people with less than four-year degrees and serve as a launch pad for younger white-collar workers…”(Kotkin, 2008) What was equally important was the layout of these cities. “The Venetians divided up their neighborhoods along functional lines, with specific residential and industrial communities.” (Kotkin, 2007) This division of the city allowed an agglomeration of people with similar knowledge. Grouping them in proximity to one another allowed knowledge spillovers to occur between shops.

Proximity between these people within the Renaissance was as important then as it is now. As described by Von Heppel, “Knowledge is sticky,” and that “Spillovers need to occur within localized areas for the effects to be felt.”

(Grant, 2003, p3) What these Renaissance cities understood best was that “…knowledge flows are influenced by the knowledge infrastructure located within a region,” and that “The knowledge infrastructure is comprised of formal and tacit knowledge embedded in institutions and individuals located within a region.” (Grant, 2003, p1) Renaissance Cities also were quite unique in their openness to influences from “The outside world, particularly the highly evolved societies of the early Islamic Middle East. This openness to outsiders was then, and remains today, one of the critical components of a

successful urban economy.”(Kotkin, 2007) This openness to outside influences rings a bell similar to characteristics defining successful cities today, who seek to attract new skilled knowledge through tolerance and a diverse population.

What the cities of the past share also with many successful cities today, is a certain intangible feeling, one where “All their (cities) disparate groups- from business elites to labor…to middle-and working-class immigrant communities-...realize a sense of common purpose and destiny.”(Kotkin, 2007) Kotkin explains, “Today’s cities should identify themselves not in the proliferation of soulless towers or steel and glass,” like is being currently done by many mayors in post-industrial cities with their “glittering new culture and sports palaces, convention centers, and other publicly subsidized luxury-condo developments.” (Kotkin, 2008) Instead they should identify with “The construction of soaring new cathedrals…that reflect the common spiritual values of their inhabitants.”

(Kotkin, 2007) It is the concept of common purpose and community pride that these “cathedrals” seek to embrace.

Further, they allow “The creation of the city as a work of art,”(Kotkin, 2007) something extremely important to Renaissance cities seeking to “Keep creative and educated populations from leaving.” (Kotkin, 2007)

EXPERIMENT IN MULTIFUNCTIONAL COLLABORATIVE ENVIRONMENTS

Both System for a Slow(er) Architecture and the Renaissance Italian cities show that spillovers of knowledge are “Geographically bounded so that their impact on innovation (a key part of the new Creative economy) diminishes as a distance increases from the source of these spillovers.”(Grant, 2003, p23) Lisa Norton must travel to China to learn a tacit knowledge the locals possess. She cannot simply have their abilities e-mailed to her. Creatives, like Lisa Norton are willing to travel these distances in the quest for rich experiences in “Locations that engage one physically and intellectually” (Florida, 2002, p167), a characteristic of those in the new Creative Class.

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FIGURE 6: Experiments in Collaborative Environments

THE POST-INDUSTRIAL CITY, AND HOW IT CAME TO BE The United States as a whole has found itself at the forefront of the Creative Economy. For many cities, the transformation and adaptation to this new economy never occurred. Their locations, urban infrastructure, and built environment revolved, and depended upon the manufacturing of material goods with little embedded knowledge, in design, production, and transportation, much like Jingdezhen today. Joel Kotkin explains “For nearly a century, cities grew according to a massindustrial model, with economies based on large-scale manufacturing and the housing of vast corporate businesses. Today, cities most dependant on this modelDetroit, Chicago, St. Louis, Newark- are precisely those that have been shrinking most rapidly.” (Kotkin, 1997) They formed where natural resources were plentiful, and where transportation routes could be easily accessed.

These now “Post-Industrial” Cities weren’t prepared for or willing to transform their environment and manufacturing processes. No attempt was made to change in order to reap the “The [new] basic economic resources-the means of production…[which]is no longer capital, nor natural resources…nor labor. It is and will be knowledge.” (Florida, 2002, p44) These cities were not formed to produce “knowledge,” but goods, easily produced material goods.

Compounding the problems of these cities are their residents. They are laborers driven by a material economy, and who grew up in a period when resources were scarce, precious, and prized (the great depression). These cities were focused on producing goods that can and are now being outsourced abroad, to centers lacking knowledge capital. Their material goods, lacking in embedded knowledge are no longer valuable to produce in today’s economy.

Poor decisions by many of these post-industrial cities have continued their decline. In an effort to right these problems, municipal governments quickly shifted

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focus away from helping manufacturing adapt to these new times. Instead they became fixated on attracting big business. Cities currently experiencing economic decline took sides of those like John Nisbit, claiming “Manufacturing was a “declining sport” that Americans could easily outsource to Japan or other Asian countries.”

(Kotkin, 2008) Reflecting this widespread belief that manufacturing was dead, a number of “Mayors began focusing on glittering new culture and sports palaces, convention centers, and other publicly subsidized luxury-condo developments.”

(Kotkin, 2008) “These publicly subsidized centers often never work, succumbing to a deflating real estate bubble where “…”Hot” urban markets-are being hammered by falling prices, toughening mortgage criteria, and the exodus of speculators from the marketplace.”(Kotkin, 2008) Attempts also are consistently made to attract business through tax incentives. This though does not seem to work, “Keep your tax incentives and highway interchanges;” businesses say “We will go to where highly skilled (creative) people are.” (Florida, 2002, p6) These cities are not only attempting to produce items of little value in today’s economy, but further, they aren’t generating the necessary environments to meet the quality of life demands that much of the creative class seeks.

Many studies, theories, and organizations claim answers to the problem of the post-industrial city. Most tend to believe gentrification, and bringing in artistic communities will solve the problem. What’s forgotten is the inherited tradition of manufacturing many of these areas hold.

There is the ability for these histories to be reworked, and transformed into valuable assets for the Creative Economy, i.e. the rail road. These cities have the most important resources already, the land on which to build these new manufacturing centers.

THE VANISHING MIDDLE CLASS:

HOW AND WHY IT SHOULD BE SAVED

The middle class in America, those often defined as the skilled worker, the welder, the plumber, the machinist are disappearing. “California’s rich are getting richer and its poor are getting poorer,” (Geissinger. 2007) just as in the rest of the country. “Between 1979 and 2005, the state [California] added large shares of both low income and high wage jobs, but experienced substantially less growth in jobs with earnings in the middle.”

(Geissinger, 2007) Joel Kotkin, in a recent interview explained “I go in this country, particularly where the economy is growing, if you ask business people what is it that would really help them, they say ‘skills.’ Machinists. Welders. It’s not like there’s a Ph. D. shortage, generally speaking. But there is a welder shortage, there’s a plumber shortage, there’s a machinist shortage.”(Steigerwald,2007) “In Bellingham, Washington, you ride into town and ‘Welders wanted’ is the first thing you see. Everyone talks about how we’re becoming a society of low-end workers and high-end information workers. But some here’s something in between- basically the logistics and manufacturing industry – and nobody seems to be focused on it.” (Steigerwald, 2007) These are the types of jobs that need to be revitalized, retooled to the new economy firstly because these skilled jobs simply pay more, on average “Hourly pay generally starts at the $15-$20-an-hour range.”( Kotkin,2007) Examples include “Nicole Conover, 37, worked retail most of her adult life, and the highest wage she earned was $9 per house. After a 12-week training course as a machine operator, she joined a new facility manufacturing parts for Vought Aircraft. Her starting hourly pay a year ago, $14 per hour has increased to $15.” (Kotkin, 2007) Secondly, manufacturing jobs “Provide a path to upward mobility for people with less than four-year college degrees.”( Kotkin, 2007)

The stimulus of manufacturing on local economies is witness where “Many of the most vibrant economic regions in this country—from deep South to the Pacific Northwest—are still making and transporting real goods.”

(Kotkin, 2007) These areas give “Much of the credit to local educational and political institutions, which have worked hard to train, attract and retain skilled workers in the area.” (Kotkin, 2007) Even though many of the most economically vibrant places in America are manufacturing cities, the number of manufacturing jobs within America is declining. This is occurring for many reasons, one of which is automation of processes once given to low skilled workers. Yes, outsourcing does have a role to play in the loss of manufacturing jobs within the economy, but the jobs that are being outsourced are those that are low skilled, easily automated jobs, “Although overall industrial jobs have diminished by almost five million since the late 1970’s, the loss has been concentrated largely in lowerskilled positions.” (Kotkin, 2007)“…It’s misleading to look at manufacturing as a low-skilled industry. There are pockets of that. But those are the industries that are either being automated or they are really having a hard time holding on…That’s where you see a lot of job losses.” (Steigerwald, 2007) It’s not the jobs like the welder, the machinist that are going to disappear, these are the jobs that can and do promote a healthy, diversified economy, and the ones we need to develop and embrace.

of manufacturing are places like Houston and Charleston and Charlotte,”(Steigerwald, 2007) places that are currently seeing large economic growth. “…Places with the great industrial positions,” that could once again be great manufacturing areas, act as though “they are ashamed of their lineage… What I [Kotkin] hear over and over again is the need for skills, the need for a reliable work force. That has probably more to do with company’s decisions to move than almost anything else.” (Steigerwald,2007) That quote makes me wonder if the new skilled middle class worker wouldn’t have the same abilities as those within the creative class to make Quality of Life demands. Does the skilled worker have the power to choose where they live rather than to having to locate where businesses may be. Perhaps businesses will be following the skilled middle class worker in addition to members of the Creative Class.

Within the economy “There are only three ways to create wealth- make it, mine it, or grow it.”(McKenna, 2007) One of the obvious places to begin this revitalization process would be to start in places with already existing infrastructure and resources, Post-Industrial Cities and existing agglomerations of manufacturers. Problems lie in the fact that “Cities that have lost their industrial base don’t want to talk about it, and many cities that still have it are almost ashamed of it. In one of the great historical ironies, the places where they are not ashamed

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FIGURE 7: Depressed Kinzie Industrial Corridor with United Center in Background

WHEATON ARTS AND CULTURAL CENTER:

A CASE STUDY OF A POST-INDUSTRIAL CITY AND ITS POTENTIAL FOR REINVENTION A visit to Millville, New Jersey, specifically Wheaton Arts Center allowed one to observe an area once known for being at the center of glass manufacturing of the United States. It allowed a view of how manufacturing within America had truly declined. Millville is located in the southern part of New Jersey in Cumberland County. It has a population of about 27,000, with the average yearly family income of $46,000. (Millville NJ-Wikipedia, n/d) Historically Millville was founded for many reasons similar to Jingdezhen, it is situated near large amounts of natural resources for manufacture of glass products. Deposits of sand, soda ash and silica for glass production, and wood to fuel the kiln made this part of New Jersey a prime location for glass production. Millville was home to the nation’s first successful glass factory, founded in 1789 to make pharmaceutical glass products. (Wheaton Arts, n/d) The area enjoyed great prosperity up to and including part of the 20th Century, as a home to multiple glass factories.

First hand observation showed a very different scenario then the past. The city seems quite run down with many vacant stores, and a non-existent street life. The area seems quite depressed, with buildings lacking general maintenance. There are small café’s that attempt to create an artist community within the area. The addition of the “Glasstown Arts District,” a public arts center with 10 part time galleries is one of the attempts currently happening in an attempt to revitalize the town. (Millville NJ-Wikipedia, n/d) More interesting then the city itself was “Wheaton Arts and Cultural Center,” recently renamed from “Wheaton Village.” The center evolved from Wheaton, USA, a pharmaceutical glass manufacturer founded in 1888. The founder’s grandson, Frank Wheaton sought to make a museum for the glass products produced in New Jersey in the 1960’s after visiting the Corning Museum of Glass.

The Center opened in 1970. To support the facility, in 1983 an artist residency program was added to the T.C. Wheaton Glass Factory that was on site. “Today, Wheaton Arts consists of over 60 acres with 20 buildings. The Museum of American Glass houses over 6,500 objects, both historic and contemporary. The fully operational glass factory presents daily, interpretive demonstrations for the public with artists showing traditional and contemporary glassblowing techniques.” (Wheaton Arts, n/d) The quote from the website does not mention that the majority of the pieces produced are one-offs and the number of manufactured pieces is not in large quantities.

The factory once with mass production at its heart is dead, now producing kitsch items that sell to the highest bidder. The website goes on to say “In the Craft Studios artists demonstrate the traditional southern New Jersey crafts of pottery, wood and flameworking. The 1863 C. P. Huntington Train, 1876 Centre Grove Schoolhouse, Arthur Gorham Paperweight Shop, Christmas Shop, and the Education and Event Center now complete the attractions.

The 100-room Country Inn by Carlson®, PaperWaiter Restaurant and Pub, and Heritage House Banquet Facility are located adjacent to WheatonArts.” (Wheaton Arts, n/d)The whole center is in a sense become a Jamestown Living Museum wanna-be. In an effort to preserve a manufacturing process, it has killed it. The glass factory is now a place for visitors to watch a process who’s only purpose now is to “Wow” visitors, and produce one-offs for artists.

permanent structures and “temporary” cargo containers for storage and studio space. The residency program has the opportunity not only to expand its influence on the compound of Wheaton Arts Center, but also on the surrounding city of Millville.

The lessons that can learned from this town are many. A once important center of manufacturing has found itself struggling to survive, lost now in the kitsch-craft world.

Bringing the artists residency program closer once again to the heart of glass manufacturing, and taking production processes into consideration when designing can form an allegiance between design and manufacturing. This allegiance allows both practices to become lucrative.

There is an extremely interesting struggle that is occurring within the compound of Wheaton Arts Center.

A tug of war is occurring between the “Living Museum” part of the center and the growing artist residency program. The residency program has the desire to become more established, and is causing many changes occur. In an almost ad-hoc and secretive way the residency program adds spaces through both quickly built

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FIGURE 8: Wheaton Arts Glass Studio

INCUBATORS, EXPERIMENTAL FACTORIES, AND COMMUNITY GROUPS: GENERATING INFORMAL NETWORKS OF KNOWLEDGE There are two types of institutions that attempt to create social/professional networks in locations where they currently don’t exist; they are collaborative incubators, and community groups. “Incubators” create an agglomeration of knowledge by placing people of similar interests within proximity to each other. The close proximity creates spillovers of knowledge, and consequently informal networks of knowledge between them.

Two types of incubators exist. One type consists of a series of studio spaces, often rented out to artists within renovated or new buildings. The type of artists, and the “research” they are conducting is unimportant to acquire space. Many times, it is not even the goal to create knowledge within these incubators, but merely to rent out space. The knowledge transfer happens as a default due to the open culture inherent in art and design. Examples of these types of incubators include The Creamery, ActivSpace, and Globe Dye Inc. Another type of incubator, like the Kohler Art Institute or EFM (Experimental Factory Magden) are “Experimental factories” that have established spaces, often with permanent collections of machinery and testing devices. They often are also equipped with an existing knowledge base. These programs that open themselves to residency programs, by either artists or any other profession, normally require a portfolio or thesis to be accepted. Informal networks tend to occur within these buildings between residents and in house technicians, but the knowledge generated rarely leaves the building in any productive way for the surrounding community to use.

Community groups are groups without actual infrastructure (buildings) that seek to establish networks of people to accomplish a common goal. The goal is often already defined, such as “Beautifying” a neighborhood.

Informal networks are created within these groups, but knowledge generation is not a goal. This can be witnessed in the University Cultural Center Association where

dispersed studios throughout the city come together to fix the infrastructure of the city, no artistic knowledge is transferred. These groups were more concerned with the actual surrounding community, and not the community of artists in the area.

The diagrams to the right show how knowledge is accessed, transmitted, and where the sources of knowledge are generated within these creativity incubators. A general critique of these incubators is that the surrounding community is not given the option to participate in knowledge creation. Secondly, what knowledge is created within these incubators rarely leaves the walls of the incubator, and when it does it is in the form of community classes. These classes provide knowledge that is extremely filtered, and has little ability to be manipulated by the community to meet their needs.

These incubators in one way or another fail to combine knowledge from both, artists and engineers and those in the surrounding community into a single productive entity.

Creating a secondary informal network of knowledge between the community inside the incubator and community surrounding the incubator allows for collaboration to occur that can not only spur new ideas, but “Create new meaningful forms” that have applications in the daily life of people. The informal network generated with the outside community also rings similar to those in Jingdezhen, allowing critique to occur whenever, and from whomever. The diagrams to the right further show how these organizations generate and transfer knowledge, and who is affected by this transfer of knowledge.

D E S I G N

M A N U F A C

Boeing plant acts as two buildings, one for designers, and one for manufacturers. Diffusion happens between them.

SINGULAR BUILDING

Knowledge stays within walls of building or Is only applicable to small, already empowered population

KNOWLEDGE ONLY ORIGINATES FROM AND STAYS WITHIN BUILDING

-Boeing Plant -The Experimental Factory

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FIGURE 9: Community Network Types

Studios are individual and singular, no knowledge transfer happens between multiple.

Diffusion of knowledge happens between individual artists within same building.

Causes similar trades to group together.

MULTIPLE BUILDINGS Diffusion of knowledge occurs within but Not in-between buildings Buildings often gain individual identity based upon agglomeration of specific trades. i.e. “Potters Alley,” Fashion Building

DISPERSED STUDIOS “COMMUNITY GROUP” “Community Beautification” Individual studios work together under title “University Cultural Center Association” only to enhance APPEARANCE OF community but No artistic/creative collaboration occurs, network only improves infrastructure i.e. picking up trash, graffiti removal EXCEPTION: Scheduled festivals or concerts

KNOWLEDGE ONLY INSIDE OF BUILDING

-The Creamery -ActivSpace -Globe Dye Inc.

NO TRANSFER OF KNOWLEDGE

-University Cultural Center Association

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SINGULAR BUILDING Similar to Creamery, ActivSpace, Globe: Diffusion of knowledge within studios contained in building Differences lie in community involvement through classes held by resident artists: PROBLEM: One way flow or knowledge, out to community- can only be “taught” and not influence creativity. Community is second class to artists.

RESULT: Impact of class only affects small area, cannot be replicated or manipulated to meet comm. needs

T.B.D. Combination of models presented above: Community must become active within design processes to make their skills applicable to creative economy Studios must extend into existing infrastructure and make boundary of building permeable/accessible

KNOWLEDGE ONLY LEAVES BUILDING IN EDITED CONTEXT

INFLUENCE TO AND FROM ALL DIRECTIONS

-4731 Building -Kohler Art Institute

REQUIRED COMBINATION OF ABOVE EXAMPLES

MANUFACTURING: AN ECONOMIC STIMULUS WHY MANUFACTURING

Attempting to find areas within America where craft and skill were as pervasive in culture as Jingdezhen yielded no results. It was observed that with the correct interventions locations where existing agglomerations of varying manufacturers reside, like urban industrial corridors have the potential to have a similar atmosphere as Jingdezhen. More then Jingdezhen, they can become locations where design and process are one in the same.

Manufacturing provides a means, the reason, like in Jingdezhen for informal networks of knowledge to form, and to influence innovation. The. U.S. Economy, will be extremely dependant on manufacturing in the near future to provide jobs, produce income, and most importantly drive innovation. Manufacturing provides a stable base for the economy, in contrast to the “Growing dependence on Finance, Insurance and Real Estate Sector, which is not only volatile when the economy is weak, but is less likely to directly benefit workers with lesser skills and education.”(NYIRN, 1999, p5) An article in Metropolis Magazine, titled Made in the USA,

by Stephen Zacks revealed urban agglomerations, where manufacturing practices were still alive. The subtitle was Contrary to popular belief, American manufacturing jobs haven’t all been shipped over-seas. Utilizing better design and state-of-the-art technology, the manufacturing sector, profit-wise has grown. The article explains that 10,000 to 20,000 manufacturing jobs are lost every year in the United States, being replaced by “Professional and service-sector work…to keep the unemployment rate relatively stable.”(Zacks, 2008) The problem is that the new service and professional jobs are “Being created in places with better-established educational institutions and technological infrastructures.” This leaves smaller, unadapted cities and towns in ruin. (Zacks, 2008) The article explains that most of the job losses within manufacturing are not from outsourcing to other

countries, but from new efficiencies in manufacturing.

In an effort to save “Small and medium-size companies which employ about 60 percent of the country’s manufacturing labor,”(Zacks,2008) these small businesses are being helped by the government, both national and regional. Through grants and tax incentives, communities and manufacturers are “Experimenting with new strategies to maintain their manufacturing bases by encouraging innovation, providing incentives for companies to invest in research and development, subsidizing technical training for unemployed workers, and support renovation and relocation of existing factories.”(Zacks, 2008) The article cited the Delaware Valley Industrial Resource Center, The Philadelphia Industrial Development Corporation, and the New York Industrial Retention Network as some groups aiming to save, and retool these manufacturing centers and industrial corridors to survive within the new economy.

Contemporary manufacturing methods will rely on communication and collaboration between all who are involved in manufacturing processes.

Companies have cited “…The biggest stumbling block to the ultimate achievement of their goals [JIT/Lean manufacturing] was found to be the dual problems of poor quality from suppliers and unpredictable deliveries.”( Hutchins, 1998, p22) To right these issues, a mutually beneficial collaboration must occur between manufacturer and supplier, this can only occur by having close proximity to one another. Japanese companies, especially Toyota who have mastered Just-In-Time and Lean Manufacturing, believe “Rather than developing an adversarial relationship with the supplier, it is beneficial to help each other….It is common for the customer to offer training and other assistance to the supplier to their mutual benefit. “(Hutchins, 1998, p13) “Their belief is that by operating in this way the supplier will develop with the

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customer a common interest in achievement of market goals.” (Hutchins, 1998, p22) Solving many of identified issues like, “Supplier quality problems, distribution, poor communication, inadequate documentation, supplier too far away, supplier given wrong information”( Hutchins, 1998, p53) can improve manufacturing efficiencies significantly.

Designing properly to take into account manufacturing, marketing, and supply processes is integral to making a more efficient process, “JIT problems are found to be related to design, in some cases as high as 80% of all the failures.”( Hutchins, 1998, p68) Over the “Past three decades there has been a fashionable view, largely encouraged by designers, that designers should design and production should produce and never the twain shall meet.”( Hutchins, 1998, p67) This concept is fundamentally wrong, and must be stopped. “Many of the problems experienced in manufacture have the origins elsewhere and frequently result from a lack of collaboration between manufacturing and related departments.”(Hutchins, 1998, p97) Design is not a singular problem, like a manufacturing issue may be, “A [design] flaw not detected until manufacture will involve modifications to tooling jigs, fixtures, and process setups….and cost can then be inflated to astronomical proportions which may in some cases threaten the company’s very survival.”( Hutchins, p98) A design problem persists throughout entire manufacturing processes and within the final product itself. “Unlike a manufacturing fault, which may only affect a single product or batch, the design fault, whether it be customer related or process related will be present in every single item which is made.”(Hutchins, 1998, p98)

Lack of collaboration between the multiple processes of manufacture can cause problems within other sectors, “For example, design may produce a cheap design to meet

the constraints from marketing or finance, but in doing so conflict with the needs of production, who are primarily concerned with ease of manufacture. This may also conflict with the goals of the quality department which is concerned to establish in the marketplace a reputation for reliability.”(Hutchins, 1998, p50) In 1993, under the Federal Omnibus Budget Reconciliation Act, the Empowerment Zone/Enterprise Community (EZ/EC) program was established. (Fed. Empowerment Zone-Minneapolis, n/d) The aim of the program is to “Empower people and communities across the United States by inspiring Americans to work together to develop a strategic plan designed to create jobs and opportunities in our nation’s most impoverished urban and rural areas.” (Fed. Empowerment Zone-Minneapolis, n/d) Communities must apply for Empowerment Zone designation and subsequent funding. The community is “Required to prepare a community-based strategic plan for revitalization--the cornerstone of the application process for Empowerment Zone or Enterprise Communities.

The Strategic Plan required communities to assess their assets and problems, create a vision of a better future, and structure a plan for achieving that vision.”( Fed. Empowerment Zone-Minneapolis, n/d) The program falls under the Department of Housing and Urban Development (HUD).

technical assistance, the Initiative has helped spur private investment in communities that have experienced severe economic decline. The program provides performanceoriented, flexible Federal grant funding so communities can design local solutions that empower residents to participate in the revitalization of their neighborhoods.”

(Homes and Communities-HUD, n/d) Each of the first designated Empowerment Zones, nine in

all, six urban areas and three rural were granted tax breaks for businesses in social service block grants. (Homes and Communities-HUD, n/d) The urban EZ zones received $100 million, and the rural, $40 million. One industrial corridor in the first round of grants was the Philadelphia and Camden Empowerment Zone, which was also the first bi-state Empowerment Zone, Philadelphia receiving $79 million, and Camden receiving $21 million.(American Street EZ, n/d, p1)

The Empowerment Zone program allows communities to directly fund projects in ways that they see fit. This creates flexibility of the funding, and allows the community to make the decisions as to where the money is spent. Often it is the community who understands best where money must go to be effective. Quoted from the Department of Housing and Urban Development, “The Federal Government has been actively engaged in assisting the designated communities in realizing their revitalization strategies. By providing tax incentives, grants, loans, and

MANUFACTURING HAS A LARGE FOOTPRINT IN MOST STATES, 2006 19

FIGURE 10: Manufacturing G.D.P Per State

THE FUTURE OF AMERICAN MANUFACTURING: CASE STUDIES OF URBAN INDUSTRIAL CORRIDORS AMERICAN STREET INDUSTRIAL CORRIDOR “The Philadelphia EZ consists of three neighborhoods: American Street, North Central, and West Philadelphia.

Each EZ neighborhood has its own community trust board with responsibility for allocating federal grant dollars…”(American Street EZ, n/d, p1) The grants are good until December 2009.(American Street EZ, n/d, p1) The planning process for how to allocate the money for each neighborhood is done through Area Workshops, where “Business owners, residents, and community leaders identify issues and establish goals…, Community Meetings, meetings for those who may not have been able to make the area meeting, and lastly, Visual Presentations of the plan, displayed in thirteen public spaces within the neighborhood.”(American Street EZ, n/d, p2) The basics of each plan are founded on principles including, “Control crime and mischief hotspots,” “Eliminate blight,” “Remove obsolete infrastructure,” “Support job creation,” “Build new homes,” “Improve schools,” “Support small business,” and “Grow local capacity for stewardship.”(American Street EZ, n/d, p4-5) After reading over the plans currently being undertaken by the American Street EZ, they seem naïve in their effectiveness. Also, no strategies mentioned to achieve these goals.

The American Street Industrial Corridor is one of the more interesting locations I researched, described as, “Once the center of Philadelphia manufacturing is being gradually reoccupied by a new generation of smaller fabrication and distribution-type businesses.” (American Street EZ, n/d, p6) The area currently “Contains enough vacant land that development by new or expanding light manufacturing/ distribution businesses could double the number of jobs within the district…”(American Street EZ, n/d, p6) Residents, from the reports I read are somewhat weary of these changes, citing “That the district is nested among residential blocks where churches, schools houses, and

shops are often ‘right next door’.”( American Street EZ, n/d, p6) Residents fear that revitalization of this area will not only bring in new industry that will disrupt the community with more noise, and heavy truck traffic, but also they may possibly be relocated to make room for more business and infrastructural changes.

The American Street EZ community is focused on revitalizing the commercial and industrial aspects of this corridor by supporting “Modern industrial fabrication and distribution activities.”(American Street EZ, n/d, p16) They are marketing towards smaller, more specialized fabricators. The industrial corridor currently supports sixty companies and almost one thousand employees.( American Street EZ, n/d, p16) Facilities range from 3 acres to 3,500 sq ft facilities, with industries like “Prepared food, contract furniture, and building supplies.”(American Street EZ, n/d, p16) Residents feel that simply providing the facilities for businesses is not all that is needed to attract them, further, “The district’s success at attracting new companies and quality employee’s is [currently] hindered by the appearance of the corridor.”(American Street EZ, n/d, p16) There are currently two proposed improvement projects being undertaken, the “Good Neighbor” Improvements and “Industrial District Identification and Branding Projects.”(American Street EZ, n/d, p17-18) The “Good Neighbor” Project seeks to make the district less of an “intrusion” upon the surrounding neighborhoods by making the area more pedestrian friendly by improving sidewalks, particularly at intersection crossings. Also they seek to improve loading conditions for the trucks used to move the products made within the corridor. Lastly they want to create a clearly signed truck route from I-95 into the corridor so the trucks know to use the wider streets.

(American Street EZ, n/d, p17) The identification project seeks to brand the area by “Creating a landmark gateway,”

20

“Installing large illuminated address numerals,” “Improving landscape,” “Upgrading fencing,” and lastly “Painting murals.”( American Street EZ, n/d, p18) These ways to improve the corridor seem rather limited, and lacking the substance needed to actually support an industrial district. The real needs of the corridor seem to be ignored in an effort to make the area more “hip.”

Aesthetic issues are real, but at the core of the problem is how to provide an environment that not only gives better facilities to these industries, but utilizes their products and skills in a way to generate more revenue and knowledge.

The aesthetic improvements will come as a product of the renewed industry. Aesthetic improvements will not, and cannot be a catalyst for the types of changes these locations need.

History is not only a story to be told or an inspiration for design. It has tangibles that cannot be forgotten, and still affects lives today. Recently, it was discovered that there were “Dangerous levels of toxic chemicals present in the ABSCO site [of the American Street corridor] and its proximity to residential properties in the area create a very high potential for human exposure.”(Burgos, n/d) The past, a very real thing can sometimes bring unwanted, and unwelcome issues, like toxic chemicals from the previous manufacturers. There are also worries right now concerning possible gentrification of the area once it has been revitalized. This fear has been compounded by the city relocating current residents bordering the corridor to other parts of the city. (Burgos, n/d) The American Street EZ claims this relocation is needed, they claim to provide “Large, continuous parcels of land of at least one acre” (Burgos, n/d) to prospective businesses. To do this they must assemble many smaller pieces of land with different owners. The American EZ states “The City of Philadelphia began assembling land along American Street 20 years ago. The EZ’s goals are to assemble vacant land in or

Maps and graph reveal economic opportunity and clustering of knowledge and skill within urban/densely populated areas. Businesses must move to these locations to obtain skilled labor/ employees. As stated previously, cities provide important creative stimulus due to dense, heterogeneous population of “Creatives.”

facing the corridor, select parcels with the least level of relocation required, and create parcels of one acre or more to attract new employers.” (Burgos, n/d)

ECONOMIC ACTIVITY

CLUSTERING OF INDUSTRY, U.S.A

-

Amount of Industry

FIGURE 11: Clustering of Industry, U.S.A FIGURE 12: Economic Activity, “Who’s Your City” FIGURE 13: Industry Related Patents, U.S.A

INDUSTRY RELATED PATENTS, U.S.A

+

-

21

Amount of Patents

+

S

AMERICAN STREET PROPOSED RENOVATIONS

These are proposed aesthetic changes to the American Street Corridor. It is predicted by this thesis that these changes, and the extremely limited infrastructural changes will not be enough to revive industry. The factory itself must become more efficient in producing products by accessing local networks of knowledge within these agglomerations of manufacturers.

Average Scale: 1 inch = 470.4 feet

CLOCKWISE FROM BOTTOM LEFT FIGURE 14: Directly Above: American Street, Existing Conditions FIGURE 15: American Street Proposed Renovations FIGURE 16: American Street Industrial Corridor FIGURE 17: American Street Proposed Infrastructural Changes

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(c) Copyright 2003, Pictometry International

NEW YORK INDUSTRIAL RETENTION NETWORK The New York Industrial Retention Network has not only identified industrial corridors within the Metro Area, but it has also compiled many interesting statistics about manufacturing within the contemporary economy. Within the City of New York, there are over “1,100 manufacturing companies,” providing “260,000 relatively high quality jobs for people who often have little education and few employment alternatives.”( NYIRN, 1999, p1) “On average, manufacturing jobs pay more than service jobs for men and women…who possess lower levels of education.”(NYIRN, 1999, p5) The NYIRN is attempting to provide strategies for revitalization by analyzing statistical data that will “Help improve the competitiveness of New York City companies,” and to “Encourage the redevelopment of industrial space.”(NYIRN, 1999, p1) Through mailings to, and later responses from industrial manufacturers throughout the city, the NYIRN sees extreme possibilities for growth in industry. Manufacturers reporting to the inquiries show that “An extraordinarily high percentage of manufacturers throughout the city plan to make capital investments in the next five years.

Almost 80% plan to invest in equipment and machinery and 36% plan to invest in land and buildings.”(NYIRN, 1999, p1) The much smaller percentage of those willing to invest in real estate seems to show a growing concern within the market for new property. “Over 58% of the survey respondents report that the real estate situation has worsened over the last 12 months.”(NYIRN, 1999, p1) The NYIRN cites this is due to “Rising rents, re-zoning and the lack of affordable, quality space…”(NYIRN, 1999, p1) One of the more interesting ways the NYIRN is attempting to solve the real estate issue, other than the normal tax incentives, and grants, is through the establishment of “Industrial Communities.”(NYIRN, 1999, p2) These areas would provide a planning process for areas with mixed zoning for “Manufacturing, residential and commercial

uses.”(NYIRN, 1999, p17) The process would “1.Provide a vehicle for addressing the tensions that can arise between manufacturing and other uses over such issues as trucking routes, parking and noise. 2. Create area-specific strategies to capitalize on the strengths of each community, link residents to local jobs, and promote industry-specific clusters, and 3. Reduce the speculative warehousing of industrial space by clearly designating those areas that are to be preserved for manufacturing…”(NYIRN, 1999, p17) The NYIRN sees opportunities for the manufacturers within the industrial communities to provide vocational training. Manufacturers in the Bronx, Manhattan, and Queens cited problems finding skilled workers, more so in Manhattan and Queens.(NYIRN, 1999, p12) The NYIRN sees that “Difficulty finding qualified employees may present a tremendous policy opportunity.” (NYIRN, 1999, p11) “Closer links between manufacturers and these programs[vocational] would improve placement and rates and encourage business stability among manufacturers…”( NYIRN, 1999, p11) There are many government programs that attempt to train skilled workers, “The city and state spend over $140 million each year to provide employment assistance…”( NYIRN, 1999, p1) According to the survey though, most manufactures do not like to hire from these government training programs, instead preferring to hire by “Word of mouth and to do their own training.”(NYIRN, 1999, p11) With these findings, it seems logical that a combined effort between manufacturers and vocational programs would provide skilled labor at a quality all would appreciate.

“The city should encourage the direct involvement of manufacturers in the development and implementation of programs that provide technology assistance, marketing and market research and vocational training.”(NYIRN, 1999, p4) These manufacturing jobs are critical to creating a stable economy, “A strong manufacturing base supports a diverse, more stable economy and promotes solid job

23

growth…” “This is particularly important for New York city where there is a growing dependence on Finance, Insurance and Real Estate Sector, which is not only volatile when the economy is weak, but is less likely to directly benefit workers with lesser skills and education.”(NYIRN, 1999, p5) Along with finding skilled employees, manufacturers are having trouble finding adequate space, as explained previously by the statistics. “The emerging issues for manufacturing is affordable real estate and finding adequate space for their businesses to grow. Fifty-eight percent of the respondents reported that real estate costs had worsened.”(NYIRN, 1999, p8) The higher costs in space has left small manufacturers without a space for business and industrial parks with “Declining vacancy rates and rising prices,”(NYIRN, 1999, p8) due to large manufacturers buying up all the space. These two aspects compound problems faced by smaller manufacturers trying to find space. Manufacturers have to look increasingly to industrial parks to have their businesses because “Manufacturing space is being converted into office and other commercial uses,”(NYIRN, 1999, p9) and “Threatens many manufacturers with dislocation.”(NYIRN, 1999, p15) Lastly, the NYIRN has found that many small manufacturers practicing traditional methods of manufacturing, i.e. woodworking, metal working, ceramics, etc, have “Low utilization of public programs…” because “the manufacturers time and energy is more necessarily concerned with making sales, “pushing the product out the door” and the crisis of the moment. They are particularly reluctant to dedicate time to investigate programs when they, rightly or wrongly, perceive that those programs are only for bigger companies, “high-tech” or white-collar industries.”(NYIRN, 1999, p9)

20 Ashland

13

71st

7

12 21

87th

Cicero

22

47th

3

12

18

103rd

63rd

13

7

Brandon

5 6

106th

130th 114th

Halsted

130th

138th Torrence

114th

Halsted

5 6

122nd

Ellis

106th

122nd

15. Armitage

24

98th

98th

State

Kedzie

Western

Pulaski

1023

1023 Ashland

18

103rd

111th

Stony Island

4

Cottage Grove

95th

tern Wes Yates

Pulas ki

Cicero

Kedzie

Pulaski

87th

Kedzie

111th

79th

Avenue O

71st

Cicero

1. Clybourn 2. Elston 3. Goose Island 4. Kinzie 5. Chicago-Halsted 6. Lake Calumet Planned Manufacturing Districts 7. Western-Ogden 1. Clybourn 8. Stockyards 2. Elston 3. Goose Island 9. Northwest 4. Kinzie 10. West Pullman 5. Chicago-Halsted 6. Lake Calumet 11. Pilsen 7. Western-Ogden 8. Stockyards 12. Harlem 9. Northwest 10. West Pullman 13. Greater Southwest 11. Pilsen 12. Harlem 14. Kennedy 13. Greater Southwest 15. Armitage 14. Kennedy

4

95th

Ashland

8

Planned Manufacturing Districts

8

FIGURE 18: Chicago’s Industrial Corridors

138th Avenue O

31st

Brandon

16

Pershing

55th

11

79th

Cermak

7

Torrence

24

3

Yates

Central

20 Centra l

1 13 2 3 10 4 5

Ke dzie

Madison

Roosevelt

9

14

Narra gans ett

Pacific

Harlem

Narragansett Harlem

63rd

Chicago

1 14

17

Cic ero

8

15

North

9

8

22

47th

12 2

55th Fullerton

Narraga nsett

8. Harlem 9. Kennedy 10. Kinzie 11. Knox 12. Little Village 13. North Branch 14. Northwest 15. Peterson 16. Pilsen 17. Pulaski 18. Pullman 19. Ravenswood 20. Roosevelt Cicero 21. Stevenson 22. Stockyards 23. West Pullman 24. Western Ogden

East River

Belmont

CITY of CHICAGO

Stony Island

11

Irving Park

12 21

15 Pershing 19

6

Lawrence

11

Cottage Grove

Devon

Bryn Mawr

7 16

31st

Pulaski

Cicero

Touhy

Central

1. Addison 2. Armitage 3. Brighton Park 4. Burnside 5. Calumet 6. Elston Armstrong 7. Greater Southwest 8. Harlem 9. Kennedy 10. Kinzie 11. Knox 12. Little Village 13. North Branch 14. Northwest 15. Peterson 16. Pilsen 17. Pulaski 18. Pullman 19. Ravenswood Industrial Corridors 20. Roosevelt Cicero Addison 21. Stevenson 2.1. Armitage Brighton Park 22. Stockyards 4.3. Burnside 23. West Pullman 5. Calumet 6. Elston Armstrong 24. Western Ogden 7. Greater Southwest

Western

Kedzie

Nagle

Central

Harlem

Industrial Corridors

Cicero

The Plan Commission feels that in order to work, these industrial corridors must have a well maintained infrastructure that allows modern production and transportation methods to occur. The corridors must also have well defined boundaries as to not interfere with surrounding neighborhoods.(Indust. Corridors of Opp, 2004) The two strategies currently being used

24

Cermak

Harlem

The Industrial Corridor Policy seeks to preserve quality jobs within the city, feeling that a strong economy depends on a diversified workforce. The policy points out manufacturing as one of the key aspects of a diversified economy. “Manufacturing often provides high-paying jobs and supports important secondary labor markets.

Manufacturing creates wealth in the local economy by adding value to goods, fostering advanced technologies and spurring the development of new industries.”(Indust.

Corridors of Opp, 2004) Chicago’s industrial land use policy understands that urban environments require different, unique approaches to revitalization, stating “The growth of Chicago’s economic base will take place in built environments and will be driven largely by the expansion and modernization of existing companies.”(Indust.

Corridors of Opp, 2004)

Cen tral

Roosevelt

Ellis

CHICAGO “CORRIDORS OF OPPORTUNITY”

State

Madison

Another city committed to revitalizing its industrial past is Chicago. In 1993 the Chicago Planning Commission started an industrial land use policy. (Indust. Corridors of Opp, 2004) “This policy is designed to foster the expansion and modernization of Chicago’s industrial companies by enhancing the physical environment in which they operate.”(Indust. Corridors of Opp, 2004) In all, the plan sets aside 24 corridors throughout the city.

The city defines an industrial corridor “As any area that has been designated as a priority area for industrial development and/or retention in a plan approved by the Plan Commission or City Council.”(Indust. Corridors of Opp, 2004)

9

14

Pulaski

Harlem

Chicago

1 13 2 3 10 4 5

Cic ero

15

North

Narragansett

2

are “Creating Accessible and Attractive Environments throughout the City’s Industrial Corridors,” and “Assuring Stable Land Use within the Corridors through improved Zoning and Land Use Regulation.”

One of the most interesting corridors is the Kinzie Industrial Corridor. Located in the NearWest part of Chicago, West of the Loop, it has many communities surrounding it, like East Garfield Park, Humbolt Park, and Near West Side. (Indust. Corridors of Opp, 2004) The ICNC, the Industrial Council of Nearwest Chicago, serves as an advocate for the businesses in the corridor, and provides them with a multitude of services including real estate listings. (industrialcouncil.com) The Kinzie Corridor has over 2000 companies in it, with a wide variety of types of trades. (Indust. Council of Nearwest Chicago, n/d)

25

FIGURE 19: Kinzie Street Industrial Corridor

CHOOSING A SITE:

KINZIE INDUSTRIAL CORRIDOR, CHICAGO The Kinzie Industrial Corridor posed many advantages and opportunities as compared to other Industrial Corridors researched. Accessibility of information was one of the most important factors. The City of Chicago has extensive, readily available information about zoning, building conditions, rail line locations, streets, etc. This allowed in depth research to be conducted and conclusions to be met that would not have been possible without said information. One of the most valuable resources was the Director of Industrial Initiatives and Policy for the Chicago Department of Planning and Development., Nora Curry. She provided invaluable information, and contacts that otherwise would never have been available. The Industrial Council of NearWest Chicago (ICNC.org) also provided valuable insight as to what was currently important to manufacturers in the corridor.

The corridor also has a varied range of manufacturers dealing with glass, metal, stonework, lighting, electrical, and also had a somewhat large design base found within existing architectural firms. This allowed this thesis to explore opportunities arising from interdisciplinary collaboration.

The Kinzie Corridor, and Chicago as a whole has a very interesting opportunity, a rich history in the rail road.

The Kinzie Corridor, as well as the majority of the other industrial corridors in Chicago have active freight and passenger rail lines running through them.

Siting the project within urban industrial corridors was critical to this thesis. As explained earlier, being within a creatively synergistic environment, the city is critical. An environment composed of multiple disciplines, not only within the manufacturing sector allowed the possibility of interdisiplinary collaborations to be contemplated.

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FIGURE 20: Kinzie Street Industrial Corridor

KINZIE EXISTING BUILDINGS

FIGURE 21: Kinzie Street Industrial Corridor

FAILING INFRASTRUCTURE

27

INEFFICIENCIES IN MOVEMENT OF GOODS

THE KINZIE INDUSTRIAL CORRIDOR: BASIC TRANSPORTATION ACCESS

NORTHWESTERN UNIVERSITY

ROAD

WHOLE SPREAD FIGURE 22: Kinzie, General Analysis

COMMUTER TRAIN

SUBWAY

BUS

28

UNIVERSITY

TRADE SCHOOL

HIGH SCHOOL

MULTIPLE TYPES OF MANUFACTURERS IN THE SAME CORRIDOR

EXISTING MANUFACTURERS WOODWORKING

GLASS BLOWING

MACHINING

LIGHTING/ELEC

GRAPHIC ART

STONE

ARCHITECTURE

STEEL

FOOD

Selecting a site with multiple, different, manufacturers/designers in close proximity was integral to this thesis. As previously described, it is the goal to produce a corridor with multiple, specialized manufacturers who rely on one another’s skills to produce intelligent products. Creating an avenue for which these manufacturers/designers could easily trade goods and services allows them to become interdependent, and each to focus on one particular aspect of a products production.

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THE NEED FOR NEW INFRASTRUCTURE: URBAN INDUST. CORRIDOR TYPOLOGY STUDIES OPPORTUNITIES AND DISADVANTAGES Throughout this year-long study, multiple interviews with Nora Curry were conducted. She provided first hand accounts of issues Chicago’s urban industrial corridors were having. She pointed out one aspect in particular, the inability to transport goods efficiently due to congested roads. Ms. Curry also was able to obtain detailed maps of the individual corridors, including zoning, rail lines, buildings, etc. This allowed studies to be conducted into where these transportation inefficiencies were occurring, and the ability find possible solutions.

Mapping studies allowed the observation of an obvious axis that existing rail lines formed through the center of most of Chicago’s industrial corridors. A conclusion was drawn that all of these corridors were originally formed around these lines. . This conclusion was strengthened as it was found that these corridors have little to no formal relationship to existing highway systems.

Ms. Curry also explained that there were numerous complaints filed by residents surrounding the corridors, ranging from noise caused by idling freight trucks, to physical damages these trucks were causing within residential neighborhoods. Examining zoning maps revealed that all the industrial corridors were completely surrounded by residential neighborhoods, and more residential construction was planned.

The solution to the issue of how to revive American manufacturing became two-fold, a need for new methods of communication between various disciplines producing a product, and now the need to transport goods more efficiently within an urban environment.

30

FIGURE 23: Chicago Congested Highways: 3/11/09

31

THE RAIL ROAD:

AN INDUSTRIAL CORRIDOR’S MOST VALUABLE “NATURAL” ASSET

AREAS SHADED IN BLACK SHOW CITY OF CHICAGO DESIGNATED INDUSTRIAL CORRIDORS

RAIL LINES HIGHWAY WATER

TRAIN, WATER, HIGHWAY, STREET GRID

A. CHICAGO

B. CHICAGO

In a series of mapping studies, starting from a macro view of Chicago, to a micro study of the Kinzie Corridor, a number of different infrastructural relationships were observed and compared. Opportunities for improving and building upon existing transportation routes were found. Relationships were compared between the multiple corridors within Chicago to see what infrastructure was shared. Waterways, Highways, Rail Passages, and relationships to the City Grid are the variables that were studied.

32

INDUSTRIAL CORRIDORS AND TIF’S (TAX INCREMENT FINANCING ZONE)

INDUSTRIAL CORRIDORS, AND HIGHWAYS

C. CHICAGO

D. CHICAGO

MAP SERIES FIGURE 24: Chicago Infrastructure

33

Highways seem to have little relationship to the formation or location of Industrial Corridors. This leads to many of the difficulties freight trucks have navigating to the highways. To get to the highway, trucks must often go through dense residential neighborhoods, this leads to many complaints to the city, and accidents between freight and commuter vehicles.

1

5 3

2 4

9 8

7

6

E. CHICAGO

INDUSTRIAL CORRIDORS, AND RAIL ROAD

INDUSTRIAL CORRIDORS, WATER, AND RAIL ROAD

F. CHICAGO

Two main forces seem to shape the way in which industrial corridors form, rail lines and water ways. Rail lines for the most part form the center axis of these corridors. Rail lines seem not to respect the city grid, and because of this, neither do the corridors. This leads to the conclusion that these corridors originally formed around the rail line, or at least when they first formed, the rail was much more important then road ways for transportation.

34

INE L L R AI

1. ELSTON/ARMSTRONG

RA

IL

2. KENNEDY

LIN

E

3. KNOX

4. PULASKI

5. RAVENSWOOD

8. KINZIE

7. PILSEN These are blown up maps of individual corridors to show the importance rail lines had on the formation/zoning of Chicago’s Industrial Corridors.

35

6. BURNSIDE

9. ARMITAGE

KINZIE INDUSTRIAL CORRIDOR: SURROUNDED ON ALL SIDES

INDUSTRIAL CORRIDOR / PLANNED MANUFACTURING DISTRICT COMMERCIAL GREEN SPACE / PARKS RESIDENTIAL TO-BE RESIDENTIAL (REZONED FROM MANUFACTURING)

Current zoning conditions of the Kinzie Industrial Corridor, and the land surrounding it show that the corridor will soon be completely surrounded by dense, urban residential homes. In talking with Nora Curry and the ICNC (Industrial Council of NearWest Chicago) they cite many complaints by residents about idling noise, and trucks going through their neighborhoods to get to the highway.

FIGURE 25: Kinzie Corridor, Surrounding Zoning

36

This map shows current routes freight trucks must take to get to Interstate 95. The brown circular lines show sites where trucks go through residential neighborhoods, and consequently where the most complaints from residents occur.

FIGURE 26: Kinzie Corridor, Traffic Congestion

37

RESIDENTIAL NEIGHBORHOODS SURROUNDING KINZIE INDUSTRIAL CORRIDOR

FIGURE 27: Photos, Encroaching Residential

38

This set of images show the current, and expanding residential neighborhoods around the Kinzie Industrial Corridor. Images also show freight trucks idling within residential neighborhoods, and sharing roadways with residential cars.

The elevated subway line (shown above) defines the Southern boundary of the Kinzie Corridor. The obvious disparity of economic prosperity can be seen when comparing the new street lamps of the residential neighborhoods against the old, decaying corridor.

FIGURE 28: Top, Photo, Southern Boundary FIGURE 29: Right, Photo, Shared Roadway

39

DESIGN INVESTIGATIONS: STUDIES IN CONTAINER MOVEMENT

INFRASTRUCTURAL INTERVENTIONS WITHIN URBAN INDUSTRIAL CORRIDORS The previous findings of transportation issues were presented at the first review of the Spring Semester. It was brought to attention that research should be conducted into shipping container traffic, and its influences on contemporary infrastructure. It was found that currently, and even more so in coming years, the amount of container traffic entering cities, especially Chicago will be increasing dramatically. This increase in trade requires serious infrastructural changes should the requirements to move these containers be met. Chicago, like many cities is utilizing and upgrading existing rail lines in order to meet this new demand

Looking to these corridors, opportunity was seen for them to become the nexus for this new container traffic.

By reconnecting to rail lines that ran through them, they would have the ability to not only become part of the same network that was transporting containers, but more importantly become active participants in the network, adding and subtracting containers as required.

Multiple studies were completed in infrastructural systems to understand how movement of shipping containers could be conducted within these industrial corridors. Methods were explored utilizing maglev container conveyor systems, cranes, and forklift systems, the final result being a mixture of all these. All explorations were conducted using current outside research into this subject.

In attempting to understand how these containers would be moved from rail lines, into the corridor, and eventually to a manufacturers workspace one had to question what formal and architectural consequences would arise from such an infrastructural intervention. Questions arose as to whether existing buildings and manufacturing spaces should be preserved, or completely demolished in making way for a new style of manufacturing. The present state of the corridor was not the only factor needing to be considered. The future growth of the corridor after this intervention also needed to be contemplated. How would this new infrastructure affect future built form? Would new manufacturers begin to grow up to, and around the infrastructure in order to utilize its ability to move materials? Further, what would happen to areas that were not affected by this new infrastructure? Would they become rezoned/reprogrammed as service/ entertainment venues?

Lastly, this thesis needed to mitigate the two perceived needs of manufacturing, the new synergistic relationship required between manufacturers/between manufacturers and designers, and the need for easier movement of goods. This infrastructural intervention needs to provide an avenue for each. It must provide a way for goods to be easily loaded and unloaded from the main rail line, and also provide a means of material/knowledge transfer between manufacturers within the same corridor. Allowing this secondary scale of movement within the corridor creates the opportunity for the manufacturers located within the same corridor to become interdependent, and specialized.

40

SKETCHES FIGURE 30: Shipping Container Movement

41

CREATING A NETWORKED COMMUNITY:

TYPES OF RAIL NETWORKS THAT CAN BE UTILIZED WITHIN THE CORRIDOR DIRECT LINK Capacity requirements high in order to fill train to full volume.

Cargo must be stored until full volume is achieved.

All other nodes left to transport goods by road only.

HUB-AND-SPOKE O

O Train may stay at destination as long as required to fill. No need for fast transfers

Single, high-volume transfer

CORRIDOR

Capacity requirements high in order to fill train to full volume. Cargo must be stored until full volume is achieved.

High density flow, similar to Direct Link.

Nodes provide simple exchanges of small volumes (both onto and off train). Similar to passenger based mode.

Production facilities are both origins and destinations for goods from hub

OD

D MICRO SCALE: MANUFACTURER LOADING CONTAINER ONTO CONVEYOR SYSTEM

D

Flow similar to Direct Link in both directions

D

MACRO SCALE: CORRIDOR TO PORT OR OTHER INTERMODAL FACILITY

OD

Single designated hub that serves as transfer point between all nodes, even adjacent ones.

Large storage facilities needed for shunting and marshalling. All goods flow through hub.

MACRO SCALE: IMPORT/EXPORT TRANSFERS BETWEEN INCOMING AND LEAVING TRAINS

The diagrams above show types of rail networks that are utilized currently in other locations. Understanding the strengths and weaknesses of each allows for them to be used at different scales within the corridor to create different types of networks. At a macro scale these networks can connect the corridor to the rest of the country or world by direct link to other intermodal stations. At a micro scale, they can connect manufacturers within the same corridor. Utilizing Just-In-Time manufacturing production methods between multiple manufacturers would aid in the diffusion of ideas and knowledge. This new small scale trade network within the corridor would create a series of interdependent specialists, the corridor as a “unified factory.”

1

6

4 WHOLE SPREAD FIGURE 31: Rail Networks

42

HUB SYSTEM: STACKING AND REORDERING OF CONTAINERS WITHIN CORRIDOR

2

O= ORIGIN D=

CONNECTED HUB Multiple designated hubs serve as transfer points between nodes. Need for storage facilities divided between the multiple hubs.

OD D

DESTINATION

STATIC ROUTES Several nodes along set routes are used as transfer points along the route. Usually only parts of the loads are transferred at exchange terminals.

Full transfer of loads occur at end Gate Terminals

O

Several exchanges occurring. Requires un-rushed time schedule. Short exchange times are crucial. To be feasible, types of cargo carried will be limited as to adhere to all stations capabilities.

Production facilities are both origins and destinations for goods from hub.

Flow similar to Direct Link in both directions.

D Size of load being transferred varies throughout trip from origin to destination.

OD

MACRO SCALE: IMPORT/EXPORT TRANSFERS BETWEEN INCOMING AND LEAVING TRAINS

D

MICRO SCALE: FORMATION OF INTERNAL SUPPLIER AND MANUFACTURER RELATIONSHIPS. NOT NECESSARILY OVER CONTAINER CONVEYOR.

DYNAMIC ROUTES

Several nodes along A CONSTANTLY CHANGING ROUTE, based upon demand are used as transfer points along the route. Usually only parts of load are transferred at exchange terminals.

1 1

1 2

2 1 Size of load being transferred varies throughout trip from origin to destination.

O

2

D

2

Several exchanges occurring. Requires un-rushed time schedule. Short exchange times are crucial. To be feasible, types of cargo carried will be limited as to adhere to all stations capabilities.

MICRO SCALE: SORTING AND STORING MULTIPLE CONTAINERS BEING LOADED ONTO AND OFF CONVEYOR SYSTEM.

Below shows a diagrammatic plan in which different types of networks can begin to work within the corridor. Not all of the networks described in the diagram above must be done by rail. Manufacturers can also incorporate other methods of moving goods including forklift operations for smaller, faster moves between manufacturers within the same corridor.

3 CORRIDOR STYLE: MULTIPLE SMALL ADDITIONS AND SUBTRACTIONS FROM MAIN LINE

DIRECT ROUTE: BUILDING OF CAPACITY TO SEND TO OTHER INTERMODAL TERMINALS OR TO PORT FOR EXPORT. GOODS SENT OUT OF CORRIDOR

DYNAMIC ROUTE: MULTIPLE ADDITIONS AT VARIED TIME AND ORDER DEPENDING ON NEED AND READINESS 5 (NUMBERS SPECIFY ORDER IN WHICH GOODS ARE LOADED)

43

ACCESSING EQUIPMENT REQUIREMENTS:

LOW FIXED TERM. COST

AN

GE

TE RM

TE RM

DYNAMIC

EX CH

W AY

AN EX CH

ER M KE T

GE

L IN A SP O

TE RM HU B

KE T

ER M

IN A SP O

HU B

TE RM

TE RM ER .

STATIC

TE RM

CONNEC. HUB

GA TE

HUB AND SPOKE

L

IN A

L IN A IN T

EN D

RAPID TRANSSHIPMENT

TE RM

LI NK

DI RE CT

Small scale intermediate corridor at level of manufacturer loading containers onto conveyor. Fast, small scale vertical transfers

L

CORRIDOR

HIGH TERMINAL CAPACITY

REQUIRED MOST Small scale dynamic within corridor shunting and marshalling

Direct link with major ports at macro scale.

CRANE REQUIRED

TECHNICAL RELIABILITY Hub Terminal between other corridors and imports and exports.

Will need train to train transfers.

S PL WIN AT GI FO NG RM

R HI OLL GH IN W G AY

B SY I-MO ST D EM AL

LO AN RR D YT RA O IL GR W O AG UN SE ON D L RA F IL -LO W A AG DI ON NG

CT RE DI IN

RE

CT

SMALL-SCALE HORIZONTAL TRANSSHIPMENT

DI

RE

CT

SMALL-SCALE VERTICAL TRANSSHIPMENT DI

LI

REQUIRED LEAST

IN

NE

AL SH M AR

UN

TI

NG

NG

CONVENTIONAL TRAIN TO TRAIN

SH

G RE AN AC TR H YC ST RA AC N KE E R

TYPE OF LOADS ACCEPTED

LA W RG GE E T NE RA RA NS TIO FE N R DI RE CT

ACCESS TO ANY UNIT

MOST ABLE TO FULFILL

LEAST ABLE TO FULFILL

FIGURE 32: Container Transhipment Equipment

44

STATION OPERATIONS: CURRENT AND PROPOSED Gray shaded area indicates stacking and storage area... Approx 36 acres

Station can handle: 5,000 Teu a year (137 teu a day, or 68 freight trucks) 300 Foot double stacked train (5 cars) Static capacity of 10 cars

3000’

TRACK 4

In traditional stations every container must go though a minimum of 2 transactions (many times is more), with the store and stack method. Cost per handling range from $21-$36. A reduction in physical transactions can save hundreds of SITE IS ALSO BROKEN UP BY MULTIPLE ROAD CROSSINGS. thousands of dollars

190’ MIN

TRACK 3 ONLY OPEN, UNDEVELOPED LAND IS UNSUITABLE FOR TERMINAL. More than 60% of storage yard TRACK 2 to this currently beingEXTREME exploredSHORT-HAUL in IT IS ONLY 6 ACRES TOTAL, AND 70’ WIDE. IF IT WEREAnswers TO BE USED, IT are WOULD REQUIRE TRUCKING FROM MANUFACTURER TO is for vehicle automated sorting systems STATION. movement NOT ENOUGH SPACE TOTRACK ALLOW FOR NEEDED SIDING TRACKYARD ANDLEADSTORAGE. IF THIS WERE NOT ANLINE ISSUE, THERE IS NO ROOM FOR TRUCKS TO TURN AROUND AND WOULD CAUS TRAIN CARS AREEVEN DISCONNECTED FROM MAIN 4,600’ 1 MAJOR ROAD CONGESTION SIDING- WHERE EXCESS TRAIN CARS ARE STORED SO TRAINS ON MAIN LINE CAN PASS MAIN LINE- IMPORTS AND EXPORTS COME AND LEAVE ON THIS LINE

INFLUX OF GOODS ONLY FOR EXTREMELY LIMITED TIME ARE EXPORTS AND IMPORTS ARRIVING AT SAME TIME. 2 TRACKS CAN HANDLE FLUX

TIME IN YARD

CURRENT:

LOAD/UNLOAD

-

EXPORT RAIL TRANSFER

BARGE TRANSFER

TRANSPORT

STORAGE

TRANSPORT

UNLOAD

PLANNING FOR LOADING

SORTING AND SHUFFLE

PLANNING FOR STORAGE

TRUCK TRANSFER

TRANSPORT

RAIL TRANSFER

GATE

STORAGE

TRUCK RAIL

BARGE TRANSFER

IMPORT

LOAD

MANUFACTURER

+

PROPOSED SYSTEM: Combining the multiple programs and movements of a container yard NEW WAY IN WHICH CONTAINER a single network allows 36 acres MOVEMENT SYSTEMS CAN OPERATE SORTING STRATEG INTERMODAL TERMINAL TRANSFER PROCESSES into of wasted static container storage 1. PRE-MARSHALL space to turn into a cohesive, efficient -PROCESS DONE WHEN SH corridor-wideSTREET transportation network.

INTERSECTION 2. SORT AND STO This eliminates large paved lots for -PROCESS DONE AS CONTAI THIS TIME transfer vehicle movement, and the CAN BE USED FOR SORTING added costs of multiple container TRAC handlings.

MARSHALLING

BARGE

PROPOSED: LOAD/UNLOAD T R A N S P O R T / S T O R A G E

LOAD

TRACK 1

‘B’ ‘C’ ‘D’

CONTAINER SHIP A

40’ UNIT

SHIPPING LINE ‘A’ CONTAINER SHIP B

STORAGE

SHIPPING LINE ‘B’

10’ UNIT

20’ UNIT CONTAINER SHIP C

+

STORAGE SPACE TO BUILD INVENTORY OF CONTAINERS FOR EXPORT VEHICLE

IMPORTANCE FOR TRANSFER VEHICLE TO BE FULLY LOADED

SORT AND STACK

STORAGE SPACE FOR TIME TO FILL CONTAINER

SORTING CAN BE DONE WITH MARSHALLING (RA STACK AND ORGANIZE PROCEDURES WITH

PROPOSED SYSTEM WOULD INCORPORATE M INTERSECTIONS WHERE VARIOUS BRANCHES OF

EMPTY SPACE USE AND PROPOSED SITEPLAN 45

FIGURE 33: Top: Small Scale Intermodal Station FIGURE 34: Bottom: Proposed Station Operations

P PA

L

PL S

PA S P A P P P L L SL

P A SL

GA P L L

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CONTAINER MOVEMENT RESEARCH:

CURRENT OUTSIDE RESEARCH INTO THE MOVEMENT OF SHIPPING CONTAINERS MAGLEV CONTAINER CONVEYOR SYSTEM

1

2

4

3

VERTICAL TRANSHIPMENT

CLOCKWISE FROM TOP LEFT FIGURE 35: Photo, Maglev Container Conveyor FIGURE 36: Diagram, Maglev Container Conveyor Section and Elevation FIGURE 37: Automatic Container Vertical Transhipment

46

“LATTICEWORK OVER TRACKS” Various schemes being are proposed right now by companies like fastRcargo and by institutions like the Illinois Institute of Technology on container movement systems. Systems range from transportation of containers from storage facilities to intermodal stations within short distances, to the scheme above and to the right that attempts to make a city-wide transportation network over Chicago. Various methods of movement range from electric to maglev motors.

There are also different ways being explored of how to automatically move containers from different forms of transportation to these conveyor lines as seen directly to the left.

“SHUTTLE OPERATIONS”

CLOCKWISE FROM TOP LEFT FIGURE 38: Overhead Container “Lattice” FIGURE 39: Container Shuttle Operation

47

A UNIFIED FACTORY:

CONTAINER CONVEYOR SYSTEM STUDIES This map series shows initial freight container conveyor studies. A detailed study was done on open lots within the corridor. Places that could potentially serve as ending points for the system were sought. Using abandoned spaces was considered best due to having the least destructive impact on the existing corridor. The points were then connected, using the street system as a guide.

The map at the bottom of the next page shows a the least number of conveyor lines needed to reach all the blocks within the corridor.

65’ CONTAINER1 BUILDING

20’

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40’ ROADWAY REQUIRED CLEARANCES

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FIGURE 40: Top Right, Initial Conveyor Section FIGURE 41: Kinzie Corridor, Lot Survey

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P=PARKING A=ABANDON S=STORAGE G=GREEN L=LOADING DOCK R=RECREATION H=HOUSE

STORAGE AND LOADING AREAS USED AS STAGING AREAS. AS LONG AS LIN ADJACENT TO WHITE SPACE ON A LOT, CONTAINERS CAN BE MOVED THERE

TWO CONTAINER TRACKS OVER CORRIDOR, 3 OVER RAIL. TAKES CARE OF IMPORT/EXPORT NEEDS OVER CORRIDOR AND ADDITIONAL STORAGE AND SORTING ABILITY OVER TRACKS.

MANUFACTURERS ABOVE RAIL SHOULD BE AT SAME HEIGHT AS CONTAINER

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H

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P L P PL P L

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A

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P=PARKING A=ABANDON S=STORAGE G=GREEN P L P L=LOADING DOCK R=RECREATION PL P PH H=HOUSE L H

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ABANDONED/VACANT SPOTS FOR DEVELOPMENT

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INITIAL CONVEYOR SCHEME

FIGURE 42: Top, Kinzie, Abandoned Lots FIGURE 43: Bottom, Kinzie, Initial Conveyor

L L P

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GA P L L

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SA H P L P SA P P P

S S PG A PA P S H P A S G PA A A P G G G S P A A P G S S P G P G PG R S S S GA P P G G S P

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GA L P A

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P L AS L L A

STORAGE AND LOADING AREAS USED AS STAGING AREAS. AS ADJACENT TO WHITE SPACE ON A LOT, CONTAINERS CAN BE M

TWO CONTAINER TRACKS OVER CORRIDOR, 3 OVER RAIL. TAKE IMPORT/EXPORT NEEDS OVER CORRIDOR AND ADDITIONAL ST SORTING ABILITY OVER TRACKS.

MANUFACTURERS ABOVE RAIL SHOULD BE AT SAME HEIGHT A LIFT THEM. S L

SORTING AND STORAGE FUNCTION IS ESSENTIALLY GANTRY C P P MARSHALLING L COMBINED

L P PROGRAMS, P MANY FOR THE STORAGE SPACE OUTSIDE THE BU THE BUILDING. THE ONLY SPACE LEFT ARE THE STREETS. DO N P P IN PKNOWING IT WILL BE VALUABLE AS DENSITY INC THIS SPACE

Green Line Indicates Conveyor Line

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P=PARKING A=ABANDON S=STORAGE G=GREEN L=LOADING DOCK R=RECREATION H=HOUSE

STORAGE AND LOADING AREAS USED AS STAGING AREAS. AS ADJACENT TO WHITE SPACE ON A LOT, CONTAINERS CAN BE M

TWO CONTAINER TRACKS OVER CORRIDOR, 3 OVER RAIL. TAKE IMPORT/EXPORT NEEDS OVER CORRIDOR AND ADDITIONAL ST SORTING ABILITY OVER TRACKS.

MANUFACTURERS ABOVE RAIL SHOULD BE AT SAME HEIGHT A

A CONVEYOR OVER THE CORRIDOR:

SETTING A NEW HEIGHT ABOVE THE CORRIDOR

RETHINKING THE CONVEYOR, STRUCTURAL SUPPORT AND INTEGRATION

1.5506 1.0983

1.8828

1.0544

1.8828

PUBLIC MOST INTEGRATED

3.2949 1.0138

LEAST INTEGRATED

1.8828

2.0276 1.1982

.9763 1.0544

1.1982 2.0276

1.5506

BRANCH INTEGRATION VALUES FIGURE 44: Top, Rethinking Conveyor FIGURE 45: Bottom, Integration Values

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1.1461

PRIVATE

This map series shows the next iteration of conveyor lines.

The conveyor system was now conceptualized as running over the buildings and streets, instead of in-between them. This allowed for a more comprehensive system to connect the corridor. A series of integration studies were conducted to see which branches were most connected, and hence would be most used.

By understanding the “Integration Value” of each of the branches one could begin to understand which would be transversed the most.

This would indicate which branch would be open to the most amount of communication. This allows a comprehension of what types of companies would begin to located on each branch. The most public, or integrated branches would be for more “experimental” companies seeking communication with other specialists. More private branches may be for companies which seek privacy for patent rights or who conduct their own research. It was predicted that the public branches would act similarly to conditions in Silicon Alley where much of the R&D that occurs is within informal conversations between employees of different companies.

FIGURE 46: Rendering, Over-Building Conveyor

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STRUCTURAL SYSTEM STUDIES: REPEATING ELEMENTS

POSSIBILITY TO CIRCULATE UP AND OVER STRUCTURE?

TENSION/ LATERAL LOADS TAKEN

BY BOTTOM CONCRETE PLATE

VERTICAL FORCES OF HORIZONTAL PLANES TAKEN TO FLOORPLATE AND TO MAIN CROSS MEMBERS TENSION LOADS ON BOTTOM OF BRIDGE TAKEN BY FLOORPLATE

FIGURE 47: Model Photo, Garofalo Architects Chicago Pedestrian Bridge FIGURE 48: Renderings, Garofalo Architects Chicago Pedestrian Bridge

CASE STUDY: GAROFALO ARCHITECTS: CHICAGO PEDESTRIAN BRIDGE 52

FIGURE 49: Structural Analysis, Garofalo Architects Chicago Pedestrian Bridge

REINTERPRETATION OF BRIDGE

PLAN

REMOVAL OF FLOORPLATE TOP STRUCTURE IS REPEATED ON BOTTOM OF TRUSS, MAKING SECTION SYMMETRICAL

NEW SCHEME CREATES A 2 TIER SYSTEM, PINK HANDLES NORMAL STRUCTURAL LOADS, AND BLUE DISPERSES AND TRANSFERS LOADS INTO STRUCTURE EVENLY

FULL STRUCTURE

DRAWING SHOWS ALL POSSIBLE MEMBERS, REMOVE MEMBERS AS REQUIRED BY SECTIONAL CHANGES

MULTIPLE SECTIONS BLENDING NO GOOD WAY OF HITTING GROUND LIMITING TO ONE LEVEL CREATES MANY PROBLEMS BETWEEN MANUEVERING OF CONTAINERS AND PEOPLE. DID NOT FIT ENOUGH MANUFACTUERS TO WARRENT BEING BUILT

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GOOD ASPECTS WAS THAT “SYMMETRICAL SYSTEM ALLOWED FOR TRUSS TO BE ROTATED TO MEET MUTLIPLE

SECTIONAL of NEEDS FIGURE 50: Reinterpretation Garofalo Bridge

STRUCTURAL SYSTEM STUDIES:

STRUCTURES INFLUENCE ON PROGRAMMING

HORIZONTAL SINE CURVELATERAL LOADS

HORIZONTAL SINE CURVE - LATERAL LOADS

VERTICAL SINE CURVE - GRAVITY LOADS

VERTICAL SINE CURVEGRAVITY LOADS

-FAR TOO REPETITIVE, ONE WOULD LOSE THEMSELVES -STRUCTURE BLOCKS VIEWS REQUIRED TO NAVIGATE BUILDING, LOSS OF VISUAL CONNECTIONS

CIRCULATION SPACE

-LACK OF FLAT ROOF AREA FOR BOTH LOADING AND MANUFACTURING -CURVES PRODUCE MUCH WASTED SPACE

MANUFACTURING SPACE CONTAINER BOX TRUSS STRUCTURAL SPLINE

FIGURE 51: Top, Photo, Johnson Architects, Double Helix Bridge FIGURE 52: Bottom, Photo, Johnson Architects, Double Helix Bridge

CASE STUDY: JOHNSON ARCHITECTS: DOUBLE HELIX BRIDGE, SEATTLE 54

FIGURE 53: Reinterpretation of Johnson Architects, Double Helix Bridge

STRUCTURAL SKIN STUDY MODEL

In an attempt to study structure that would be able to carry the container conveyor line multiple case studies were conducted. Systems were explored that provided flexible ways of morphing the shape of a structural truss. This morphing would start to influence social interactions between the multiple manufacturers that would be utilizing the conveyor line.

FIGURE 54: Structural Skin Model

What was discovered through these two case studies of repetitive, sectional trusses is that they are quite troublesome. They are far too dependant on one single system, that if broken, often leads to the whole system not working. They also are extremely specific. By being so specific they eliminate the ability for any other buildings or systems to easily attach, or manipulate them. This inability for other attachment would not allow further growth. It

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was also found that by having such a repetitive system, navigating the structure would be quite disorienting.

Another flaw most of these trusses have is their lack of permeability from the sides. This leaves almost no options for buildings to grow around the truss and use it.

From this study, conclusions were formed that perhaps the truss itself should be one generic structure.

Social spaces would emerge through the addition of a secondary system to be determined later by a second party.

A CITY ABOVE THE CORRIDOR:

CREATING A NEW VENUE FOR COMMUNICATION

TWO DEVELOPED BRANCHES In an attempt to combine the monumentality of projects

by Yona Freidman, with concepts of Spatial Syntax, proposed by Bill Hillier, the thesis attempted to free itself from the confines of the existing corridor, and begin fresh. This was an attempt to create an entirely new type of manufacturing center, one whose architectural form started to describe what type of program or manufacturer would locate in it. Based upon different formal situations, varying social interactions could be fostered. Using concepts of oblique versus direct views, meandering paths versus straight, and defined access nodes to the ground this thesis attempted to formulate a way in which architecture could directly influence social interaction.

This study showed that although the existing corridor had its problems, a much more interesting solution could be found by utilizing existing conditions and recognizing the current street infrastructure. The monumentality of the project was not only visible from underneath the structure, but from within it as well, causing many scalar problems.

Even with the different types of views and paths, the system became overwhelming, and disorienting.

The way in which different paths and views were generated was by creating a series of site lines from the railroad out to the surrounding container conveyor branches.

FIGURE 55: Top, Map, City above the corridor FIGURE 56: Rendering, City above the corridor

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FIGURE 57: Above, City Above Corridor Branch Model

MORE INTEGRATED LESS PRIVATE

CIRCULATION PATH LINE OF SITE

MUCH MORE PUBLIC, AND LOW BUILDING GENERATES COMMUNICATION SUITABLE FOR SMALLER MANUFACTURERS, DESIGNERS, OR BUSINESS INCUBATORS

Paths used for circulation, gathering, and program.

Site line becomes main path of travel

PUBLIC

Main site line becomes path as one gets closer to more integrated branches, allowing one to always know which was to travel

The wider the gap between building and site line, the taller the building becomes.

TRAVELING ALONG SITE LINE Path used for circulation and view of main axis of container is seen obliquely while transversing open space PRIVATE

Path separate from program LESS INTEGRATED MORE PRIVATE

MORE PRIVATE -LACKS DIRECTIONALITY OTHER THEN TO OTHER BUILDINGS/PROGRAMS OBLIQUE VIEWS OF SITE LINE

FIGURE 58: Diagram Set, City above the Corridor

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SUITABLE FOR LARGER, MORE PRIVATE MANUFACTURERS, BOEING RENTON OR TOYOTAISM

Site line becomes point of reference, giving one a sense of direction

EXPERIMENTING WITH CRANES:

REBUILDING THE KINZIE INDUSTRIAL CORRIDOR Moving containers both horizontally and vertically is one of the main challenges of this thesis. Providing as much flexibility as possibly is critical to allow for the multiple transfers that would be occurring. These transfers would need to happen between manufacturers on the ground, manufacturers attached to the truss, and also for freight traffic on the ground making local deliveries. Cranes provide the most flexible system possible, allowing for all these transactions to occur with a single system. These cranes have their limitations though, their radius (250’) and the perceived danger they have to those on the ground.

To address some of these issues, it was attempted to “extrude” the city grid into a radial pattern, culminating with the conveyor line on top connecting the multiple blocks. The radial pattern of the extrusion allows for cranes to easily access and store containers and lift them onto the rail line above. It also “protects” those below the crane system by covering the road.

This study was conceptualized as a lattice work, creating a type of zoning for the corridor. Where little structure exists, green and public spaces would occur, and the areas of the project that are built up would become concentrated manufacturing centers. These concentrated manufacturing centers is were where proximity could be achieved between multiple manufacturers.

Major flaws with this system include once again a disregard for the existing buildings, lots of “negative” unused space, and difficulty in structuring the project.

FIGURE 59: Renderings, Experimenting with Cranes

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SITEPLAN

FORMATION BASED UPON CRANE RADIUS FIGURE 60: Siteplan, Experimenting with cranes FIGURE 61: Map, Formulation, Experimenting with cranes

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EXPORT AXIS INTER-CORRIDOR AXIS RAIL LOADING ZONES

TYPES OF NETWORKS PUBLIC/GREEN SPACE GROUND LOADING ZONE CRANE RADIUS

PERSPECTIVE ZONING TYPES

FIGURE 62: Map, Types of Networks FIGURE 63: Map, Zoning Types

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FIGURE 64: Rendering Set, Experimenting Cranes

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CONCLUSION: FINAL THESIS PROPOSAL

INFRASTRUCTURAL AND COMMUNICATIVE IMPROVEMENTS Though most of the experiments presented thus far have been extremely successful in one aspect, transportation, generating social interaction, etc, because of their specificity to that one subject they have completely failed in other areas.

These previous experiments have lead to the conclusion that the truss system that would be supporting these overhead movement systems needs to be “generic.” Both structural reasons and future growth considerations formed this conclusion. Being generic will allow for secondary programs, such as the school proposed later in this conclusion, or other new manufacturers to easily attach to it. The generic system of the truss allows for a multitude of different manufacturing and social spaces to interact, using the systems of the truss as social network generators. Leaving the supporting truss, and the systems of movement within it open for interpretation of others will create a situation where new attachments will be able to modify the current systems.

This allows the systems to evolve and grow with time and changing demands. Attempting to make the truss fulfill all requirements, infrastructurally, programmatically, and socially is inherently limiting and discourages others from reinterpreting its use. It should not go unnoticed that in order to make a generic system work in such a complicated, dense urban setting, the current building fabric, and street grid configuration were used to gain dimensional and formal organizations.

The way in which the branches of the conveyor system interact with the street below will need to be very specific.

The way in which the system crosses a street will be important as to not create large areas of shadow. Also, the way in which the system crosses over the city block will be of utmost importance. It’s location will dictate how and which buildings in the future will grow up to this infrastructure. It is critical to try and cross the block in a

way to allow for as many buildings to grow as possible.

This so far seems to lead to diagonal crossings over blocks.

Previous experiments have also shown that the existing buildings, and city grid are extremely important, and need to be respected. Respecting existing infrastructure allows for the corridor to still be traditionally transversed, both by car and foot. Using the city grid and existing buildings as dimensional organizations provided a scale for the project, something previous experiments were missing. Many iterations were required to come to the realization that the city grid we all occupy, although it may not seem so, is indeed at a human scale. Blocks are sized proportionally for comfortable walking distances, and to allow visual connections to other blocks. Struggling with scale has by far been the most difficult part of this thesis.

There has also been the realization of multiple scales of movement. No one single form or scale of movement can begin to satisfy the complex movements that would be required to generate working industry within these corridors. The movement systems within this thesis needed to be specific enough to allow for efficient flow of material, but also have a level of openness in order to allow for changes in flow and new trade relationships to occur. Two main types of movement were predicted.

Large scale movements, such as exporting and importing from the main rail line would require the use of freight containers. The container conveyor line would require multiple tracks to allow for loading and unloading without interrupting the overall flow of the system. This created the need for a minimum of two tracks per branch, and at the intersection of these branches, multiple switches to allow for containers to circumvent one another should the need arise. There are also smaller scale movements that would exist within the corridor between multiple manufacturers/designers. These movements can be achieved through the use of forklifts and pallets.

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Movements like these would be for Just-In-Time deliveries.

The smaller scale movements would be those that create an internal network within the corridor. It would be the way in which multiple manufacturers would begin to communicate through material/product flows. This system needed to be the most open in order to allow for new supplier/manufacturer relationships to continually develop.

These multiple scales of movement create the opportunity for different size manufacturers to occupy the corridor. The different scales of manufacturers inhabiting the same space would allow symbiotic relationships to occur and new supplier/assembler relationships to be established and constantly evolve.

Understanding the spatial requirements of these different scales of producers is integral. It is important to understand which type of transportation (direct rail export/import vs. inter-corridor) these manufacturers will be utilizing. It is predicted that smaller scale specialist suppliers will require more flexibility in movement. Those to which they deliver goods will always be changing.

Larger, more structurally sound spaces will be required for larger scale manufacturers who are assembling finished products. Knowing where their final product will end up, the rail line means that these manufacturers do not require nearly as flexible of a movement system as the small scale suppliers. The play between scale, transportation need, ultimate deliverable, and want for communication will be the deciding factor as to how one locates, and builds within the corridor.

This scheme is not purely social OR infrastructural, but both. Manufacturing will need to benefit from both a new revitalized infrastructure, and new way of communicating.

It is in the way these two systems interact that will make this project successful.

SITEPLAN:

MULTIPLE LAYERS OF MOVEMENT AND ACCESS TRAIN LOADING STATION/ SORTING AND STACKING AREA

GRAY CIRCLES REPRESENT CRANE PICK-UP RADIUS

“DEAD-END” LOCATIONS AS LOADING POINTS FOR LOCAL GROUND VEHICLE DELIVERIES

SHIPPING CONTAINER CONVEYOR SYSTEM FOR DIRECT EXPORT/IMPORT TO RAIL LINE FORKLIFT LEVEL FOR SMALL INTER-CORRIDOR TRANSFERS BETWEEN MANUFACTURERS

FIGURE 65: Proposed Intervention Siteplan

EXISTING RAIL LINE

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SITEPLAN RENDERING:

FIGURE 66: Rendered Siteplan

Elevations of the truss are determined by dimensions and clearances required by the multiple systems that inhabit it. The bottom elevation of the truss from street level is set to allow for clearance over the existing rail lines as the truss crosses over them. The depth, and top elevation of the truss is then determined by clearances required for forklift movements and the introduction of a pedestrian path within the truss. These heights, once set created unique situations in which the truss begins to interact with existing structures. Where this occurs, public gathering spaces, or direct access manufacturing centers could be created. These spaces would act as catalysts for further growth of the system, showing the possibilities that could occur from interacting with the truss, and its network of systems.

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SITEPLAN RENDERING:

INTERACTION WITH EXISTING BUILDINGS

FIGURE 67: Rendered Siteplan Up Close

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AXONOMETRIC SITEPLAN:

MOVEMENT SYSTEMS AND ZONING POSSIBILITIES MAIN RAIL LOADING AND UNLOADING AREA

RED= NEW SCHOOL AS CATALYST FOR FUTURE GROWTH AND USE OF TRUSS DARK CIRCLE= AREAS WITHOUT ACCESS TO TRUSS, LIKELY TO BECOME SERVICE/ENTERTAINMENT

FIGURE 68: Siteplan Axonometric

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TRUSS LOGIC:

FORMAL CONSIDERATIONS WHEN LAYING OUT TRUSS AND SUPPORTING STRUCTURE

INTERSECTIONS BETWEEN BRANCHES OCCUR OVER BLOCKS, NOT STREET. BRANCHES NEVER RUN PARALLEL TO STREET

VERTICAL SUPPORTS OF TRUSS BASED UPON CONTINUATION OF CITY GRID Eliminates vertical elements from intersecting with street. Allows for structure to align with existing buildings when intersected

Eliminates long shadow corridors over street. Truss is only seen in glimpses.

The way in which the truss interacts with the existing urban fabric is extremely important to this thesis. This infrastructural intervention should not be seen as an invasion, but instead as an opportunity for growth. The most important strategy used in order to keep this intervention from becoming overwhelming was to work with light and mass. The truss is only ever viewed when crossing over streets. The majority of the mass of the truss is kept over existing blocks and buildings. Intersections between different branches always occur over a block, and never over a street. This eliminates large shadows from covering the streets of the corridor.

When the truss does cross over buildings, the vertical support structure will intersect existing buildings. This provides the opportunity to provide skylights within the dark, dank, existing manufacturing buildings. The importance of light within new manufacturing buildings was emphasized with the renovation of the Boeing Renton Plant by NBBJ Architects. See Case Studies.

WHEN VERTICAL SUPPORTS INTERSECT WITH EXISTING BUILDINGS, NEW ROOF CONSTRUCTED WITH SKYLIGHT Having truss over skylight allows for diffuse light to enter manufacturing spaces, eliminating the “cave” effect that makes many of these buildings uninhabitable

DIAGRAM SERIES FIGURE 69: Truss Logic Diagrams

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LAYER OF MOVEMENT:

COMBINING MULTIPLE TYPES AND SCALES OF MOVEMENT INTO ONE COHESIVE NETWORK

EXISTING CORRIDOR

SHIPPING CONTAINER CONVEYOR SYSTEM

SUPPORTING STRUCTURAL TRUSS PEDESTRIAN PATH CONNECTING CAMPUSES OF SCHOOL

FORKLIFT LEVEL

INTRODUCTION OF CRANES FOR GROUND LOADING DARK CIRCLE= AREAS WITHOUT ACCESS TO TRUSS, LIKELY TO BECOME SERVICE/ENTERTAINMENT

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FIGURE 70: Layers of Movement

LAYER OF MOVEMENT: DETAIL DRAWING

3 LEVELS OF MOVEMENT AND NETWORKS

Different colored levels (orange and blue) allows for type of transportation occurring on specific level to be understood at ground, and by crane operators

1. FREIGHT/SHIPPING CONTAINER LEVEL

-Frees congestion within already dense

metropolitan highways 2. INTER-CORRIDOR NETWORKING

-Use of forklift

-Brings movement off of street to free roads

within corridor from surrounding heavy

residential traffic

For direct access to forklift ramp and container conveyor, buildings to grow up to truss

Shipping container Conveyor line: For out-of-corridor Export to existing rail line

3. STREET LEVEL

-Freed from heavy freight transportation

-Used only for local deliveries

1

Forklift level for intercorridor networks of exchange.

“Just-in-time” deliveries

2

3 Supporting truss: “generic” design allows for multiple types of manufacturers to build upon and utilize

FIGURE 71: Layers of Movement Detail

Crane to be used for low rise buildings

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SITEPLAN RENDERING:

FIGURE 72: Rendered Siteplan

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PROPOSAL OF WHAT GROUND PLANE WOULD BECOME: This thesis foresees the ground plane of the current industrial corridor significantly changing. In two ways will the ground plane be altered. Shifting the majority of freight movements to the truss system above will relieve the sidewalks and streets of congestion and the safety concerns dealing with freight movements.

Secondly, the re-zoning of portions of the corridor to service/entertainment venues will begin to incorporate the corridor more with its surroundings. The ability to provide service/entertainment amenities will begin to blur the boundaries, and hopefully the economic disparity between the industrial corridor and the dense residential neighborhoods surrounding it. Blurring this boundary will create a cohesive neighborhood, allowing residents to see what activities are taking place within the corridor, educating them as to how manufacturing is currently operating.

FIGURE73: Sketch

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A CATALYST FOR GROWTH AND DIFFUSION OF KNOWLEDGE: THE SCHOOL AS A TOOL FOR EXCHANGE OF IDEAS The introduction of a school as a catalyst for growth is extremely important to this project. The school not only provides a venue where designers and manufacturers can directly interact, but it serves as a precedent for how other buildings should grow up and attach to the truss and its networks of movement.

The school acts as a mediator between old and new. It taps into the knowledge of existing manufacturers both figuratively and physically. It serves as a connection between these manufacturers and the movement networks of the truss. As the school mitigates the vertical height differences between existing manufacturers on the ground and the truss above, it begins to delaminate the manufacturing process. Between these layers of manufacturing, the school exists. Pedestrian circulation between these layers occurs within a vertical core, whose main structure is a material lift. This lift moves shipping containers from the conveyor line above to the manufacturing floor below, and vise versa. It also serves as a lift for forklift movement. All activities, school and manufacturing related circulate around this vertical core, allowing paths to cross at different levels. This creates visual connections between these levels, but always keeps them physically separated for safety purposes.

Formally, the school acts as a theater, putting the different activities of the truss on display for all to see. It creates a situation where learning is not only occurring within the walls of the school, but also on the streets of the corridor.

One constantly sees materials moving and being traded.

DELAMINATING MANUFACTURING: STRATEGIES TO CREATE CHANCE ENCOUNTERS, AND AWARENESS OF OTHERS TO ALLOW DIFFUSION OF KNOWLEDGE MIXING OF TYPES OCCURS WITHIN VERTICAL CIRCULATION CORE, AND VIEWS ATTAINED OF OTHERS CIRCULATING AROUND CORE CONTAINER LOADING DOCK SCHOOL PEDESTRIAN ACCESS FORKLIFT LOADING MAIN SCHOOL SPACES EXISTING MANUFACTURING

The school serves to blur the boundaries between manufacturer/school/and community. This allows for a cohesive network to be established by all who occupy the corridor.

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FIGURE74: Diagram

SCHOOL SECTION PERSPECTIVE:

THE SCHOOL AS A THEATER FOR SYSTEMS OF MOVEMENT

FREIGHT ELEVATOR AS LIGHT WELL

PEDESTRIAN ACCESS TO SCHOOL PEDESTRIAN WALKWAY BETWEEN DIFFERENT “CAMPUSES” OF SCHOOL

FORKLIFT LOADING DOCK

NEW OUTDOOR ROOF AREA

SCHOOL STUDIO/ CLASS SPACE

SECTION PERSPECTIVE:

EXISTING MANUFACTURER

SHIPPING CONTAINER CONVEYOR, SUPPORTING TRUSS, PEDESTRIAN WALKWAY, FORKLIFT RAMP, VERTICAL CIRCULATION CORE, SCHOOL, INTERSECTION WITH EXISTING BUILDING FIGURE75: Section Perspective

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NEW FREIGHT ELEVATOR

CIRCULATION OF MANUFACTURERS AND SCHOOL REVOLVE AROUND FREIGHT ELEVATOR, CREATING AN AWARENESS OF EACH OTHER, AND CHANCE ENCOUNTERS

FIGURE76: Rendering

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RENDERING TO LEFT

TOP LEVEL: CONTAINER LOADING DOCK

FIGURE77: Plan

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RENDERING TO RIGHT

INSIDE TRUSS LEVEL: PEDESTRIAN WALKWAY BETWEEN SCHOOL CAMPUSES FIGURE78: Plan

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FIGURE79: Rendering

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FIGURE80: Rendering

78

RENDERING TO LEFT

FORKLIFT LOADING LEVEL

FIGURE81: Plan

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MAIN SCHOOL LEVEL

FIGURE82: Plan

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PREVIOUS SCHOOL PROPOSAL: CROSSING PATHS

FIGURE83: Initial School Model

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RENDERING TO RIGHT

EXISTING MANUFACTURER LEVEL: SHARED ENTRANCE FIGURE84: Plan

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FIGURE85: Rendering

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FINAL COMMENTS: Conceptually, the goal of this thesis is to counter contemporary perceptions of manufacturing as an out of date practice left to third world countries. Providing a critical perspective of how manufacturing, in particular, American manufacturing can become an even more influential piece of our current economy can provide a way out of our current economic recession.

To move ahead, we must look back to what resources we currently have and see how they can be reconfigured to meet current and future needs. One resource currently being rediscovered are the rail lines that blanket our country, and more importantly many of our largest cities.

In coming years these once forgotten rail lines will become the main arteries of trade for many influential countries around the world. They will become the main way in which both domestic and international container trade move over land.

The present state of manufacturing also needs to be reexamined. Solutions to current problems within manufacturing, such as outsourcing of jobs do not rely simply on providing more tax incentives or grants. Instead, the entire manufacturing culture must be re-worked to accept the inputs of multiple parties, from designer, to machine operator, to shipment foreman. Areas that are primed to take advantage of this new culture are existing urban industrial corridors located in most American cities. As described by Richard Florida, thanks to their dense heterogeneous population, cities hold the most potential for creative synergies to occur between multiple, specialized parties.

Combining a retooled rail transportation network with a reformed manufacturing culture based upon communication and various networks of inputs would allow American manufacturing to once again become an important part of the U.S. economy. This combination

would not only produce innovative, efficient products, but would also provide a new way to easily move these products once they are created.

In an article presented earlier, Joel Kotkin explains that “What cities of the past share also with many successful cities today, is a certain intangible feeling, one where “All their (cities) disparate groups- from business elites to labor…to middle-and working-class immigrant communities-...realize a sense of common purpose and destiny.”(Kotkin, 2007) Kotkin explains, “Today’s cities should identify themselves not in the proliferation of soulless towers or steel and glass...[or]...glittering new culture and sports palaces, convention centers, and other publicly subsidized luxury-condo developments.” (Kotkin, 2008) Instead they should identify with “The construction of soaring new cathedrals…that reflect the common spiritual values of their inhabitants.” (Kotkin, 2007) It is the concept of common purpose and community pride that these “cathedrals” seek to embrace. Further, they allow “The creation of the city as a work of art.”(Kotkin, 2007) This thesis hopes to provide the first step towards the cathedral American manufacturing can look to for inspiration and hope. It seeks to create a sense of common purpose and identity within these corridors and for manufacturing America as a whole. Unifying these corridors with a new infrastructural network geared to help them communicate, produce, and move products cannot help but provide a new sense of destiny and community pride.

Physically, the goal of this thesis is to create networks within existing urban industrial corridors on two levels, one infrastructural, the other communicative, one that serves to move products, and the other to generate them.

Forging the multiple networks within these corridors, at the largest, for direct import and export to ports, the smallest, between manufacturers at a face to face scale will begin to change the way in which we all think

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about manufacturing. No longer should manufacturing processes be seen as a Fordian systems of mindless assembly lines. Instead these processes should be viewed as vast networks of interdependent specialists, all of whom provide invaluable input into a products production. New manufacturing processes should be seen as the physical embodiment of the synthesis of ideas from multiple collaborators. Inputs from all aspects of production, from conception, production, final transportation, and all in between must be taken into consideration.

What this thesis has taught most, is that no one single person or system can fulfill the needs of all. It takes the input and synthesis of multiple systems/ideas in order to make a cohesive, flexible, efficient system. When we are willing to accept others ideas and criticisms our final products become stronger, more efficient, and intelligent, both conceptually and physically.

ACKNOWLEDGMENTS:

I would like to thank my family and close family friends for always believing in me, and fully supporting all my endeavors. Without their support, none of this would have been possible. I would especially like to thank my mother and father for teaching me that hard work and persistence does pay, and in the end is truly fulfilling.

My thesis cluster advisors, Gustavo, David, and Ken all require a huge thanks as well. Thank you all for putting up with my weekly meetings and endless questioning. Without your guidance I would never have been able to get through this process.

Lastly, and most importantly, I would like to thank Nora Curry, The City of Chicago, and the Industrial Council of Nearwest Chicago. Without all your dedication, willingness to listen, feedback, and provision of data none of this project would have been possible. I would like to thank Chicago, the city itself for being a fantastic place to visit, and such an endlessly interesting test bed for design.

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CASE STUDIES:

Boeing Production Plant: Renton, Washington by NBBJ Architects

With the growing global competition in airplane production between Boeing and Airbus, Boeing knew it needed to change to stay competitive. In order to compete, Boeing would need to produce planes faster than ever, citing “More efficient manufacturing processes and new ways of working were essential for future success,” (Steelcase- Case Study: Boeing 737, p3) eventually cutting their production time from 22 days to 11. (Moody, 2005) At the forefront of this change is the renovated production facility in Renton Washington, where Boeing’s has taken steps towards “lean manufacturing.” (Moody, 2005) Communication problems were cited as the cause of the long manufacturing time. “When something went wrong on the production line, a machinist would have to call or e-mail engineering in a separate building some distance away, and eventually an engineer would visit the production line to see what was wrong. A plane could be held up for days.” (Moody, 2005) This communication issue was occurring because of the layout of the Boeing Campus, the production plant, in operation since 1941 was separated from the four other buildings that housed engineers, designers, executives, and salespeople. (Moody, 2005) As noted by the vice president of 737 production, Caroline Corvi, “The tragedy of classical manufacturing is that we keep the design guys away from the guys who do the work.” (Moody, 2005) It was Caroline who originally felt that by consolidating the different workers, the production of planes could be sped up. The changes eventually made would provide “Production gains of 50%, a space reduction of 40%, and a cultural shift to on-site teamwork and persistent communication.” (SteelcaseCase Study: Boeing 737, p3)

In 2001, the Renton campus was hit by an earthquake, causing severe damage to the production facility. The required renovation of the building brought opportunity to make the changes Caroline felt were necessary to Boeings’ survival. The original production facility was comprised of four bays, divided by three rows

of columns. The outer two were used for storing the large quality of parts that would be needed to assemble the plane. The middle two bays were used to construct the planes. The outer two bays were originally used to stockpile parts of planes, but “New efficiencies in parts delivery left all that space empty.” (Moody, 2005) These new efficiencies are thanks to just-in-time delivery practices. (Steelcase- Case Study: Boeing 737, p7) It was Corvi’s idea to fill these spaces with 737 engineers, executives, and administration offices. (Moody, 2005)

Boeing program manager, Mark Garvin cited that “There was incredible resistance to this idea.” Boeings employees were as divided as the campus was, “The plant was a “no-go-zone” for some engineers proud of their hardearned white collar stature.” (Steelcase- Case Study: Boeing 737, p3) Even with this resistance, NBBJ Architects were approached to bring Corvi’s idea to life. They immediately saw potential in the project as a “Design that transcends functional expectations, delivers impact-affecting lives, businesses, and attitudes profoundly-and helps people do better work.” (Moody, 2005) The biggest problem seen was how to integrate “Groups classically at odds with each other,” “Union blue-collar workers [and] non union whitecollar engineers, sales and corporate people.” (Moody, 2005) They saw the solution to this problem as making sure every individual was seen as an important piece of the puzzle. One of the first design issues was “Making a factory floor home work white collar workers.”(Moody, 2005) By embracing something commonly seen as an attractor for the creative class, the concept of “Industrial Cool,” NBBJ attempted to make the factory floor cool, and for it to be “Cool to hear the plane being built while you’re working at your desk.”(Moody, 2005) Next, they had to change their perception of what the factory floor was, not only a site of production, but as a showroom for Boeing’s products.

One of NBBJ’s other challenges was fostering collaboration between the various disciplines working in

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the plant, they tackled this issue with office consultant, Steelcase. One of the biggest moves, was that they “Built the office-tower walls facing the [factory] floor… celebrating what we [Boeing] do.” (Moody, 2005) The towers come to fruition as “Three story office structures with windows and transparent sheeting for walls.”(Price, 2004) They also fostered collaboration by allowing for chance encounters. “A wide boardwalk…extends outside of the offices and opens to the factory environment.”( Steelcase- Case Study: Boeing 737, p6) Café’s, with small kitchens, tables, and chairs are outfitted with presentation screens. These rooms connect directly with the factory floor through sets of stairs. To allow people to easily navigate the factory, spaces are color coded, green for small conference rooms, blue identifies large conference rooms and yellow shows core elements like bathrooms.

(Moody, 2005) Lastly, to instill the idea of Boeings motto of “Celebrating what we do,” many of the materials seen every day in the plant, like bamboo from packaging boxes, or excess aluminum sheets from the factory floor were used to construct much of the project.

Ways that Steelcase sought answers was initially through a “Three day kickoff workshop.”( Steelcase- Case Study: Boeing 737, p4) They assembled executives, managers, and engineers together and gave them cameras. Their given goal was to “Record things that they were forced to “workaround,” furniture that didn’t support their needs, patterns of work and problems with heat, cold, and lighting.” (Steelcase- Case Study: Boeing 737, p4) Methods known as “Ask, observe, and experience” are also part of Steelcase’s research. (Steelcase- Case Study: Boeing 737, p4) This process uses surveys, interviews, and first hand observations of those using the space. (SteelcaseCase Study: Boeing 737, p4) Steelcase notes, “We began mapping processes better because everyone began thinking about how their work flowed to and from others.

It broke down the barriers.”( Steelcase- Case Study: Boeing 737, p5)

Boeing is currently renovating a second plant in the same fashion as Renton after Renton’s overwhelming success. Many of the same tactics will be used, but new ideas are being utilized, learning from Renton. To further connect the different types of workers, new amenities will be introduced to the work environment. Three new cafeterias and a coffee shop will be accessible to all. There will also be the introduction of The Boeing Store, a credit union facility, and a station where employees can rent dvd’s, drop off dry-cleaning, and more.(Arkell, 2007)

OFFICE

STORAGE ASSEMBLY ASSEMBLY STORAGE

CLOCKWISE FIGURE 86: Diagram, Boeing, Renton Plant FIGURE 87: Renton, “Boardwalk” FROM FIGURE 88: Boeing, Renton Plant BOTTOM

“BOARDWALK” COLLABORATION SPACE Middle column line removed. Offices in old storage space.

“Boardwalk” blurs boundary between machinists and engineers.

ASSEMBLY “BOARDWALK” COLLABORATION SPACE

OFFICE

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Experimental Factory: Magdeburg

Magdeburg Germany gained its reputation for scientific study when Otto von Guericke, a resident of the city, demonstrated the force of atmospheric pressure in the 17th Century. The city soon became a center for research and industry.(Rappaport, 2002) After World War II the city became part of East Germany, and consequently went into decline. With the reunification of Germany, Magdeburg hopes to reinvent itself once again as center for industry and innovation, they hope to do this by attracting “Emerging scientific and manufacturing research institutions.”( Rappaport, 2002) One of the first ways steps accomplishing this goal is the establishment of the Experimental Factory.

The Experimental Factory is part of a “Mini Silicon Valley” complex of three buildings that form a “Research Park.”(Rappaport, 2002) Designed by Berlinbased Architectural Firm Sauerbruch-Hutton, this 56,000 sq ft building is covered by an all encompassing “Pink, ocher, and gray metal roof” (Rappaport, 2002) intended to advertise the investment Magdeburg has made to innovation.

The Experimental factory is to be seen as an innovation incubator. Belief in EFM’s ability to provide the opportunity for Madgeburg to reinvent and revitalize its economy this project can be seen by the massive amounts of donations that were collected, about $12 million in all, from local manufacturers, universities, and the European Community.( Rappaport, 2002) The incubator will provide opportunities to test industrial machinery and manufacturing processes and products through leased laboratories and production halls.( Rappaport, 2002) EMF hopes that mixing the program in multiple ways, and bringing in diverse residencies will create an “Open source environment, where scientists can exchange information.”

(Rappaport, 2002)

The factory is a “Compact combination of three volumes,(Sauerbruch Hutton - Experimental Factory, Magdeburg) “A five-story office and research laboratory,

a central, large-scale, multipurpose testing hall, and an electromagnetic-field testing room.”(Rappaport, 2002) The building uses various structural techniques based upon the type of program being covered, ranging from precast concrete to steel frame construction. The main hall is a 26-foot tall space complete with a gantry-crane to accommodate any requirements of research. The hall, a large open space is extremely flexible programmatically to meet the needs of whoever is currently in residence.

Communication and creating opportunities for chance encounters were extremely important in this project. “The lobby forms an internal street that not only serves the building, but also forms a path connect5ing a line of research facilities. Individual laboratory offices project into the lobby at an angle…windows allow views into the main testing hall, thereby supporting the desired access between researchers and that being researched.”

(Rappaport, 2002) These physical and visual connections

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are the ways in which curiosity is generated, and spur interesting exchanges of knowledge. Within the five story tower, the architects mixed multiple programs together, including offices, labs, and common rooms to foster communication.

FIGURE 89: Top, “Internal Streets” FIGURE 90: Bottom, Experimental Factory

1.

2.

3.

4.

5.

Insulated profile-metal cladding

Steel Frame

Concrete Frame Translucent Glass Curtain Wall

CLOCKWISE FROM BOTTOM LEFT

FIGURE 91: FIGURE 92: FIGURE 93: FIGURE 94:

Parti diagram Plan Section “Internal Street”

Concrete Frame

89

Internal Street Lab/Office Large Experiment Hall Electromagnetic-field Testing Office

BMW CENTRAL BUILDING

When BMW relocated its new central plan in Leipzig, they set out a competition that was quite unique. An infill building of sorts between three previously designed factory buildings. The site between the buildings was quite constricting, 295’ x 950’. The Central building BMW needed would be “Providing the technical communication between the different stages of production as well as enhance the verbal communication between the employees.” (Gannon, 2006, p9) It was BMW’s hope to make the production process more transparent and provide flexible office areas. The building was “Conceived as a knot that draws together various flows of the factory process.”(Gannon, 2006, p9) “The building was conceived as a connector between various factory sheds.”

(Gannon, 2006, p39)

The planning strategy of the project was not simply around integration of different types of workers, or entry areas for the building, it was also about the production line. “Open to view throughout the facility, cars in various stages of completion pass along their tracks between the various surrounding production units.

The building is 270,000 square feet, housing 5,500 employees. Load bearing walls, floors, and office areas are cast-in-place concrete. (Gannon, 2006, p7)

“The primary organizational strategy for the office areas is the scissor-section that connects the ground floor and first floor in a continuous field. Two sequences of terraced plates...as large as 62’x75’ in size, are large enough to allow for flexible occupation patterns.”(Gannon, 2006, p10) Staggering the floor plates vertically like giant stairs allows for greater communication and provides defined areas. Staggering the floor plates into a “stair” configuration eliminated the stacking of floors, Zaha could “Treat the interior as a series of cascades and ramped surfaces that would touch down and connect the various levels.(Gannon, 2006, p43) One of the main challenges was integrating the blue and white collar workers. This was accomplished by

making the interior program transparent and mixed..

Engineering workplaces are dispersed within blue-collar social spaces. “The plants restaurant... is located right in the middle of the office floors attracting all works amidst the administrative areas.” (Gannon, 2006, p11) Dispersing the multiple programs utilized by the different professions causes chance encounters and communication to occur because of proximity to one another.

To solve many of the issues the project had, formally and programmatically it was attacked from two fronts. Formal studies were started, focusing around connecting the three buildings, while programmatic layout and relationship diagrams were started to understand the complexities of connecting the surrounding buildings.

These disparate diagrams were eventually combined to generate a built form. “Our planning strategy, the, was never an act of compartmentalized, but rather a kind of soft zoning or territorialization.” (Gannon, 2006, p21) Also, the project utilizes very few columns or other structural aspects that would obstruct views.

One of the biggest problems the design team had to face, was the to-be placement of the three surrounding buildings. The three buildings, in plan were too spread out, and were forcing the Central Building to have to stretch too far to make the necessary connections.

One of the buildings site was moved inward 11 meters before it was built to solve this problem.

The main concept behind the building is linear spaces that create large deep space, physically and visually.

(Gannon, 2006, 019) “We mapped the projects various flows as a series of linear diagrams. Translated into three dimensions, these linear flows become layers of bifurcating and intersection trajectories, resulting in a layered space of movement with a strong emphasis on deep visual penetrations.”(Gannon, 2006, p19) In order to get the desired effect “homogeneous, continuous materials were used.”(Gannon, 2006, p19) These materials include poured in place concrete, welded steel, and the removal

90

of as many columns as possible. “The eye is drawn along continuos concrete walls, seamless, welded handrails; even the conveyor belts ahead.”(Gannon, 2006, p19)

One of the most interesting things about the design process of this building was that “All of the investigations were directed at the occupiable spaces, at the surfaces. There was never a specific integration of the volume or the buildings sculptural quality.”(Gannon, 2006, p127)

The most notable quality of the building is how the cars, on the assembly line not only move through the Central Building, but spaces become defined by the conveyor system itself. The team working on the project noted how difficult it was to make sure this piece of the project went through. “Not only were there acoustical concerns but issues with the manufacturing process. The engineers had to test the dust in the space would not affect the car bodies, that grease from the kitchen would not pose a problem for the unpainted chassis. (Gannon, 2006, p115)

Overall this building not only serves it functional purpose of connecting three separate buildings, but it does it in a provocative way. Cars are not only shown off for their aesthetic and marketing value, but they are actually being produced, the assembly line has become visible, much like the carts moving ceramics in the streets of Jingdezhen. Employees do not only see the cars they are working on, but be being in physical proximity to their creation, become inspired by them.

91

FIGURE 95: Top, Car Conveyor FIGURE 96: Bottom, BMW Central Building

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FIGURES Figure 1: Figure 2: Figure 3: Figure 4: Figure 5: Figure 6: Figure 7: Figure 8: Figure 9: Figure 10: Figure 11: Figure 12: Figure 13: Figure 14: Figure 15: Figure 16: Figure 17: Figure 18: Figure 19: Figure 20: Figure 21: Figure 22: Figure 23: Figure 24: Figure 25: Figure 26: Figure 27: Figure 28: Figure 29: Figure 30: Figure 31: Figure 32: Figure 33: Figure 34: Figure 35: Figure 36: Figure 37: Figure 38:

Victor Barbalato Victor Barbalato: E.P.W. Jingdezhen, China. 5/08 Victor Barbalato: Jingdezhen, China. 5/10/08 Victor Barbalato: Jingdezhen, China. 5/10/08 http://creativeclass.com/whos_your_city/maps/ Victor Barbalato Victor Barbalato, Kinzie Industrial Corridor, 3/11/09 www.flickr.com/photos/15229670@N08/3244514981/ Victor Barbalato http://www.epi.org/webfeatures/snapshots/archive/2008/0212/20080212snap750.gif Victor Barbalato. Jun, 2005 pg 1496-7 http://creativeclass.com/whos_your_city/maps/ Victor Barbalato. Jun, 2005 pg 1496-7 PIDC, “American Street Industrial District: A Plan for Sustaining and Promoting Growth.”, n/d PIDC, “American Street Industrial District: A Plan for Sustaining and Promoting Growth.”, n/d PIDC, “American Street Industrial District: A Plan for Sustaining and Promoting Growth.”, n/d PIDC, “American Street Industrial District: A Plan for Sustaining and Promoting Growth.”, n/d “Industrial Corridors of Opportunity,” 2004 Victor Barbalato Victor Barbalato, Kinzie Industrial Corridor, 3/11/09 Victor Barbalato, Kinzie Industrial Corridor, 3/11/09 Victor Barbalato. Google Earth Victor Barbalato, Chicago, 3/11/2009 Victor Barbalato, City of Chicago Victor Barbalato, City of Chicago Victor Barbalato, City of Chicago Victor Barbalato, Kinzie Industrial Corridor, 3/11/09 Victor Barbalato, Kinzie Industrial Corridor, 3/11/09 Victor Barbalato, Kinzie Industrial Corridor, 3/11/09 Victor Barbalato Victor Barbalato, Woxenius, “Alternative Transportation Network Designs” Victor Barbalato, Woxenius, “Alternative Transportation Network Designs” Victor Barbalato, IBI, “Inland Container Terminal Analysis” Victor Barbalato, IBI, “Inland Container Terminal Analysis” James, Kenneth, “Maglev Freight Conveyor Systems,” pg 3 James, Kenneth, “Maglev Freight Conveyor Systems,” pg 2 FastrCargo, 1/2008, pg2 Rohter, Lawrence, Automated Shipping Container Transportation for Chicago, pg 7

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Figure 39: Figure 40: Figure 41: Figure 42: Figure 43: Figure 44: Figure 45: Figure 46: Figure 47: Figure 48: Figure 49: Figure 50: Figure 51: Figure 52: Figure 53: Figure 54: Figure 55: Figure 56: Figure 57: Figure 58: Figure 59: Figure 60: Figure 61: Figure 62: Figure 63: Figure 64: Figure 65: Figure 66: Figure 67: Figure 68: Figure 69: Figure 70: Figure 71: Figure 72: Figure 73: Figure 74: Figure 75: Figure 76:

Rohter, Lawrence, Automated Shipping Container Transportation for Chicago, pg 12 Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Garofalo Architects, Chicago Pedestrian Bridge, http://www.garofaloarchitects.com/ Garofalo Architects, Chicago Pedestrian Bridge, http://www.garofaloarchitects.com/ Victor Barbalato Victor Barbalato Johnson Architects, Double Helix Bridge, http://www.j-arch.com/ Johnson Architects, Double Helix Bridge, http://www.j-arch.com Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato

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Figure 77: Figure 78: Figure 79: Figure 80: Figure 81: Figure 82: Figure 83: Figure 84: Figure 85: Figure 86: Figure 87: Figure 88: Figure 89: Figure 90: Figure 91: Figure 92: Figure 93: Figure 94: Figure 95: Figure 96:

Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Victor Barbalato Steelcase: Case Study: Boeing, Renton, n/d Steelcase: Case Study: Boeing, Renton, n/d Rappaport, 2002, pg 112 Arkell, n/d Rappaport, 2002, pg 112 Rappaport, 2002, pg 110 Rappaport, 2002, pg 112 Rappaport, 2002, pg 113 Rappaport, 2002, pg 113 Gannon, 2006, pg 155 Gannon, 2006, pg 154

ENDNOTES: 1. Moore, Kerry & Bryce. “Abstract | Design Democracy ‘08.”

DD’08 Collection | Design Democracy ‘08. http://www. designdemocracy08.com/abstract (accessed November 28, 2008).

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