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Snowpocalypse II – the aftermath

Some more pics from walking around Capitol Hill today:

Different shoveling philosophies

Different shoveling philosophies

Those who’ve lived in snowy places know this as a matter of fact – it’s a lot easier to shovel 5 inches of snow 5 different times throughout a storm than it is to try to shovel 25 inches all at once.  End result? A narrow little path.  Better than not shoveling at all, however.

Eastern Market Metro canopy

Eastern Market Metro canopy

The snowplow brings mixed blessings for those trying to dig out

The snowplow brings mixed blessings for those trying to dig out

Lincoln Park

Lincoln Park

Makeshift sledding in the alley next to Mott's Market

Makeshift sledding in the alley next to Mott's Market

On profitability and privatization

CC image from AMagill on Flickr

CC image from AMagill on Flickr

Given Metro’s current and future budgetary issues (and the plethora of ideas to fix them amongst various comment threads at GGW and other places), discussions of profits and priorities are certainly topical.  With that in mind, Jarrett Walker has an excellent post up on the fundamental goals of transit service – the public good we planners try to achieve.

In fact, high-ridership transit services are almost always the result of aggressive government investment and policies, including the pricing of car travel, the planning of dense centers around stations, and a huge range of other actions.  A democratic government must care not just about the bottom line of the transit but also about the quality of the community it serves.  In this role, it may advocate low-ridership services to serve other sustainability goals.  For example, when opening a new “transit oriented development,” the long-term health of the community may require a lot of public transit service just as the first people are moving in, to help them establish transit habits, own fewer cars, etc.  This service will be “unprofitable” but can be a rational part of a long-term sustainability strategy.

Thatcher’s formulation, swallowed whole by Judt, is that service is either “profitable” or “social.”  Judt will go on to make “social inclusion” arguments for why service to low-ridership markets, such as rural towns, should be retained.  Fine, but he’s already given away the revenue that could pay for much of that service — the “profits” gained by the private operating company running the “profitable” services.  He’s also given away funds that could be used to fund new infrastructure investments for the next generation of profitable services — investments that should be government-funded not because they’ll be profitable, but because they’ll be intrinsic parts of a humane, sustainable, and livable city — all valid criteria for government attention.

Walker describes the definition of profitability (and the relentless focus on cost effectiveness to the exclusion of other considerations) as a “conceptual trap” that does not truly capture the reality of transit benefits or the complexity of how cities and urban places function.   Defining the debate in these terms automatically puts transit on poor footing.

“Social” and “economic” are just two legs of the three-legged stool that has come to be known the “triple bottom line,” a useful scheme for thinking about all of the possible valid outcomes of public policy.  The missing third term is “environmental.”  Judt is so attached to the “social” dimension of the question that the other two terms, “economic” and “environmental,” have collapsed in his mind into a single opponent, the “economic.”  We are all used to thinking in binary (us/them, this/that) terms, but the triple bottom line requires us to hold three points of view in the mind at once — which, to be fair, is much harder than it sounds.

Indeed.

Walker’s piece is excellent food for thought, particularly as our transit agencies and other municipal entities are facing huge budget problems and often turning towards privatization (see Chicago’s parking meters) – we must make sure we consider all of the potential outcomes, as well as all three legs of the stool.

Salt and infrastructure beneath the city

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

Detroit Salt Mine

Detroit Salt Mine

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

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

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

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

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

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

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

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

Station cleaning – the end product

Today’s snow storm means Metro’s been limited to their underground service map only.  Given that buses are out of commission, this low level of service is the only real way to get around town.  It also means there’s plenty of time to spend in the stations waiting for trains.

So, while waiting at Potomac Avenue, I couldn’t help but snap a few pictures of the newly cleaned and whitewashed vaults, all part of Metro’s earlier noted station enhancement program.  For Potomac Ave in particular, the mid-way photos already showed a huge improvement over the dirty and grimy concrete vaults.  Given that Potomac Ave was one of the stations Metro painted years ago to improve light levels, the last step was to essentially whitewash the station vaults to complete the cleaning process, and then light those vaults up by replacing all the burnt-out light bulbs.

The difference is stark.  Today:

Whitewashed and illuminated vaults at Potomac Ave

Whitewashed and illuminated vaults at Potomac Ave

The mid-way progress:

Steam cleaning in progress at Potomac Ave

Steam cleaning in progress at Potomac Ave

And the original, dirty station:

Dirty station vaults before cleaning

Dirty station vaults before cleaning

For a synopsis of the station enhancement process, check out this WaPo article.

Metro snow operations

Given the heavy (and ongoing) snowfall, Metro is only operating rail service in select underground locations, in order to prevent trains from getting stranded as accumulating snow makes it difficult to maintain contact with the third rail, and also to use existing tunnels to keep rail cars dry and operable, rather than buried in snow and exposed to the elements in Metro’s rail yards.

The adjusted service map looks like this:

Metros snow map.  Image from WMATA.

Metro's snow map. Image from WMATA.

Riding the trains today, the service is essentially single-tracking in the underground portions of the system.  The segments of each open line in the middle have both tracks open, with each line essentially having two trains to cover the entire length of a line – they shuttle back and forth on a single track, passing each other on the double-tracked stretch in the middle.

Waits for the trains are long, and as is usual during single tracking operations, the PIDS aren’t all that reliable for train arrival times:

PID at U St, during snowpocalypse

PID at U St, during snowpocalypse

In the single-tracked areas, the extra track is being used for train storage so that there are rail cars ready to enter service as soon as tracks are cleared:

Storage train riding out the storm at U St.

Storage train riding out the storm at U St.

Metro did a good job of getting the system up and running again after the December 19th storm, opting to prepare the entire system for Monday’s rush rather than restore service immediately.  They’ll likely do the same this time around.

Snowpocalypse updates

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Venturing into the white abyss...

Some random observations and links, since we’re all stuck inside:

Snowball fights – the new kickball?

Travel by train – “as God intended.” Heh heh.

Some photos I snapped today:

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Tree down at Meridian Hill, took out the streetlight on the way down.

Dirfting on steps - U St.

Dirfting on steps - U St.

IMG_4803

U st.

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Been a while since I've seen X-C skis on the Metro...

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Potomac Ave station pylon

Thanks for the ride, dad.

Thanks for the ride, dad.

Snowpocalypse II

Remain calm.  All is well!

Lost? How about a map.

Second Ave Sagas has a great subway-style map of Lost’s fictional universe – in advance of tonight’s season premiere.

This is the creation of John Cabrera, who explains it further here.

Adaptation in housing, organically

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Unhappy hipsters

Taking photos from Dwell and other such modern housing magazines and subverting their meaning with snarky captions can be quite entertaining.

It was comforting to know that the neighbors had stopped speaking.

You can come out when you can properly explain the differences between Modernist architecture and postmodern ornamentation.

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