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.

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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.

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.

Quinta Monroy

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.

Perceptions of density often miss the mark

Photo from cacophony76.

Photo from cacophony76.

Density is one of the most important elements of any city, but also one of the most misunderstood.

However, the density of a site is often not what it initially seems – people will key on things like height, design, maintenance, and context rather than actually looking at what density means to them.  It’s a natural, emotional reaction – but often misses the underpinning reality.  Educating people on what density looks like is vitally important, as density is a crucial element of sustainable, urban places.

In Washington, DC, like many other places, people often have a visceral reaction against density.  They assume more density means taller buildings in a low-rise city, but that need not be the case.  These fears of density are not unfounded, however.  Complaints about density often reveal other concerns, such as traffic congestion or design.

Dan Zack is a planner for Redwood City, CA.  He recently gave a presentation out in California which included the following ‘quiz,’ asking attendees to quickly assess how dense a building or development is based on a passing glance at a photograph of the site.  The clip is just shy of 12 minutes long.  Take a look and see how accurate your perceptions of density are:

Density often gives rise to fears from neighbors about traffic congestion, crime, environmental quality, and many other factors.  Outside the immediate community, people scream about social engineering and forcing people to live in dense environments, despite the fact that increased density is a product of market forces and substantial pent-up demand.  Mr. Zack’s quiz shows how density is often not what it seems.

Height, for example, is only one factor in density.  Paris is almost uniformly low-rise in nature, yet has extremely high densities.  For DC, the takeaway message is that the city can continue to grow and add density without fundamentally altering the low-rise nature of the city.  As DC continues to grow, adding more housing supply will be of vital importance.  More households can also help certain areas of the city reach a critical mass of retail buying power, enabling stores and restaurants to survive and thrive.

Just as height is only a factor in density, density itself is only a factor in the overall health of a city.  Put in simple terms, a city needs the Three D’s – Density, Diversity, and Design – to thrive.  As Mr. Zack’s quiz shows, diversity (of housing sizes, price points, neighborhoods) and design all factor in to how we perceive density.  Each of the Three D’s is deeply interwoven with the others, and touch on all urban issues, from transportation to affordable housing.

Emphasizing the need for density at this juncture is important, as well.  Cities are not static environments.  They change a great deal over time.  In the next 25 years, approximately 75% of the American built environment will either be renovated or built anew. Even accounting for a lull in demand from the Great Recession, American cities are in for a great deal of change.

The entirety of Mr. Zack’s presentation is well worth watching, and can be found below.  His presentation is about 50 minutes long, and includes the ‘quiz’ clip above.  In the remainder, he discusses at length all of the companion issues that need to be dealt with in addition to adding density, such as design, parking, transit, and walkability.

Cross-posted at Greater Greater Washington

Metro’s new board members set the bar…

….and other assorted links

Board games: Greater Greater Washington notes that the Feds have filled two of their four slots on the WMATA board, naming Mort Downey and Marcel Acosta to the positions.

Downey is a former executive for the US DOT under the Clinton Administration and is currently a transportation consultant.  Acosta is the Executive Director of the NCPC, and formerly worked for the Chicago Transit Authority.  Personally speaking, Downey is a regular commuter and rider on Metro, and Acosta lives car-free in DC.

DCist has some good quotables.

Downey, a consultant who previously served in the Clinton administration and as executive director of the New York Metropolitan Transportation Authority — and a Vienna native who has ridden Metro for 20 years — has fairly modest aspirations as he takes his seat on the board on Thursday: “The federal government would like its employees to arrive at work on time, fundamentally alive.”

Can’t argue with focusing on your core mission.

Never mind the bollards: Second Ave. Sagas up in New York takes a look at some really horrendous security ‘bollards’ (using that term loosely) surrounding the new Atlantic Ave. LIRR Terminal in Brooklyn. Read up on the new terminal here (City Room, MTA press release).

When the new terminal building at Atlantic Ave. in Brooklyn, critics and columnists praised the light and airy nature of the building. Featuring a seemless integration of art and architecture, the new terminal building is representative of the MTA’s current approach toward offering its customers a convenient and mostly state-of-the-art facilities when it opens new structures. Outside, though, the security bollards tell a different story, one of overreaction and blocked sidewalks to a public structure that needs to be able to handle heavy pedestrian flow.

When the new building first opened, attention was focused on the inside, but the security bollards, shown above, drew some warranted criticisms. Gersh Kuntzman in The Brooklyn Paper was particular critical of their appearance and size. He noted the bunker-like mentality of the security measures and called the giant bollards “14 mammoth concrete coffins that give the beautiful new facility the look of an outpost in the Green Zone.”

Atlantic Ave station bollards - CC image from Ben Kabak on flickr.

Atlantic Ave station bollards - CC image from Ben Kabak on flickr.

Yikes.  SAS continues:

The specter of terrorism and counterterrorist measures make for uncomfortable subjects. New York City’s subways are notoriously porous, and New Yorkers try not to dwell on the ways our city has become a target for America’s enemies. Still, these bollards do nothing to make a new train terminal accessible or user-friendly. They exacerbate fears about our safety while blocking the city’s sidewalks and its transit access points. There are tasteful ways to guard against terrorism, and then there are these granite blocks, seemingly dropped from a quarry onto Flatbush Ave. with no regard for purpose or appearance.

Here in DC, we have to deal with all of the same terrorism concerns.  Clearly, some bollards are better than others in terms of their design and day to day function.  We have some well-designed examples here in DC (the paths/retaining walls around the Washington Monument come to mind), some bad ones (the doors at the Capitol Visitors Center that are too heavy to open), and plenty of ‘temporary’ barriers scattered across town.

Fifty Nifty United States: Matt Yglesias links to a James Fallows bit on an idea from Fakeisthenewreal.com to re-draw state lines every so often as a means of ensuring a relatively equal population distribution amongst all 50 states.

Two thoughts – if this seems odd, perhaps it shouldn’t.  Each state will be going through this process in the next few years after the collection of the 2010 Census data.  Even in DC, we’ll re-evaluate the ward boundaries to ensure that each one has a roughly similar number of people within it.

Also, the proposal reminds me of the 70s era proposal for the 38 states of America.

Political realities would likely stop anything like this from ever happening, but it certainly is an interesting thought experiment.  Furthermore, when looking at the political implications, it’s worthwhile to note how the arbitrary political boundaries have real political consequences in Congress.

Streetcars, eh? Planning Pool has a nice audio slideshow (complete with narration in a lovely Canadian accent) of Vancouver’s demonstration streetcar line.  The line is using borrowed cars from Brussels, and will be evaluated during the upcoming Olympics for future, permanent installation.

“Olympic Line” Streetcar Demonstration in Vancouver, Canada from Planning Pool on Vimeo.

Perhaps some foreshadowing for DC?