Search results for "sustainability"

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Inclusive Recovery

Five years after Detroit’s bankruptcy, design fuels recovery
Could Detroit be pioneering a new type of gentrification? It is possible. The recovery—with its innovative experiments in revitalization—is set to become a laboratory of ideas that will redefine gentrification, learning from the urban renaissance of the last 20 years in other cities. The Detroit of the late aughts was a desolate place: The municipal government had all but crumbled in the wake of a depopulation that saw the city go from over 2 million residents to around 700,000. With the loss of people and jobs came the loss of density and infrastructure, which left Detroit the poster child for apocalyptic Rust Belt landscapes. During this period of the late 2000s to the early 2010s, steep real estate discounts allowed artists and entrepreneurs to buy houses and commercial buildings extremely cheap. This legendary scenario led The New York Times to publish an article titled "Last Stop on the L Train: Detroit,” in 2015.  And it certainly feels that way, with vibrant music, arts, food, and design scenes in the city that seem to be linked together by a small community of like-minded people working on a host of cultural projects together. However, much of the buzz about Detroit in the national media has died down. How is Detroit doing five years after becoming the largest city ever to go through a structured bankruptcy, and how is design helping to speculate on new future urbanisms? Today’s Detroit is a different place than five years ago. The days of $500 houses bought at auction and dark, empty landscapes are becoming a thing of the past. Developers and speculators have bought up much of the land around the city center, with Dan Gilbert’s Bedrock Ventures owning almost 95 percent of the downtown area. This area could now pass for a street in downtown Chicago, with high-end boutiques and chains like Warby Parker and lululemon. In other neighborhoods, such as the more industrial Milwaukee Junction, near the Russell Industrial Center—an icon of gritty urban reuse—land and property have been claimed by those waiting to sell or develop it. Other neighborhoods like Corktown and Midtown have seen a resurgence in development, an increase in market-rate housing, and more traditional forms of urban revitalization. Infamously abandoned sites have been bought for eventual redevelopment or reuse. Most strikingly, a Ford-branded security Ford Escape is parked outside the Ford-emblazoned fence at Detroit Central Train Station, a ruin-porn poster child now slated for redevelopment as the auto giant’s “innovation” hub, focusing on autonomous vehicles. Now the challenge will be to deliver on some of the potential that has been so evident over the last decade. Detroit’s municipal government has long been seen as incapable of addressing the city’s problems, such as abandoned buildings, vacant lots, lack of infrastructure, and general disinvestment. Since declaring bankruptcy in 2013, the city has implemented a series of initiatives that have in many ways stabilized it. These include basic things like improving emergency services and transportation. Perhaps most important, new LED streetlights were installed, ending the days when residents carried flashlights in their cars. Perhaps the most dramatic change in Detroit’s governance has been in the city planning department. Architect and former Charlottesville mayor Maurice Cox has been tasked with overseeing the recovery. His first step? Hiring a diverse, interdisciplinary team of 36 planners, architects, urban designers, and landscape designers to rethink how a city can incentivize investment, rebuild infrastructure, redensify targeted neighborhoods, and provide services to new residents while preventing displacement of existing residents and cultures that have endured the city’s darker times. Cox calls it “inclusive recovery.” This comprises measures that harness one of the unique things about Detroit—a high level of community engagement. As a majority African-American city, it is an especially promising place to pioneer these ideas. At a recent event at the Museum of Contemporary Art Detroit (MOCAD), the artist Tyree Guyton sat down for a talk at the closing for a show about his Heidelberg Project, a self-started community art project he has developed since 1986. Rather than a typical artist’s talk, the event was more like a community town hall, where residents of the nearby neighborhood spoke in detail about how they see the neighborhood changing, and how the evolution could be better. This kind of community-led development will be key to making sure that Detroit can innovate without displacing people or local cultures. The most important priority of the plan is to recover while preserving both local neighborhood culture and affordable housing. Cox’s initiatives include framework plans for targeted neighborhoods that have strong residential numbers and some active housing stock. The planning department identified weak spots surrounded by higher-density areas that could be tied together with coordinated investment, resulting in—thus far—six quarter-mile-by-quarter-mile areas where recovery could be easiest. The proposed Joe Louis Greenway will be a 31.5-mile bike-pedestrian loop that passes mostly through neighborhoods with a median income under $27,500 a year and a 30 percent rate of access to a car. The greenway will incorporate existing routes, such as the Dequindre Cut, a below-grade rail-line-turned-pedestrian-promenade that is being used as a gentrification vehicle to spur development of a mix of affordable housing embedded in market-rate developments. Development group The Platform will be developing a housing complex at the north end of the cut. This could lead to displacement, but because the city owns so much land along the path, it will experiment with ways to provide affordable housing and transportation without driving people out. Local housing research includes a joint venture between the University of Michigan Taubman College of Architecture and Urban Planning and the City of Detroit. In studios led by Lars Gräbner and Christina Hansen, students generate ideas about what housing might look like in Detroit, some of which are displayed in exhibitions such as 2017’s A City For All: Future Housing Models for the City of Detroit. These studios also helped produce a series of design guidelines. For example, one line reads: “Impress the value of design on all projects and all audiences—emphasizing equity, design excellence, and inclusion.” As design thinking ramps up, so too will design excellence. Detroit has a long legacy of designers and architects who have called Michigan home, such as Eliel and Eero Saarinen and Albert Kahn. But in recent years, there have been fewer high-quality projects. This is changing, however, with firms such as Lorcan O’Herlihy, SCAPE, Walter Hood, Adjaye Associates, Michael Van Valkenburgh Associates, and others signing up to design housing, parks, and urban farms. O’Herlihy, for instance, is working on a housing study for Brush Park, the first of Cox’s targeted neighborhoods just outside downtown, designing a 24-building, 410-unit densification plan. And design is baked into the new planning department goals and regulations. What could be design’s biggest impact is the preservation of existing cultures, which includes the existing building culture, one of the goals for “inclusive recovery.” To prevent the loss of the visual character of the neighborhoods, incentives such as a double density allowance are offered for projects that preserve the existing shell of a building. Layering history in this way will inevitably lead to interesting new adaptive reuses. These building refills are a good metaphor for the new type of gentrification being pioneered here: They redensify the abandoned fabric with useful infill, but do not take away the texture that makes Detroit unique. As part of VolumeOne, Gräbner and Hansen’s private practice, the pair is working on a redevelopment of the historic Stone Soap Building, an historic 1907 factory. The structural concrete frame and brick infill will be preserved, and a minimal, floating addition will be clad in a galvanized metal panel system. The strong visual contrast between old and new will articulate a strategy of respect for the existing structure while implying continuity through the use of industrial materials. Imagining new uses for vacant land will also play a big part in making the future of Detroit, and nature is integral to the next image of the city. There are about 24 square miles of vacant land that are very costly to maintain. In collaboration with developers and designers, the city is programming many experiments in urban agriculture and self-reliant landscapes. The ad-hoc, community-initiated urban farming pioneered by projects such as Oakland Avenue Urban Farm has become a staple of Detroit urbanism and is becoming part of larger, city-led projects as well. Walter Hood Studio’s Rosa Parks Neighborhood Master Plan does not propose any new buildings but rather infills vacant lots with tree nursery gardens that will provide jobs and act as productive landscapes. In the Fitzgerald neighborhood, local developers Century Partners have set out to rehab 20 acres of 100 vacant houses and 200 vacant lots. The strategy included some 28 community meetings and 50 neighborhood meetings that resulted in creating a park—a connective tissue—for the neighborhood, as well as flowering meadows in vacant lots. Cox sees it as a success in testing the idea of using design to create a place and restore beauty and community. Detroit is not without its issues, of course, but the future looks bright for the city. Its unique problems, such as the over-the-top reliance on the car built into the city’s planning, and its sprawling, vacant lots, could become assets when coupled with its strengths: relatively cheap land, strong communities, diverse leadership, and many cultural artifacts that have survived the dark times. Five years after bankruptcy, it is an exciting time in Detroit, and there is reason to believe it will provoke a new kind of urban revitalization: one in harmony with nature and existing cultures, informed by the urban progress made over the last few decades.
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It's a Gas

Two new books dig into the gas station’s impact on architecture

It's a Gas: The Allure of the Gas Station Edited by Sascha Friesike, with a preface by Jay Leno Gestalten $60.00

The Current: New Wheels for the Post-Petrol Age By Paul d’Orléans, Robert Klanten, and Maximilian Funk Gestalten $50.00 Automobiles fascinate architects. Le Corbusier designed the Voiture Minimum; Buckminster Fuller, the Dymaxion; Renzo Piano, the Flying Carpet; and Norman Foster, the Routemaste. And while Charles and Ray Eames were posing with a Velocette motorcycle, Michael Czysz—founder of Architropolis, his firm—was designing the record-breaking MotoCzysz E1pc electric motorcycle. Given recent developments in electric vehicle (EV) innovations, designers may soon create new infrastructure for these silent, zero-emission vehicles. Two books from international publishing house Gestalten reflect on this crossroads with one foot on the accelerator and one hand on the wheel. Jay Leno—late-night comedian and automobile aficionado—introduces It’s a Gas: The Allure of the Gas Station, edited by Sascha Friesike. Leno recalls his childhood fascination with “grease monkeys,” tending vehicles, hot rods, and watching new models come and go. Leno also remarks on gas station architecture, including Richard Neutra’s now-demolished stations. From the introduction onward, Friesike’s volume takes us on a joyride around the world of gas stations. Gas stations never became a celebrated typology, despite celebrated architects like Albert Frey and Norman Foster designing them. It’s a Gas begins to address this curiosity. Friesike presents an aesthetic history of the gas station from its 1888 origins in a Wieshold, Germany, pharmacy to the contemporary designs of Philippe Samyn and Partners. Along the way, Friesike also casts his gaze on Arne Jacobsen’s 1936 rectilinear facility with a contrasting sinuous canopy—a beautiful prototype sadly never replicated—and Atelier SAD’s mushroom column canopy. Canopies are typological features that shield from sleet, sun, and rain, and can encompass concrete shells, decked trusses, or even a B-17 bomber. Some stations forgo the billboard and inhabit teapots, tee-pees, and cowboy hats.  Novelty attracts customers (there even exist floating gas stations to service motorboats), but unfortunately, in the U.S., mega-pump filling stations like Buc-ees seem to pass for novel. Canopies can differ greatly. Postcards from Eugenio Grosso’s trek from Kurdistan to Sulaymaniyah, and Tim Hölscher’s photos of isolated gas pumps and stations highlight typological differences. Every modern master has had stops and starts in petroland. In Quebec, in 2011 (the book misdates it as 2002), Les Architectes FABG completed the conversion of Mies van der Rohe’s Neue Nationalgalerie-esque gas station into a community center. In 2014, the Pierce-Arrow Museum in Buffalo, New York, unveiled a non-operational version of Frank Lloyd Wright’s never-realized station. Equal parts nostalgia and premonition, “Ghost Town Gas Stations” closes It’s a Gas by questioning the gas station’s future. If their fall “from grace came as the golden age of flying was ushered in,” will they hit rock bottom now that EVs have hit the scene? The Current: New Wheels for the Post-Petrol Age by Paul d’Orléans, Robert Klanten, and Maximilian Funk leans into this question, examining the state of EVs. Motorcycle aficionado d’Orléans charges through a history of EVs before running the gamut of the latest electric transporters. Given the author’s focus on motorcycle history and customization (and from working with him personally at motorcycle film festivals), I was pleasantly surprised to see all manner of land vehicles included in his survey. EVs are ideal for urban commuting. Electronic cars and motorcycles have a range of 150 miles at highway speeds. Electric bicycles and scooters are more accessible, but fizzle out around 60-mile ranges at 35 mph. China has been leading this “e-volution” by changing licensing classifications on e-scooters and banning internal combustion engine (ICE) scooters in large cities, leading to myriad manufacturers and sales of e-scooters. Other countries have been slower to adopt EVs, despite riders’ praise of their “fun factor” and sustainability. To combat customer hesitation, Taiwan-based electric scooter manufacturer Gogoro designed an e-scooter with batteries that can be easily exchanged. A subscription-based station network in Taipei supports its riders, who have already collectively logged 186 million miles. This infrastructure is key to reassuring potential riders that their destinations can be reached. Similar networks are now being planned for Paris and Berlin. Even mainstream manufacturers are flipping the switch. BMW developed an e-motorcycle weighing in at 600 pounds—a whale by industry standards, as many other models hover at around 250 pounds. Other large manufacturers developing EVs on the two- and four-wheel front include KTM, Yamaha, Porsche, Lamborghini, and Honda. Tackling a more sustainable approach, Ferrari has developed an E-Type concept retrofit for its 1950s through ’70s models. Taking sustainability further, the Dutch e-scooter Be.e boasts a flax and bio-resin body that foregoes the use of metal and carbon. Waarmaker—the designers of the scooter—said of their design process: “Form follows material and production.” Many EVs don’t travel far from the traditional styling of their ICE cousins. D’Orléans explains: “Designers walk a fine line of trying to push the boundaries of styling and technology while catering to a surprisingly conservative streak among the supposed rebels on two wheels.” The same goes for cars—witness name-brand dealer offerings. Thankfully, d’Orléans’s arc surpasses workaday solutions to showcase more provocative and lesser-known innovators. Joey Ruiter, who has designed furniture for Herman Miller, eschewed telltale signs in his Consumer car and Moto Undone motorcycle: Both are pared-down, minimal, rectilinear forms, in black and mirror finishes, respectively. These vehicles, while alluring, do not reference any stereotypical automotive styling. Bandit9 Motors’ bespoke L-Concept motorcycle is a tube with a turbine attached on two wheels. Meanwhile, Ujet’s Electric Scooter looks traditional but has an asymmetrical folding frame and battery-seat module that can be detached like a portable, wheeled tote for easy recharging. BMW’s Motorrad VISION NEXT 100 concept vehicle at once mimics the lines of the company’s first motorcycle and resembles a Tron Light Cycle. United Nude’s black crystalline Lo Res Car is as mysterious as Kubrick’s 2001: A Space Odyssey monolith. EVs and their potential infrastructures are inherently sci-fi. The books by Friesike and d’Orléans are both beautifully designed and illustrated, and one won’t find better volumes on EVs and gas stations without traveling to the realm of the overly technical. The Current lists specifications with its case studies, but highlights design, not mechanics. Its a Gas exposes a new typology without drilling into the industry. Together these books anticipate the future of automobile architecture, including approaches to designing adaptive reuses of filling stations and exploring new types of e-stations.
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Nove by Citterio dazzles with furniture from Flexform
Brought to you by Flexform “The goal of architecture is life. If you don’t create life, forget it." These words admirably sum up architect Antonio Citterio’s philosophy. The firm Antonio Citterio Patricia Viel designed the Nove by Citterio six-floor building, covering a surface of over 27,000 square meters with offices to accommodate over 1300 people. The building was designed according to the most advanced environmental sustainability criteria and reduced energy impact and obtained the prestigious Platinum LEED certification. Nove by Citterio is located along the Luise-Ulrich-Strasse, near the Arnulf Park in Munich, an area which is undergoing a quick development, with convenient nearby train stations and facilities. The bronzed aluminum window frames give the facade a particularly dynamic and three-dimensional aspect. From the terraces and the sixth floor it is possible to enjoy an amazing view of the Alps. Inside, the building shows a perfect balance between public spaces and working areas. To furnish the lounge area, several Guscio sofas and armchairs covered in soft tobacco leather were selected, as well as some Feel Good armchairs and Tris occasional tables, in an elegant finish combining a brown stained ashwood base and golden Calacatta marble tops, all of which were designed by Antonio Citterio.
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The Unbearable Lightness of Being Kanye

Kanye West donates $10 million to James Turrell’s volcanic crater project
Artist James Turrell has been taking advantage of the natural landscape of the Roden Crater in Arizona’s Painted Desert since 1977. The unfettered sight lines and isolated desert landscape are perfect for Turrell’s work, and the artist calls Roden Crater “a controlled environment for the experiencing and contemplation of light.” Now Turrell’s long-term, still-under-construction arts center has found a celebrity backer; yesterday, the Wall Street Journal broke the news that Kanye West had donated $10 million. Funding for what Turrell hopes will eventually become an arts campus has been sporadic. While several of the spaces have already been built, only $40 million of the required $200 million had been fundraised before Kanye’s commitment. Once complete, Roden Crater will include an amphitheater, additional rooms, and will host a residency program. Inside the two-and-a-half-mile-wide crater, Turrell has carved a network of temple-like rooms and tunnels that are exposed to the sky, creating vantage points that change based on the weather and time of day. West traveled to Roden Crater on December 11, 2018, and again the next week, tweeting that his tour had been a life-changing experience and that “We all will live in Turrell spaces.” He followed that up with a later visit to the Massachusetts Museum of Contemporary Art to visit Turrell’s Into the Light exhibition on December 27. On Monday, the rapper-turned-designer released a statement explaining that he wants Roden Crater to be “experienced and enjoyed for eternity.” The gift stands out among West’s philanthropic work, as he thus far hasn’t made similar contributions to any other artistic institutions. Still, this isn’t the first time that Turrell’s work has infatuated a rapper; Drake danced his way through homages to the artist’s light installations in the 2015 video for Hotline Bling. Turrell is attempting to fundraise the rest of the $200 million in conjunction with Arizona State University. According to Artforum, that money will go towards keeping the site open for the next five years, and the school hopes to eventually integrate Roden Crater with the curriculum of the “Herberger Institute for Design and the Arts, School of Sustainability, School of Earth and Space Exploration, and School of Social Transformation.”
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Stacked for Success

Renzo Piano completes offices for Kum & Go in Des Moines, Iowa
Renzo Piano Building Workshop has officially completed the much-anticipated Krause Gateway Center in downtown Des Moines, Iowa. As the new headquarters for Midwestern convenience store chain Kum & Go, the six-story building features an open and transparent design that resembles a glass pagoda.  RPBW designed the 160,000-square-foot structure in collaboration with Iowa-based firm OPN Architects. Construction wrapped up late last year on the project site, situated on the north end of the city’s famous Pappajohn Sculpture Park. Thanks to its floor-to-ceiling glass facade, the Krause Gateway Center provides 360-degree views of the city and the art garden below, while housing offices for 800 Kum & Go and Krause Group employees. It also includes a two-story underground parking garage, a fitness center, large meeting rooms, and a dedicated art space. The focal point of the modern design is its sun-soaked interior lobby, created with a warm and welcoming atmosphere for visitors and workers alike. Sustainability, accessibility, and engagement with art are key elements of the Krause Gateway Center's overall design. The curtain wall exterior allows ample daylight into the office space while the elongated overhangs that divide the floors shade the interior and control temperature. An outdoor terrace and a green roof populated with sculptures offer breathing spaces for employees to access during the day. In addition to the unique, people-centric design, the building takes up just 25 percent of the project site, where over 100 trees and various landscape furniture dot the landscape for further public use. In the near future, RPBW will build out a café for the building’s Grand Avenue lobby entrance along with exterior seating.
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(Mass)ive Growth

The U.S. mass timber industry is maturing while it branches out

This article originally appeared as part of our January 2019 print issue in the timber feature.

President Donald Trump’s tariffs, enacted in November 2017, have not yet made a significant impact on the U.S. mass timber industry. But if Trump chooses to take more aggressive action in the next two years of his administration, this could dramatically change. This urgency, coupled with the recent global obsession with building tall wood structures, newly motivates American wood manufacturers to become independent of foreign suppliers. This would entail American manufacturers catching up in machine technology and production capacity to bolster domestic trade and support innovative architecture sourced from home.

What’s clear is that U.S. demand for wood buildings is there. The country’s largest producer of cross-laminated timber (CLT), SmartLam, has experienced such rapid growth since opening six years ago that it is building a new headquarters in Columbia Falls, Montana, and planning a second facility in Maine to supply what the industry thinks will be an influx of midrise construction in New York and other cities along the Eastern seaboard.

“The expansion here is simply driven by need,” said SmartLam CEO Casey Malmquist. “There’s always been a grassroots support for CLT in the U.S. and a recently increased interest in research and testing. But now we’re no longer speculating about whether it will work—it’s going mainstream.”

While similar Pacific Northwest companies like DR Johnson and Katerra, as well as firms such as LEVER Architecture and Michael Green Architecture, have long led the field, production is growing in uncharted territories. South Carolina–based LignaTerra is adding another plant in Maine, while Canadian leaders like Nordic Structures in Montreal and Structure Fusion in Québec City, which already supplied CLT to projects across the country, are now focusing more attention on supplying the eastern U.S. market. Production is even swelling in the South with Texas CLT LLC, which is reopening a mill in southwest Arkansas.

But pioneering European companies, which have historically dominated the market and supplied American developers, are now putting down roots in the U.S. Austrian giant KLH is partnering with International Beams’ new factory in Dothan, Alabama, by supplying it with glulam blanks. Having opened this past September, it is the first plant east of the Rocky Mountains to produce CLT in the country and will primarily utilize the unique Southern Yellow Pine native to the region.

These investments show that the race to build such production facilities is vital to the U.S. market becoming competitive with other countries. But many experts say we need to increase cultural acceptance of mass timber as well as get investors on board before the industry starts churning up a sizable profit.

“The real strategy is that the big manufacturers in Europe are focused on making franchises here,” said Alan Organschi, principal of Gray Organschi Architecture in New Haven, Connecticut. “They can produce higher quality products cheaper, even with overseas shipping, than manufacturers can in the U.S. and Canada.”

Organschi’s firm has been at the forefront of timber innovation for 20 years. He is confident the market is growing and will prove that by designing 6- to 14-story buildings, the sweet spot for mass timber construction. Dominique Briand, general manager of Canadian structural engineering firm Structure Fusion, is also optimistic about North America’s future, but feels certain that product-specific issues still need to be addressed before wood can match the quality of other structural materials like steel and concrete.

“The problem is the tools are not there,” Briand said. “There’s not enough manpower or knowledge to make or sell mass timber in the United States. Plus it’s a disorganized market, which creates a big gap between the product and the project.”

Briand believes that as long as timber is trendy, it will take young U.S.-based companies about five to ten more years to be competitive with Europe. In the meantime, architects, engineers, and educators are working to imagine groundbreaking designs at modest scales to ramp up domestic interest and encourage policy changes.

Many U.S. states are using financial incentives to entice manufacturers to locate to their respective regions. In Maine, both the state and federal governments have provided funding for the University of Maine’s extensive research to advance timber assemblies. Russell Edgar of the university’s Advanced Structures & Composites Center says the ultimate goal of this work is to organize the state’s supply chain in order to make Maine viable for these companies.

“People are talking a lot about South Carolina and Georgia since they grow trees like corn at such rapid rates,” he said. “But in Maine, we have proximity to these huge markets in New York and Boston, so we’re busy trying to find ways to get these companies here now.”

Sourcing timber products within 250 miles of a project is a huge advantage to practicing sustainability and boosting regional economies—not to mention a reason for rarely crossing borders for building materials. But a little competition is healthy, especially for lumber producers who want to bid in a fair marketplace.

“The more people there are, the better it will be,” said Briand. “I only worry that because we’re such a fast-evolving industry, a lot of companies will build huge facilities and focus solely on making and selling products. It’s not just about the products; it’s about creating strong business plans so the investment pays off.”

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Wood That Does You Good

Wood cladding products that can stand the test of time

Design facades that can endure the elements and look better with time. These exterior wood claddings offer sustainability, durability, and a touch of charm.

WOODWORKS Linear Solid Wood Panels Exterior Armstrong Ceiling & Wall Solutions

Available in six custom finishes and stains, WOODWORKS Linear Solid Wood Panels are made of western hemlock. The 12-inch-by-96-inch linear panels attach to Armstrong’s Prelude EL Exterior system via screw fasteners. Perfect for creating seamless indoor-to-outdoor transitions, the exterior panels are designed to withstand the elements and are great for overhang and soffit applications.

Thermowood Lunawood

Made by glue-laminating panels of Scandinavian pine together, Lunawood’s cladding boards are made in a thermal manufacturing process where wood is processed using only heat and steam, a technique nearly as natural as the wood itself. Available in planks with horizontal or vertical textures, the natural brown color of the wood can be retained using a surface finish or left untreated to patina.

Exterior Wood Cladding Accoya

Made of durable New Zealand-sourced pine, Exterior Wood Cladding is optimal for both large-scale commercial projects and detail-oriented residential designs. Accoya’s external wood siding is extremely durable, and it is available custom profiled to fit specific building designs and specifications.

Alu Siding Technowood

Pairing the charming aesthetic qualities of wood with the strength and resilience of aluminum, Technowood’s aluminum panels are laminated with natural wood veneers. Using less wood than typical siding applications, AluSiding is environmentally sustainable, lightweight, and recyclable.

Nature – Pure FunderMax

Characterized by the clearly defined lines naturally occurring in solid wood, Pure is FunderMax’s new color collection in its Nature collection wood-based cladding. Stark yet soft in its straightforward design, Pure is offered in four thicknesses and six finishes.

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Simulated Mass Transit

Fentress Architects unveils its Expo 2020 Dubai pavilion and hyperloop simulator
Colorado's Fentress Architects has released a first look at the U.S.’s pavilion for the upcoming Expo 2020 Dubai, revealing renderings of its mobility-themed, coliseum-like installation. Under a theme of “What Moves You? The Spirit of Mobility,” Fentress and partners from the U.S. State Department, George P. Johnson Experiential Marketing (which is designing the pavilion’s “experiences”), and various public and private partners from the United Arab Emirates revealed the pavilion’s final design on November 28, 2018. The cylindrical National Pavilion will be set askew with structural slants to convey a sense of movement and wrapped in a dynamic facade that can double as a screen for American-themed background imagery. According to Curtis Fentress, a founding partner at Fentress Architects:
We’re looking at an Expo that is related to mobility, movement, travel, sustainability—things that are very important to the world today. We have designed this building to be circular in form with slants fashioned to project a sensation of movement, making the viewer feel like the building itself is in motion. And then, once you enter the building, it opens up to what the United States stands for: We are an open, accessible country where you can live to create ideas. It showcases all the things we are doing in America: developing technology and concepts that are going to move us forward in the future. Designing this pavilion is a tremendous responsibility—one we take very seriously—as we will be showcasing America and American ideas to over 25 million people expected to visit the Expo.
Pavilion USA 2020, the collective entity responsible for the installation, also announced a partnership with the California-based Virgin Hyperloop One. Come 2020, the pavilion will host mock-ups of Virgin’s hyperloop pods and offer simulated rides ahead of a projected 2021 rollout in as-of-yet unfinalized locations. The three-story pavilion will feature an internal walkway wound around a central internal void and multi-media column that will double as a triple-height public plaza. The programming will explore a range of what “movement” can mean, from space travel, to shipping cargo, to tracking the flow of blood throughout a body. The Dubai 2020 Expo will open to the public on October 20, 2020, and run through April 10, 2021.
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Hitting Benchwallmarks

Governor Cuomo presents plan to prevent L train tunnel closure
At a 12:45 p.m. press conference Thursday afternoon, Governor Andrew Cuomo unveiled plans to prevent the 15-month-long L train shutdown that was set to begin on April 27. Seated between a panel of engineering experts from Cornell and Columbia Universities and representatives from the Metropolitan Transportation Authority (MTA), Cuomo repeatedly touted the innovative nature of the proposed solution—as well as his success in building the new Mario Cuomo Bridge. After Hurricane Sandy struck New York City in 2012, the Canarsie Tunnel that runs between Manhattan and Brooklyn was flooded with salt water. The L line, which ferries 250,000 riders a day between the two boroughs, still requires extensive repairs to fix the corrosion caused by the storm. The concrete bench walls lining the tunnel were damaged, as were the wires and other electrical components embedded behind them. The MTA was scrambling to implement alternatives for commuters, including turning an east-west stretch of Manhattan's 14th Street into a dedicated bus lane, but it now looks like the planning was for naught. The new scheme presented by Cuomo, a joint effort between the governor’s engineering team, WSP, Jacobs Engineering Group, and the MTA, restricts the slowdowns to nights and weekends. Instead of removing and rebuilding the tunnel’s bench wall, and the components behind it, only the most unstable sections will be removed. Then, a fiberglass wrapper will be bonded to the tunnel’s walls via adhesive polymers and mechanical fasteners. A new cable system will be run on the inside of the tunnel via a racking system and the old wiring will be abandoned. New walkways will be added to the areas where the bench walls have already been or will be removed. Finally, a “smart sensor” network of fiber-optic cables will be installed to monitor the bench wall’s movement and alert the MTA to potential maintenance issues. Governor Cuomo hailed the move as innovative, saying that this cable racking system was commonplace in European and Chinese rail projects but that this would be the first application in America. He also claimed that the fiberglass wrapping would be a “structural fix”, not just a Band-Aid, and that it was strong enough to hold the new Mario Cuomo bridge together. To increase the system’s sustainability, floodgates would be added to the First Avenue station in Manhattan and the Bedford Avenue station in Brooklyn. After the presentation was complete, Cuomo passed the microphone to MTA acting chairman Fernando Ferrer, who said that the agency would be implementing the changes immediately. Still, skepticism over whether the MTA would be able to implement the plan quickly bubbled up from the members of the press in attendance and on social media. Because this method of tunnel repair has thus far been untested in the U.S., the question of whether the MTA would be able to find skilled workers to implement the plan was raised. Cuomo, for the most part, brushed the concerns off, claiming that each piece of the repair scheme has been conducted individually before. If the L train repair plan proceeds as scheduled, one track at a time will be shut down on nights and weekends for up to 20 months. To offset the decrease in service, the MTA plans on increasing service on several other train lines, including the 7 and G.
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Cementing Climate Change

Concrete production produces eight percent of the world’s carbon dioxide emissions
Concrete is perhaps the most prolific and malleable construction material in the world, but our continued dependence on it may be contributing to climate change more than was previously known. The English international affairs think tank Chatham House recently released a report that attributed approximately eight percent of the planet’s annual carbon dioxide emissions to concrete production. The chemical processes used to create cement, burning limestone and clay in a high-temperature kiln and grinding the result, contributes the greatest share of emissions (though the collection of sand, a commonly used aggregate, has its own problems). With the 24th Conference of the Parties to the United Nations Framework Convention on Climate Change (COP24) complete, a “rulebook” for enacting the 2015 Paris Agreement on climate change was agreed on by the 23,000 international delegates present. Even with a guide in place for reducing carbon dioxide emissions, the problem with concrete is that demand is only expected to rise. Currently, the world produces 4.4 billion tons of concrete annually, but that number is expected to rise to over 5.5 billion tons by 2050 as poorer countries rapidly urbanize, according to the Chatham House report. For the concrete industry to fall in line with the Paris Agreement’s targets, emissions will need to fall 16 percent from current levels by 2030. The report argues that target is already an ambitious goal. The production of Portland cement, the kind most widely used today, has remained largely the same since the 1800s. Limestone and clay combine in the kiln to form carbon dioxide and “clinker,” a substrate then mixed with limestone and gypsum to create cement. According to Chatham House, research into “alternative clinker” and low-carbon production methods has thus far been slow going. Less energy-intensive kilns, new types of clinker, carbon capture technology, and switching to renewable energy during the production process will all be necessary “to achieve CO2 reductions consistent with at least a 50 percent chance of limiting the average global temperature increase to 2°C above pre-industrial levels by 2100," according to the BBC. Timber, which sequesters the carbon dioxide absorbed by trees over their life, has slowly but surely made strides in replacing concrete in some projects. High-rise timber buildings have gotten a green light in Oregon, and continued research into carbon-neutral (or negative) projects is continuing apace.
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Political Innovation

Andrés Jaque offers an approach to “intersectional architecture”

Andrés Jaque is the founder of the New York and Madrid–based Office for Political Innovation. By exploring the expanded potential of architecture through both speculative and realized designs, the firm has received numerous accolades, including the 2015 MoMA/PS1 Young Architects Program and the 2016 Frederick Kiesler Prize for Architecture and the Arts. In 2014, Jaque’s SALES ODDITY: Milano 2 and the Politics of Direct-to-Home TV Urbanism garnered a 2014 Venice Architecture Biennale Silver Lion award. The 2011 IKEA Disobedients was the first “architectural performance” piece to enter the Museum of Modern Art’s collection. In this project, local residents were invited to hack IKEA furniture, and in doing so publicly perform their everyday private talents and determine their own lifestyles. The project suggests that not all people necessarily abide by the same normative principles or architectural dictates. Jaque is also the director of the Columbia University GSAPP postgraduate Advanced Architectural Design program.

As a member of this year’s AN Best of Design Awards jury, Jaque spoke to The Architect’s Newspaper contributor Adrian Madlener about the current state of architecture. 

The Architect’s Newspaper: What roles do architecture and urbanism play in addressing today’s global challenges?

Andrés Jaque: Architecture and urbanism have a responsibility to mediate some of the most pressing topics reshaping contemporary life: environmental degradation, mounting geopolitical tensions, and the articulation of physical and virtual worlds. There are three unavoidable facts facing society today: Climate change is forcing humanity to redefine how we engage with nature; technology is becoming increasingly autonomous, making it impossible for humanity to maintain control over its impact; and the evolving interaction society has with the offline and the online realms is blurring the distinction between what is real and what is virtual.

Attempting to set clear boundaries between these two realities requires a greater effort. Architecture plays an important role in all these issues. The field has a great capacity and responsibility in the making of facts catering to the collective sense of truth that all forces in society should now—more than ever—respect. Architecture is in the best disciplinary position it has ever been to shape the present and propose potential scenarios for the future.

AN: How can the discipline look to the past to inform the present?

AJ: As architects, we have to reflect on our practice, but also on our legacy. On one hand, we need to develop new ways to operate and respond to changing societal and environmental paradigms. On the other hand, we need to reconsider how we view our predecessors, how we understand and learn from architectural history. Just a few years ago, figures like Cedric Price, Lina Bo Bardi, the Ant Farm collective, and Frederick Kiesler were seen as marginal. Today, these unsung innovators are proving to be the best sources of information for tackling the field’s evolutionary challenges.

AN: You often say that architecture needs to incorporate knowledge from other disciplines. What are the benefits of this interdisciplinary approach?   

AJ: Architecture has the unique capacity to express different perspectives, materialities, temporalities, and scales in interventions charged with multiplicity. Whatever priorities we’re going to address, our response needs to be informed by different realities. Architecture is not an isolated practice. We have to consult other fields: science, art, technology, etcetera. In that way, the discourse around our discipline is becoming more intersectional. It’s important to understand that the design of a building or environment cannot just be accomplished with form and aesthetics alone. Different political, social, economic, and ecological implications need to be considered if a design is to be relevant. 

I defend the concept of intersectional architecture in my capacity as a practitioner and educator. My goal is to develop methodologies that can shift architecture’s interdependence on different realities into an opportunity to engage criticality and to intervene in many areas of contemporary life that are currently being disputed.

AN: Do any of your current projects exemplify the concept of intersectional architecture?

AJ: At Office for Political Innovation, we’re currently designing an experimental school. The project obliges us to simultaneously consider the daily life of its students, but also the larger context that they will occupy. On a larger scale, we’re actually structuring an ecosystem that addresses its own consumption. This aspect will also become an important resource when teaching the students about sustainability. 

We’re also currently designing a house on one of the outer islands near Corpus Christi, Texas. Our proposal offers solutions on different levels. On one hand, it’ll serve as a getaway for a Dallas-based family; on the other, it’ll collect fresh rainfall to irrigate the surrounding mangrove—an important line of defense that can combat erosion and rising sea levels. The house can accommodate the owner’s almost hedonistic desires while still ensuring the survival of its surroundings. What we’re realizing in our practice is that architecture needs to simultaneously cater to different realities within a single response. A design has the ability to address often disparate elements and perspectives.

AN: From your experience as a cocurator of 2018’s Manifesta 12 biennial in Palermo, Italy, how do you think art practice influences the way we imagine and/or create cities?

AJ: Palermo is not a city but rather a hub for the stratified relationships that tie it to distant places like sub-Saharan West Africa, Bangladesh, and the United States. These connections occur through the flow of capital and investment—that dispute the future of the city’s built environment—but also the nearby military base that foreign powers use to strike the Middle East and northern Africa. Palermo’s architecture, the dialectic between its role on a local and global level, has proved to be ineffectual in dealing with these transnational interactions.

In this scenario, architecture and art are the only disciplines that can bring heterogeneous situations together. Whether it’s the migration crisis or a personal struggle, these realities simultaneously develop on different scales. Architecture and art can mediate the evolution of these realities by introducing the values of urbanity, new forms of citizenship, and the aesthetics of inclusivity. This can only happen if such interventions take stock of what is already in place and grasp the full scope of complexity that the context might contain. To be truly impactful, the initiatives must cater to all parts rather than just the most powerful elements. An open cultural platform like the Manifesta art biennial offers architects and artists the space to test out independent action that the urgency of commercial commissions rarely provides. 

AN: How is architecture education changing?

AJ: Within the Advanced Architectural Design Program that I direct at Columbia University, students—who already have significant experience with design as a critical medium—explore new forms of practice in different contexts. They gain an analytical understanding that will allow them to intervene and apply architecture as a contemporary methodology. Various speculative exercises allow them to test out how the field could have a wider scope of influence in the future. They don’t learn a predetermined set of skills, but rather work together and with faculty to reinvent architecture as a discipline that can respond to the world’s greatest problems. 

It is crucial that they are able to translate this discursive approach when entering or reentering the profession. In our program, we’re trying to change architectural education by introducing an experimental pedagogy. Students are given the time and space to develop situated projects that address specific, real-world briefs. With its many firms, experts, advocacy agencies, and organizations, New York offers the perfect context for these investigations.

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A Year in Sports (Architecture)

Let’s kick it: Here are the top sports architecture stories of 2018
Is the United States becoming more serious about soccer? We think we have evidence to say that it is. AN’s most popular sports stories of 2018 center around the world’s greatest sport, telling us that this year’s uptick of soccer-related architecture news signals a newfound appreciation for the game in our country. Read on for several developments you should pay attention to, and other stories about why sustainable stadium design is also on the rise. David Beckham’s Miami soccer village reveals Arquitectonica’s designs Miami is set to receive its first Major League Soccer (MLS) team, backed by soccer superstar David Beckham who plans to build a 73-acre campus for the city called “Miami Freedom Park.” Arquitectonica revealed new renderings of the sports village, complete with a sweeping, 25,000-seat soccer stadium. In November, local residents voted to approve the project and its projected location on the city-owned Melreese Country Club golf course, meaning Beckham’s vision is one step closer to breaking ground. Nashville’s new $2 million soccer stadium takes shape In December 2016, MLS announced a major club expansion to four U.S. cities including Nashville, Tennessee. Though the southern city wasn’t sure it’d be awarded a new team, plans for a multimillion-dollar stadium project had been in the works for over a year. This February, HOK released its first renderings of the new stadium, which will be constructed inside the Fairgrounds, home of the Tennessee State Fair. Selecting the central site was a contentious process throughout 2017 when a lawsuit was filed citing the city had violated its charter by proposing the project on public grounds. 2026 World Cup preview: Which U.S. cities will host? As Qatar preps for the 2022 World Cup, the United States is on deck to host the 2026 games alongside Canada and Mexico. That’s exciting news for a country whose national team rarely makes it into the World Cup lineup—the joint bid automatically ensures us a spot. But what’s not yet official are the 10 cities that will host events. We know that 60 of the 80 planned matches will be played in the U.S., including those from the quarterfinals onwards, but currently, 17 cities are still in the running. Which top towns, along with their state-of-the-art stadiums (which are an integral part of the individual bid), will make the cut? We’ve listed all the contenders here from Atlanta’s new Mercedes Benz Stadium by HOK (host of the 2019 Super Bowl) to the classic Rose Bowl in Los Angeles. Naturally-ventilated Louis Armstrong Stadium debuts at US Open Ahead of this September’s US Open, the USTA Billie Jean King National Tennis Center finished a five-year, $600 million renovation project of its campus in Flushing, Queens, New York. The massive update included the buildout of the new Louis Armstrong Stadium, the world’s first naturally ventilated tennis arena with a retractable roof. Designed by Detroit-based firm Rossetti, the 14,000-seat stadium replaces the former Louis Armstrong Stadium, which was demolished after the 2016 championship. The new structure features the same stacked seating style as its predecessor but serves up extra sustainability with the exterior overlapping terracotta louvers that act as horizontal window blinds. New home of the Texas Rangers has a climate-controlling, retractable roof HKS has designed a new 41,000-seat baseball stadium for the Texas Rangers in Arlington, Texas, set to replace the old Globe Life Park in 2020. The aptly named Globe Life Field will be a glass- and brick-clad structure featuring new climate-controlling infrastructure and a retractable roof. HKS’s design for the 1.7 million-square-foot ballpark was inspired by the vernacular style of Texas farmhouse porches. BIG unveils designs for new Oakland A’s stadium featuring a rooftop park Late this November, Bjarke Ingels Group (BIG) and the Oakland Athletics unveiled plans for a new baseball park and mixed-use campus in Oakland, California. Complete with a literally diamond-shaped stadium, the project is being pitched as a double-play for the city. It will feature an open and accessible landscape situated within Oakland’s underutilized Howard Terminal and will also include housing, recreational spots, and a business hub. Gensler and James Corner Field Operations will work alongside BIG to build out the mega-green space by 2021.