Posts tagged with "Biking":
International bike-part manufacturer SRAM was an early arrival at Chicago’s flashy new Google-anchored tech campus, 1KFulton. In summer 2015, SRAM’s global headquarters and a staff of 150 moved into a full 72,000-square-foot floor, one of the most captivating office interiors in town, designed by Perkins+Will.
Behind the reception desk, an undulating, recycled-wood topographical wall conjures a mountain range in the Tour de France, while an adjacent video wall plays actual race footage; a 1,000-square-foot outdoor wraparound deck rolls off of the kitchen and cafe area, looking south over the city; locker rooms and custom racks for desk-side parking encourage employees to bike to work; and a one-eighth-mile bicycle test track weaves through the office.
Perkins+Will was challenged in the client brief to emphasize brightness, openness, connectivity, interchangeable workspace, and, of course, the bicycle. “SRAM asked for a product that supported a unique blend of office and manufacturing space that would be fun and not too precious,” said Fred Schmidt, global leader of interior design for Perkins+Will. Meeting spaces range from conference rooms to informal breakout spaces, and the private office is virtually abolished.
Rough concrete pillars are fixtures of Hartshorne Plunkard Architecture’s shell and core work for the 1KFulton redevelopment, and Perkins+Will’s design responds with polished concrete floors, exposed ductwork, and industrial lighting. “We went in knowing this had been a cold storage warehouse with hard surfaces,” said Perkins+Will’s Chicago interior design director, Tim Wolfe, “and so looked for ways to accent that durability.”
Beyond simply slapping a logo on the wall, branding was extended through coherent material use—earthy, raw, and homey—and a fixed color scheme of saturated red paired with neutrals. “We didn’t drown the place in red,” Wolfe added, “but there’s always at least a suggestion of it at every turn.”
The eye-popping test track is a carryover from SRAM’s old space nearby, but it is much longer, more design-forward, and better integrated with workspaces. The track is used for verifying bike component concepts, but no one is clocking scorching lap times: It is equally a footpath for employees.
In fact, there’s really no comparing SRAM’s previous headquarters to its current one. It was smaller, darker, split among three floors, and “super low-tech,” according to vice president of marketing, David Zimberoff. “And the furniture was not designed with intent.” To that point, Schmidt knew the furniture needed to be able to “withstand piles of derailleurs as easily as it did stacks of paper.” Among the key end products were stronger desktops, moveable stations, and sit-to-stand workbenches. SRAM’s own staff innovated the desk-side vertical-pole bike racks.
“I’ve never worked with a company where their physical space so completely encompassed their identity,” said Schmidt. SRAM has defied any rulebook for corporate interiors; that much is clear.
Plans for 30 miles of protected bike lanes in downtown Minneapolis put bike plans in your city to shame
Protected bikeways represent a victory for cycling activists and are a gamble that at least $6 million in new taxpayer funding will increase ridership.Most of the new bike lanes are proposed for the downtown core. None of the protected lanes scheduled to be completed by 2017 lie north of 26th Avenue North or south of East 28th Street—a decision transportation officials said makes sense if the goal is to increase ridership and improve access to the greatest number of people. Government financing at the city, county, and federal levels has topped $6 million. All of the protected bikeways recommended through 2020 are estimated to cost somewhere between $6.4 million and $11.6 million, but the Star-Tribune pointed out that the city estimates the cost of reconstructing a single mile of major street for general traffic at more than $8 million. Another 12 miles are proposed for construction after 2020. PDF: [planned long-term bicycle network]
An ideal set up could have Metro Transit establish a handful of pilot project sites chosen based on the ability of capacities of local groups that came forward. For each site, Metro Transit would ensure quality control over the process: that riders, businesses and property owners drive the process, that each station meets minimum requirements (shelter, seating, structural integrity, etc.), and that there is an accredited entity with proper insurance and capacity (non-profit, adjacent small business, etc.) that commits to build and maintain the station up to an agreed upon standard.Minneapolis is a good place for public space designers to dream—the city's public review process and collaborative design culture make it especially attuned to public opinion. With the recent extension of the Metro Green Line, the Twin Cities reconnected their separate light rail systems after decades apart. One of the junctions, next to Target Field in downtown Minneapolis, was specifically envisioned as a celebrated public space, as much park and plaza as multimodal transit hub. Over the next two years, Metro Transit said it will deliver $7.36 million in upgrades, including 22 new bus shelters. At $1.7 billion, however, the Green Line extension was not without its local critics—fairness and fiscal efficiency were at the heart of many complaints about the project. And in the sprawling midwest, many in the Twin Cities still depend on their cars. Much of the $6 billion Governor Mark Dayton is requesting to improve the state’s transportation system over the next 10 years will go to repair roads and highways.
Mayor [Betsy] Hodges said she hoped to work affordable housing into Downtown East. “The housing portion hasn’t been fully fleshed out,” she said, “so that’s a conversation we’re having.” Ultimately, Downtown East is a chance to spur the development that the 31-year-old Metrodome failed to generate, said Michael Langley, chief executive of the Minneapolis St. Paul Regional Economic Development Partnership. “This is an opportunity for a huge do-over,” he said.Minneapolis has undertaken a slew of large infrastructure improvements lately, such as a revamp of downtown's pedestrian strip, Nicollet Mall, and public transportation investments to the bike-friendly city that include a long-awaited light rail connection to neighboring St. Paul and an intermodal transit station next to Target Field.
Councilwoman Yvette Simpson reluctantly supported the measure but said she fears that council set a precedent by which other businesses will expect the city to provide free on-street parking in front of their buildings.Portions of the pathway—which will run through Downtown, the West End, Over-the-Rhine, University Heights, Clifton, and Northside—have been fine-tuned before. Community feedback led to some tweaks in the design between Elm Street and Ludlow Avenue, scaling back plans to widen the street in favor of a re-striped bikeway. Construction on the protected bike lane is supposed to begin soon. The city's website says, "Spring of 2014."