Co-living 2030: Are you ready for the sharing economy?

Interesting alternatives living and working typologies for co-living examined with background on a possible history

via Co-living 2030: Are you ready for the sharing economy? | Features | Archinect

Illustration Evgenia Barinova

Illustration Evgenia Barinova

Last month I attended a SPACE10 forum led by New York-based design duo Anton and Irene on the resurgence of co-living. They suggest the financial squeeze of modern life combined with an upsurge in digital nomads is bringing the ‘sharing economy’ into the home. As 40% of the urban areas required by 2030 are not yet built—which means a city the size of New York needs to be constructed globally every month—it is crucial architects stay up-to-date with contemporary living patterns to respond appropriately to shifts in housing requirements. My last Archinect feature of the year will provide a short overview of the history and challenges that co-living has previously faced, discuss trends emerging from the ‘ONE SHARED HOUSE 2030‘ survey and speak to Dorte Mandrup, architect of the Lang Eng Co-housing Community, on how to approach the challenge of designing successful spaces for co-living.

‘Co-living’, an umbrella term for different types of ‘co-housing’ setups, can loosely be defined as a home where two or more people live together who are not related. While ‘co-housing’ is an intentional community created and run by residents, ‘co-living’ may also encompass shared accommodation initiated by an external agent, such as a developer or entrepreneur.

Aside from the investor rush to fuel co-living startups, concrete figures on the international co-living boom are not yet available. However, early indicators such as the UN now offering support to co-living initiatives within their sustainable development goals and last year’s prestigious Harvard Wheelwright architecture prize being awarded to a project innovating in co-living, suggest it is gaining traction. While it is indisputable that young people strapped for cash have always had roommates—think Bret and Jemaine from Flight of the Conchords—co-living is now simultaneously becoming part of everyday urban life and billion-dollar business.

I expect most people reading this who have lived in cities during their 20’s have experienced a houseshare, myself included. I rented a terrace with friends in Sheffield, moved into a Danish kollegium when I started my masters in Copenhagen and had a stint in a family attic while working in London. But rather than remaining a student necessity, increasing numbers of families and professionals are now opting to co-share. This also reflects a surge in the rental market, which in the US has jumped from 52% of total adults in 2005 to 60% in 2013. This is perhaps unsurprising with soaring urban property prices and take-home wages barely rising across the country, a pattern which is echoed in cities worldwide.

Last year Anton and Irene initiated ONE SHARED HOUSE as they became fascinated in how co-living seemed to be experiencing a cultural resurgence. The documentary maps Irene’s childhood experience of growing up in a communal house in Amsterdam. In the early 1980’s Amsterdam was facing an acute housing shortage so the government enacted a law ruling that 1% of all apartments had to be communal. In 1984 Irene’s mom responded to a newspaper ad for a co-share and moved their family into Kollontai, a communal house with 8 other women and their 3 children designed by the new brutalist architect Sier van Rhijn. In the film, Irene explains “they were feminists and non-conformists […] and many were rebelling against the traditional 1950’s families they had grown up in.”

Amsterdam co-housing showing Kollontai. Image: Anton and Irene

“Whenever I would tell people I grew up in a communal house”, Irene explains to me, “it inevitably turns into a 30-minute conversation about the pros and cons of communal living.” To delve deeper into the subject, she contacted architect Sier van Rhijn about his experience of designing Dutch co-living spaces during that period. “It was fun,” he explained, “even though [the occupants] had no experience designing living spaces, they were very engaged and very idealistic. As an architect, it was sometimes hard to deal with their ever-changing demands, and sometimes it drove us a little crazy.”

It was fun. Even though [the occupants] had no experience designing living spaces, they were very engaged and very idealistic. As an architect, it was sometimes hard to deal with their ever-changing demands, and sometimes it drove us a little crazy.” Sier van Rhijn, architect

Modern co-living can be traced back to thoughts emerging from Denmark in the 1960s, which crystallized in Bodil Graae’s 1967 newspaper article ‘Children Should Have One Hundred Parents’. There was a consensus at the time that modern housing was unable to provide adequate wellbeing for occupants over their lifetimes, and that ‘bofællesskab’ (living community) should instead be the aim for future housing projects. In 1972, a group of families were inspired to create the Sættedammen co-share, realized by architects Palle Dyreborg and Theo Bjerg. The project is generally accepted to be one of the first contemporary co-shares, favoring both autonomy from powerful landlords and the Danish government. The living community approach was introduced to the States in 1989 by Kathryn McCamant and Charles Durrett in their book ‘Cohousing: A Contemporary Approach to Housing Ourselves’.

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The New Science of Designing for Humans

via The New Science of Designing for Humans | Stanford Social Innovation Review

Beyond Human Centred Design methodologies using behavioural science is proposed as more rigorous way to extend solution based design

The days of privileging creativity over science in design thinking are over. The rise of behavioral science and impact evaluation has created a new way for engineering programs and human interactions—a methodology called behavioral design.

(Illustration by Mike Austin)

Today the design of things that involve human interaction, such as programs, product delivery, and services, is more art than science. Here is how it typically works: We use our creativity to brainstorm a few big ideas, experts decide which one they like, and then investors bet on the winner, often with billions of dollars at stake.

This way of design thinking should be replaced by a superior method that can enable us to innovate with more success and less risk. Specifically, we can use scientific insights to generate new ideas and then systematically test and iterate on them to arrive at one that works.

Advances in two academic fields afford this opportunity. The first is behavioral science, which gives us empirical insights into how people interact with their environment and each other under different conditions. Behavioral science encompasses decades of research from various fields, including psychology, marketing, neuroscience, and, most recently, behavioral economics. For example, studies reveal that shorter deadlines lead to greater responsiveness than longer ones,1 that too much choice leads people to choose nothing,2 and many more observations, often counterintuitive, about how people react to specific elements of their context.

The second academic field is impact evaluation. Economists have used randomized controlled trials (RCTs) and other experimental methods to measure the impact of programs and policies. Such impact evaluations are becoming more and more common in the social sectorand in government. These methods allow us to test whether an innovation actually achieves the outcomes that the designer sought.

Taking a scientific approach also solves another common problem: Sometimes we do not even realize that there is something in need of rigorous, thoughtful design. When we look carefully, the success of most of what we design for people depends as much, if not more, on the human interaction as on the physical product. For example, the first iPhone offered essentially the same functions (phone, calendar, address book, etc.) as a BlackBerry, but it totally changed the experience of using those functions.

In the social and public sectors, programs and services are made up largely of human interactions. And yet anything involving human interaction can be designed more scientifically, and more successfully, when behavioral science and impact evaluation are applied. For instance, a vaccine is a technological product, but how and when parents get their children vaccinated, and how they are reminded to do so, is as much a part of the innovation as the vaccine itself. Poorly designed interactions make products less successful and can also underlie serious social problems.3

By putting behavioral science and impact evaluation together—a methodology we call behavioral design—we can design more like engineers than like artists. We can use behavioral science to develop ideas that are much more likely to work than those relying entirely on intuition. And we can rigorously test those ideas to determine which ones truly work. Following the model of engineering and scientific progress, we can build on prior success to make enormous advances that, under previous approaches, would not be possible.

A Better Methodology

At ideas42, the behavioral science innovation lab I co-lead, we encounter many different approaches to innovation among our partners. I have also spent considerable time comparing notes with experts in design thinking, attending design workshops, and reading about design methodologies. The typical approaches for innovation range from quickly brainstorming some ideas in a boardroom to using some version of human-centered design (HCD). Fundamentally, all of these approaches aim to generate “big ideas” that appeal to the intuition of a few decision makers considered experts in the area where the idea is to be implemented.

HCD appears to be the methodology of choice for a significant, and growing, number of organizations. The most advanced version begins with defining the problem or design mandate, and then conducts qualitative research with potential users and proceeds through a series of structured exercises to promote creative thinking. The design team may also test some crude prototypes to get feedback along the way. This approach is called “human-centered” because it focuses on users’ and other stakeholders’ needs and preferences.

In the qualitative research phase, designers use ethnographic techniques such as qualitative interviewing and observation. They not only interview potential users but also may talk to others, such as program administrators and front-line staff involved in delivering a program or product. In the design phase, HCD employs several techniques to enhance creativity (which remain useful in the next-generation behavioral design methodology as well). Finally, HCD ends with trying a few prototypes with a handful of potential users. Some ethnographic research methods are incorporated into HCD, but on the whole the approach is still much closer to an art than a science.

It is time to build on HCD with a better method. Let us begin our investigation by comparing how engineers invent new technology. Two features stand out. First, engineers rely on a rich set of insights from science to develop new ideas. Every invention builds on countless previous attempts. For example, the Wright brothers are credited with inventing the airplane, but the key parts of their design leaned on previous inventions. The wing was based on science that went back to 1738, when Daniel Bernoulli discovered his principle about the relationship between pressure and the speed with which a fluid is moving. The engine design was borrowed from automotive engines invented more than 25 years earlier. They were able to test model wings in a wind tunnel thanks to Frank H. Wenham, who had invented that critical apparatus 30 years before that, in 1871.4

Second, contrary to popular belief, inventions do not come simply from a single flash of insight, but rather from painstaking refinement in small steps. Sir James Dyson, the famous vacuum cleaner tycoon, went through 5,126 failed iterations of his new wind tunnel design to separate dirt from air before he landed on the right one.5 Inventors sometimes iterate only on particular components before working on the complete invention. For example, the Wright brothers tested some 200 wing designs in a wind tunnel before settling on the right one.

Why do engineers work so differently from those of us who are designing for human interactions? Until recently, we did not have a sufficiently large body of scientific insights that describes how humans interact with their environment, and each other, under different conditions. True, the field of user-experience design offers some insights, but it is very new and is still restricted to certain elements of digital interactions such as Web-page layout and font size. Direct marketers within for-profit businesses have experimented with letters and phone scripts for years, but those findings also cover a very narrow set of interactions and are often not public.

The second engineering feature—experimenting and iterating—is also hard to replicate, because measuring whether something “works” in this case is more complex than simply turning on a piece of technology and playing with it. We must first clearly define what outcomes we want from the design, devise a way to measure them, and finally run a test that reliably tells us whether our design is achieving them

More Rigorous Testing of Ideas

The problem with HCD and similar approaches to innovation is that they depend too much on intuition. Research has repeatedly shown that our intuitions about human beings are often wrong. Take the commonsensical idea that penalties always help prevent people from engaging in bad behaviors; this notion may have intuitive appeal, but it has proven false. For example, in a study of Israeli day-care centers that sanctioned parents for being late to pick up their children, researchers found that penalties made parents even more likely to be late.6 This is because they viewed the penalty as a cheap price for the option to be late, versus feeling bound by a social obligation to be timely.

Not only do the social and behavioral sciences give us better starting points, but it also enables us to prototype and test ideas more readily, because we can measure if they are working using impact evaluation methods as well as lab testing procedures from experimental psychology. We can then iterate and improve on the idea until we have a solution ready for implementation.

The behavioral design methodology incorporates HCD’s fundamental approach of being human centered and thoughtful, but adds scientific insights and iterative testing to advance HCD in three significant ways. First, it applies observations about people from experimental academic research. HCD’s reliance solely on self-reported and intuitive insights presents a risk, since so much human behavior is unconscious and not transparent. Also, psychology research shows that people’s self-perception is biased in several ways.7 When we do supplement academic insights with qualitative research, we can use behavioral science to make the latter less vulnerable to bias. For example, we can get more unvarnished answers by asking subjects what their peers typically do rather than what they themselves do. When asked about themselves, subjects may be embarrassed to admit to certain behaviors or may feel compelled to give what they assume the interviewer thinks is the “right” answer.

Second, behavioral design can enhance HCD in the design phase. The behavioral science literature can contribute ideas for solutions based on previously tested interventions. As behavioral design becomes more widely used, more and more data will become available on what designs work and under what conditions. In filtering ideas, we can use behavioral science to anticipate which solutions are likely to suffer from behavioral problems such as low adoption by participants or misperception of choices.

Third, this new approach improves upon HCD by adding more rigorous testing. Many HCD practitioners do test their ideas in prototype with users. While helpful, and part of behavioral design as well, quick user testing cannot tell us whether a solution works. Behavioral design leverages experimental methods to go much further without necessarily adding considerable cost or delay.

Using this approach, we test whether something works—whether it triggers a desired behavioral result—rather than whether the subject thinks something works. We can also test a single component of more complex designs, such as whether a particular piece of information included on a Web page makes a difference, in a lab setting with subjects from our target audience. This is analogous to aeronautical engineers testing wing designs in wind tunnels. By testing and iterating in the field, we do not need to bet on an untested big idea but instead can systematically develop one that we know works. Testing is also what makes it possible, in the design phase, to build on previous successful ideas.

ideas42’s work includes many examples of using behavioral design to invent solutions to tough social problems. For example, we recently worked with Arizona State University (ASU) to encourage more eligible students to apply for a special federal work-study program called SEED. In fall 2014, before we started working with ASU, only 11 percent of eligible students were applying for SEED jobs, leaving nearly $700,000 in financial aid funds unused. ASU wanted our help to increase this proportion.

Diagnosing the problem through a behavioral lens, and interviewing students and staff, we learned that students mistakenly believed that SEED jobs were menial and low-wage. Some thought that a work-study job would interfere with their education rather than complement it. Others intended to apply but missed the deadline or failed even to open the e-mail announcing the program. We designed a series of 12 e-mails to attempt to mitigate all of these barriers. The e-mails dispelled the misperceptions about workstudy jobs by stating the correct facts. They made the deadline more salient by reminding students how many dollars of aid they stood to lose. Behavioral research shows that losses loom larger than gains, so the loss framing promised to be more impactful than telling students how much they stood to gain. The e-mails asked students to make a specific plan for when they would complete the work-study job application to reduce the chance that they would forget or procrastinate past the deadline. These behaviorally informed e-mails were compared against a control group of 12 e-mails that contained only basic information about how to apply to the SEED program.

With the redesigned e-mails, which ASU has now adopted, 28 percent more students applied for jobs, and the number of total applications increased by 56 percent. As we were sending 12 e-mails, we used the opportunity to test 12 different subject lines to try to maximize the number of students who opened the e-mail. In five out of the 12 cases, the rate of opening increased by 50 percent or more, relative to a typical subject line. A subject line that increased the open rate from 37 percent to 64 percent made students feel special: “You have something other freshmen don’t.” The control in this case was commonly used language to remind the recipient of impending deadlines: “Apply now! SEED jobs close Thursday.”

The Behavioral Design Methodology

Efforts like this one may sound like nothing more than trial and error, but a systematic and scientific process underlies them that tracks the success of engineering or medicine more closely than HCD. It begins with defining a clear problem, diagnosing it, designing solutions, testing and refining the effectiveness of those ideas, and then scaling the solutions.8 It also starts from a body of knowledge from behavioral science, rather than intuition and guesswork, so that the solutions tried are more likely to succeed.

Let us take a closer look at these steps:

1. Define. The first step is to define the problem carefully to ensure that no assumptions for causes or solutions are implied and that the desired outcome is clear. For example, organizations we serve commonly ask: “How do we help our clients understand the value of our program?” In this formulation, the ultimate outcome is not explicitly defined, and there is an assumption that the best way to secure the outcome is the program (or product) in question. Say the relevant program is a financial education workshop. In this case, we do not know what behaviors the workshop is trying to encourage and whether classroom education is the best solution. We must define the problem only in terms of what behaviors we are trying to encourage (or discourage), such as getting people to save more.

2. Diagnose. This intensive phase generates hypotheses for behavioral reasons why the problem may be occurring. To identify potential behavioral hurdles, this approach draws insights from the behavioral science literature and what we know about the particular situation. For example, in the ASU work-study project, we hypothesized that many students intended to apply but failed to follow through because they procrastinated past the deadline or simply forgot it. Both are common behavioral underpinnings for such an intention-action gap.

After generating some initial hypotheses, the next step is to conduct qualitative research and data analysis to probe which behavioral barriers may be most prevalent and what features of the context may be triggering them. Here, “context” refers to any element of the physical environment, and any and all experiences that the consumer or program’s beneficiary is undergoing, even her physical or mental state in the moment.

Qualitative research usually includes observation, mystery shopping (purchasing a product or experiencing a program incognito to study it firsthand), and in-depth interviews. Unlike typical qualitative research that asks many “why” questions, the behavioral approach focuses on “how” questions, since people’s post-hoc perceptions of why they did something are likely to be inaccurate.

3. Design. Having filtered down and prioritized the list of possible behavioral barriers via the diagnosis phase, we can generate ideas for solutions. Here many of the structured creativity techniques of HCD prove useful. When possible, it is best to test a few ideas rather than to guess which solution seems best. Solutions also change during their journey from the whiteboard to the field, as numerous operational, financial, legal, and other constraints invariably crop up. Such adaptations are critical to making them scalable.

4. Test. We can then test our ideas using RCTs, in which we compare outcomes for a randomly selected treatment group vis-à-vis those for a control group that receives no treatment or the usual treatment. Although RCTs in academic research are often ambitious, multiyear undertakings, we can run much shorter trials to secure results. An RCT run for academic purposes may need to measure several long-term and indirect outcomes from a treatment. Such measurement typically requires extensive surveys that add time and cost. For iterating on a design, by contrast, we may only measure proximate indicators for the outcomes we are seeking. These are usually available from administrative data (such as response to an e-mail campaign), so we can measure them within days or weeks rather than years. We measure long-term outcomes as a final check only after we have settled on a final solution.

When RCTs are impossible to run even for early indicators, solutions can be tested that approximate experimental designs. A more detailed description of these other methods is outside the scope of this article but is available through the academic literature on program evaluation and experimental design.

If the solution is complex, we first test a crude prototype with a small sample of users to refine the design.9 We can also test components of the design in a lab first, in the way that engineers test wing designs in a wind tunnel. For example, if we are designing a new product and want to refine how we communicate features to potential users, we can test different versions in a lab to measure which one is easiest to understand.

5. Scale. Strictly speaking, innovation could end at testing. However, scaling is often not straightforward, so it is included in the methodology. This step also has parallels with engineering physical products, in that designing how affordably to manufacture a working prototype is, in itself, an invention challenge. Sometimes engineers must design entirely new machines just for large-scale manufacturing.

Scaling could first involve lowering the cost of delivering the solution without compromising its quality. On the surface, this step would be a matter of process optimization and technology, but as behavioral solutions are highly dependent on the details of delivery, we must design such optimization with a knowledge of behavioral principles. For example, some solutions rely on building a trusted relationship between frontline staff and customers, so we would not be able to achieve a cost reduction by digitizing that interface. The second part of scaling is encouraging adoption of an idea among providers and individuals, which itself could benefit from a scientific, experimental process of innovation.

A Closer Look at the Methodology

To be fair, it is sometimes impossible to go through the full, in-depth behavioral design process. But even in these cases, an abridged version drawing on scientific insights rather than creativity alone is always feasible. Notice that the define, diagnose, and design stages of the behavioral design process apply the scientific method in two ways: They draw on insights from the scientific literature to develop hypotheses, and they collect data to refine those hypotheses as much as possible. The first of these steps can be accomplished even in a few hours by a behavioral designer with sufficient expertise. The second component of data collection and analysis takes more time but can be shortened while still preserving a scientific foundation for the diagnosis and design. Field testing with a large sample can be the most time-consuming, but lab tests can be completed within days if time is constrained.

Two sorts of hurdles typically confront the full behavioral design process: lack of time and difficulty measuring outcomes. In our experience, time constraints are rarely generated by the problem being addressed. More often, they have to do with the challenges of complex organizations, such as budget cycles, limited windows to make changes to programs or policies, or impatience among the leadership. If organizations begin to allocate budgets for innovation, these artificial time constraints will disappear.

To better understand working under a time constraint, consider ideas42’s work with South Africa’s Western Cape to reduce road deaths during the region’s alcohol-fueled annual holiday period. The provincial government had a small budget left in the current year for a marketing campaign and only a few weeks until the holiday season began. The ideas42 team had to design a simple solution fast; there was no time to set up an RCT with a region-wide marketing campaign. The team instead used an abridged version of the first three stages to design a solution grounded in behavioral science. Quick diagnosis revealed that people were not thinking about safe driving any more than usual during the holidays, despite the higher risk from drunk driving. To make safe driving more salient, ideas42 designed a lottery in which car owners were automatically registered to win but would lose their chance if they were caught for any traffic violations. That design used two behavioral principles coming out of Prospect Theory,10 which tells us that people tend to overestimate small probabilities when they have something to gain, and that losses feel about twice as bad as the equivalent gain feels good.

Applying the first principle, we used a lottery, a small chance of winning big, rather than a small incentive given to everyone. Using the second, we gave people a lottery ticket and then threatened to take it away. Since an RCT was not feasible, we measured results by comparing road fatalities in the treatment period with road fatalities in the same month of the previous year; this showed a 40 percent reduction in road fatalities. There were no known changes in enforcement or any other policies. While ideas42 was not able to continue to collect data in subsequent years, because its contract ended, the program saw success in subsequent years as well, according to our contacts in government.

Adopting Behavioral Design

If you were convinced of behavioral design’s value and wanted to take the leap, how would you do it? There are resources available, and many more are still in the works. Behavioral insights are not yet readily available in one place for practitioners to access, but are instead spread out over a vast literature spanning many academic disciplines, including psychology, economics, neuroscience, marketing, political science, and law. Results from applications of behavioral science are even more distributed because many are self-published by institutions such as think tanks, impact evaluation firms, and innovation consultancies.

To mitigate this problem, ideas42, in partnership with major universities and institutions that practice behavioral design in some form, is building an easily searchable Web-based resource as well as a blog that will make it possible to find ready-to-use behavioral insights in one place. In the meantime, some of these organizations, including ideas42, also offer classes that teach elements of behavioral design as well as some key insights from behavioral science that practitioners would need in order to do behavioral design. As the practice of behavioral design is adopted more widely, and its use generates more insights, it will become more powerful. Like technology, it will be able to continue to build on previous discoveries.

Organizations and funders would also do well to adopt the behavioral design approach in their thinking more generally. Whenever someone proposes a new approach for innovation, people scour the methodology for the secret sauce that will transform them into creative geniuses. In this case, the methodology applications of behavioral science, in themselves, do have a lot to offer. But even more potential lies in changing organizational cultures and funding models to support a scientific, evidence-based approach to designing interventions. Here are three suggestions about how organizations can adopt behavior design:

Fund a process (and people good at it), not ideas. | Today’s model for funding innovation typically begins with a solution, not a problem. Funders look to finance the testing or scaling up of a new big idea, which by definition means there is no room for scientifically analyzing the problem and then, after testing, developing a solution. Funders should reject this approach and instead begin with the problem and finance a process, and people they deem competent, to crack that problem scientifically. To follow this path, funders must also become comfortable with larger investments in innovation. The behavioral design approach costs a lot more than whiteboards, sticky notes, and flip charts—the typical HCD tools—but the investment is worth it.

Embrace failure. | In a world where ideas are judged on expert opinion and outcomes are not carefully measured, solutions have no way of failing once they leave the sticky-note phase and get implemented. In a new world where ideas must demonstrably work to be successful, failure is built into the process, and the lessons learned from these failures are critical to that process. In fact, the failure rate can serve as a measure of the innovation team’s competence and their bonafide progress. To be really innovative, a certain amount of risk and courting failure is necessary. Adopting a process that includes failures can be hard to accept for many organizations, and for the managers within those organizations who do not want their careers to stall; but as in engineering and science, this is the only way to advance.

Rethink competitions. | The first XPRIZE for building a reusable spacecraft rekindled the excitement for competitions, which have now become common even outside the technology industry. However, competitions to invent new technology are fundamentally different: With a spacecraft, it is relatively easy to pick the winner by test-flying each entry. In the social sector, by contrast, competitions have judging panels that decide which idea wins. This represents a big-idea approach that fails to motivate people to generate and test ideas until they find one that demonstrably works well, rather than one that impresses judges. Staged competitions could work much better by following a behavioral-design approach. The first round could focus on identifying, or even putting together, the teams with the best mix of experience and knowledge in behavioral design and in the domain of the competition. Subsequent rounds could fund a few teams to develop their ideas iteratively. The teams whose solutions achieved some threshold of impact in a field test would win. Innovation charity Nesta’s Challenge Prize Centre has been using a similar approach successfully, as has the Robin Hood Foundation, with the help of ideas42.

Revolutionizing how we innovate presents a huge opportunity for improving existing programs, products, and policies. There is already sufficient scientific research and techniques to begin making the change, and we are learning more about how to better devise things for human interactions every day. The more we use a scientific approach to innovate, and construct platforms to capture findings, the more science we will have to build on. This immense promise of progress depends on changing organizational cultures and funding models. Funders can and must start to bet not on the right “big ideas” but on the right process for solving challenges and on the people who are experts in that process. They must also not just expect failures, but embrace them as the tried and true means for achieving innovation.

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Is Eataly the future of World Culture or the death of it?

It’s the world’s biggest food park with over a kilometre of shops, big brands, even farm animals. But is Eataly World a betrayal of Italian gastronomy?

via Eataly World opens but leaves a bad taste in Bologna | Travel | The Guardian

Theme parks are nothing new and urbanists, architects and landscape architects are divided  about their value, when the theme becomes a nations rich heritage of artisanal food and agriculture one wonders…… You can be the judge – would your rather go to his “supermarket ” or the old markets?  For myself the markets win, but what if they all become like Venice: a giant shopping centre of global fashion and a cultural vacuum?

What a promo vide here: EATALY

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Italy’s “City of Food” has a new attraction. After wandering the alleyways of Bologna’s Mercato di Mezzo – which is filled with local, family-owned grocers such as the well-known Atti & Figli bakery, or Tamburini of tortellini fame – visitors can now take a 20-minute shuttle bus from outside the central station to Fico Eataly World, where food from all over Italy is on show.

Inaugurated by prime minister Paolo Gentiloni on 15 November, Eataly World claims to be the world’s largest agri-food park, and promises visitors “a discovery of all the wonders of Italian biodiversity” under one vast, 100,000 sq m roof. However, many are struggling to make sense of a project that stands in direct contrast to the traditional allure of Italian gastronomy – the pleasure of meandering the farmers’ markets in Renaissance town squares, or sampling the delights of small producers in remote hilltop towns.

https://interactive.guim.co.uk/maps/embed/nov/2017-11-16T17:19:15.html

To enter Eataly is to step into what can only be described as a US-style megamart, a Wholefoods on steroids. The site used to be a wholesale market, built in the 1980s, and the original A-frame barn structure supported by big wooden beams forms an L-shaped walkway that stretches for more than a kilometre.

Inside are more than 45 branded Italian eateries, which according to Fico are “bonded by a passion for excellence and the role they play in producing and promoting the best of Italian food and wine”. The kitchens in the restaurants are visible behind glass panelling, and host over 30 daily sessions to educate the consumer on food production, be it how to make William Di Carlo sugared almonds from Abruzzo, or how Olio Roi presses olive oil using its in-store press.

A vendor presents truffles.
Pinterest
A vendor presents truffles. Photograph: Vincenzo Pinto/Getty Images

There is a multitude of pop-up-style stores, selling Italian produce and kitchenware; six experiential educational pavilions; several classrooms, sports and play areas dotted throughout the space; as well as a cinema and 1,000-capacity congress space. It’s all surrounded by a pristine outdoor area, with several hectares of farm animals and vegetable plots.

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Moscow’s Zaryadye Park Sees More Than One Million Visitors in Less Than A Month

via Moscow’s Zaryadye Park Sees More Than One Million Visitors in Less Than A Month | ArchDaily

© Iwan Baan

© Iwan Baan

Moscow welcomed its first new park in 50 years with the opening Zaryadye Park in mid-September. Designed by architects Diller Scofidio + RenfroCitymakers and Hargreaves Associates, this new public space has been a big draw for Muscovites, with over a million people visiting in the first weeks since its inauguration.

The park has become one of the most important contemporary spaces in Moscow, exhibiting high-quality infrastructure and landscapes, as well as extraordinary views to the Kremlin and the Red Square.

© María González

© María González

The project is the result of a competition in 2012 organized by the Strelka Institute of Architecture and Media Design and Sergey Kuznetsov, Chief Architect of Moscow. The winners, Diller Scofidio + Renfro, were selected over contestants including Russian office TPO RESERVE (which came in second place) and Dutch firm MVRDV (who came in third place).

Site Plan

Site Plan

Daliya Safiullina, consultant of Strelka and organizer of the contest, told ArchDaily: “The challenge was to create a model of a contemporary park for Moscow, because nothing similar had been constructed since 1958. The idea was to generate an open-air museum in which the real exhibition was going to be the skyline of the city, a platform that would allow users to appreciate the beauty of Moscow. In that sense, the flying bridge proposed by the winners became the essence of the park”.

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© Iwan Baan

© Iwan Baan

Zaryadye got its name by the end of the 15th century, when The Red Square was a big market. It literally means “behind the rows,” referring to what extended beyond the market.

At the end of 1940, a base was established for what would have been Stalin’s eighth skyscraper. For several years, Zaryadye was the most-delayed construction project of the Soviet Union. In 1967 the architect Dmitry Chechulin finally built the Hotel Russia, which was demolished after less than 40 years of use. Sergey Kuznetsov explains, “After the demolition, the site remained abandoned for 6 years. During Yuri Luzhkov’s term as Mayor, the authorities contemplated several commercial real estate development projects, including a proposal by architect Norman Foster. Finally, in 2012, the Moscow government decided to create a multifunctional public park. ”

© Iwan Baan

© Iwan Baan

Wild Urbanism

The main concept of the proposal is “Wild Urbanism”, a complex idea that strives for the symbiosis between the natural and the artificial, where plants and people have equal importance. Mary Margaret Jones, Senior Principal of Hargreaves Associates, explains, “We wanted to create something fluid and organic, something that would allow visitors to move freely around the park. To achieve this, we brought the paving of the Red Square into the park, and we extended the forest of the park towards the Saint Basil’s Cathedral. Creating a hybrid landscape where the natural and the constructed cohabit to create a new type of public space.”

© Iwan Baan

© Iwan Baan
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© María González

© María González

Brian Tabolt, Associate of DS + R, adds, “It’s about merging things that normally don’t go together, like pavement with vegetation, or the urban landscape with the natural landscape. Zaryadye Park is a superposition of layers where these elements can coexist simultaneously”.

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PUBLIC LIFE, A SERVICE

via http://gehlpeople.com

This week at ‘Public X Design’, Shin-pei Tsay, Executive Director of Gehl Institute launched the ‘Public Life Data Protocol’ developed in partnership with the Municipality of Copenhagen, the City of San Francisco, and with support and input from Seattle Department of Transportation. The ‘Public Life Data Protocol’ is an open source data specification that will allow anyone to collect public life data. The Protocol describes a set of metrics that are crucial to the understanding of public life in public space, and will create a common language around this data collection.

Making people visible with public life data

The metrics were first developed by Jan Gehl as a research methodology, and later adapted by the Gehl practice into the Public Space and Public Life (PSPL) survey tool. The Protocol is the fruition of decades of research and application, and the PSPL surveys provide a valuable foundation to all of Gehl’s services and projects in cities and communities globally.

How are people spending time in public spaces, who are they with, what kind of activities do they engage in, and how long do they stay for? The surveys are a collaborative effort enabling people to engage, identify local problems, and begin to zoom into likely solutions. With the launch of the ‘Public Life Data Protocol’, I took the opportunity to sit down with Gehl’s CEO and Founding Partner Helle Søholt to better understand how Gehl has evolved the Public Life Service and the PSPL survey tool.

I found out that Helle has two main hopes with the launch of the Public Life Data Protocol. “My hope is that it will enable more cities to use and apply the data collection methods to their cities, and the second is that cities will begin to make people visible in the planning process.”

“The Public Space and Public Life (PSPL) survey is a way to make people visible and make them heard. We use these methods to inform our advice to clients and the participatory processes that we engage in”, explained Helle.\

Continue reading post by Sophia Schuff

How Park(ing) Day Went Global

via A Brief History of Park(ing) Day – CityLab

New urban activism to change our ideas about parking, I always remember Bogata’s ex-mayor, Enrique Penalosa saying in the movie Ubanised  that nowhere is the right to parking enshrined in any constitution.

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John Bela, Blaine Merker, and Matthew Passmore, the creators of Park(ing) Day, with artist Reuben Margolin at Park(ing) Day 2007, in front of San Francisco City Hall Courtesy of John Bela

“We created an opportunity for social interaction that wasn’t there before.”

“I like to think of Park(ing) Day installations as the gateway drug for urban transformation,” says John Bela.

He’s one of the minds behind the urbanist holiday, held on the third Friday of September every year. Indeed, since 2005, when Bela and his collaborators installed the first Park(ing) intervention on a drab street in downtown San Francisco, the idea has gone on to enliven countless blocks around the world, and to enlighten countless urbanites, who get to enjoy spaces normally reserved for stationary cars. Last year’s event, for instance, featured a streetside ping pong table in Los Angeles, a delightfully twee succulent garden in Madrid, and a giant inflatable Pokemon in Singapore.

For Park(ing) Day 2017, CityLab rode the wayback machine with Bela, to learn how this global phenomenon came to be, and how it might just transform our cities.

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Placemaking…is a questionable concept in so many ways.

This critical view by Dean Saitta of the concept placemaking and its narrow implementation in many planners and designers views of what is a relevant version of placemaking, is welcome, especially here in South African cities  and in Africa generally, where racial stereotypes and gentrified views obscure the reality of the majority of users needs and understanding of what contributes to a places reality, beyond its physical attributes and aesthetic considerations. 

An extract form Deans commentary on a presentation to his university on some campus improvements from Plantizen shows  that these stereootypes of  “public space ” are in fact creating an ersatz or quasi  place, that these concepts are are pervasive and as irrelevant in his context of a North American university campus as they are in our cities. 
Hi post elicited a good conversation that is worth reading.
“There’s very little that differentiates proposals by four distinguished planning and design firms to better connect my university to its immediate neighborhood and the wider city. Why is that, and does it have to be that way?”

Differentiators of planning and design philosophy were few and far between. One firm didn’t mention faculty as a key campus constituency, which was a terrible mistake. Another firm celebrated its impressive data base of campus master plans from all over the country, although it wasn’t entirely clear what’s to be learned from these comparisons. A couple of firms channeled the Denver Union Station metaphor that our academic leaders routinely use to envision our future as a crossroads for people on journeys of discovery. However, Union Station is much better known for its Terminal Bar and trendy restaurants than anything else. One firm mentioned that “place grows from context,” but no real examples were provided of what that would look like in this particular case. One bit of context would be the university’s location on Cheyenne and Arapaho ancestral land, but nothing was said that suggested an awareness of that deep indigenous history or the extraordinarily painful period of contact with white settlers, including DU’s founder. Other contexts can be found in the area’s more recent Euro-American history. In the early to mid-20th century DU was known as Tramway Tech, a theme that could be picked up in re-imagining the campus Light Rail station.

Come to think of it, the Denver area has always been a locus of interaction between different cultural groups. An attending staff member at one firm began to get at this point when he suggested, almost inaudibly from the stage’s edge, that “people use space in different ways.” This might have been the most important comment I heard during the entire four hours of public meetings, but it was left unexplored. Absent a substantive engagement with cultural and historical context, the most obvious differentiator between the firms was their style of public presentation. Some firms were much more participatory than others in soliciting opinions from audience members about what they would like to see in a regenerated campus neighborhood.

Campus Green with Adirondack Chairs. (Image by Dean Saitta)

In fairness, the lack of obvious differentiators was understandable. All firms want to be guided by planning ideas offered by the campus and neighboring community. However, none of them gave any real indication that “community” is plural, except for the one staff member’s comment described above. Nor did any indicate that we might want our university neighborhood to draw visitors from other neighborhoods that aren’t populated by white people. None indicated the role that a liberal arts education—as distinct from professional training—could play in producing STEM innovation. Ideas for using culture and the arts as anchor venues for campus edges (e.g., a museum, art gallery, cultural center, or some other kind of learning lab or Idea Store) were not mentioned. None took up the multicultural theme briefly mentioned in passing by ULI, and what this might mean for the quality of public space, green space, public art, signage, historical markers, amenities, and residential housing. The commitment to multiculturalism—or, alternatively, interculturalism—should certainly amount to more than just making signs in Spanish as well as English.

Read the full a post here:

 

The New Landscape Declaration

This renewal of a half century old landscape document in many ways echoes the feelings of frustration many of us feel over the  seemingly mindless pursuit of self interest and greed that continually threatens to overwhelm us, yet unless we are able to get more politically engaged within our communities of interest and beyond; into the other professional and public domains, we are preaching to the converted and our words are unheard by those who are crying for creative steps towards overcoming the myriad challenges awe face in our cities, towns and rural environments.  If you feel this to be true and worthwhile then I urge you to head on over to LAF  , sign the declaration and decide how you can let it be heard more widely than the jus the community of landscape architecture.

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On June 10-11, 2016, over 700 landscape architects with a shared concern for the future were assembled by the Landscape Architecture Foundation (LAF) at the University of Pennsylvania in Philadelphia. Inspired by LAF’s 1966 Declaration of Concern, we crafted a new vision for landscape architecture for the 21st century. This is our call to action.
Across borders and beyond walls, from city centers to the last wilderness, humanity’s common ground is the landscape itself. Food, water, oxygen – everything that sustains us comes from and returns to the landscape. What we do to our landscapes we ultimately do to ourselves. The profession charged with designing this common ground is landscape architecture.

After centuries of mistakenly believing we could exploit nature without consequence, we have now entered an age of extreme climate change marked by rising seas, resource depletion, desertification and unprecedented rates of species extinction. Set against the global phenomena of accelerating consumption, urbanization and inequity, these influences disproportionately affect the poor and will impact everyone, everywhere.

Simultaneously, there is profound hope for the future. As we begin to understand the true complexity and holistic nature of the earth system and as we begin to appreciate humanity’s role as integral to its stability and productivity, we can build a new identity for society as a constructive part of nature.

The urgent challenge before us is to redesign our communities in the context of their bioregional landscapes enabling them to adapt to climate change and mitigate its root causes. As designers versed in both environmental and cultural systems, landscape architects are uniquely positioned to bring related professions together into new alliances to address complex social and ecological problems. Landscape architects bring different and often competing interests together so as to give artistic physical form and integrated function to the ideals of equity, sustainability, resiliency and democracy.

As landscape architects we vow to create places that serve the higher purpose of social and ecological justice for all peoples and all species. We vow to create places that nourish our deepest needs for communion with the natural world and with one another. We vow to serve the health and well-being of all communities.

To fulfill these promises, we will work to strengthen and diversify our global capacity as a profession. We will work to cultivate a bold culture of inclusive leadership, advocacy and activism in our ranks. We will work to raise awareness of landscape architecture’s vital contribution. We will work to support research and champion new practices that result in design innovation and policy transformation.

We pledge our services. We seek commitment and action from those who share our concern.

It isn’t enough to build parks—even numerous, sizable ones—and hope that health outcomes improve.

Interesting research that indicates it is not just the quantity of green space that matters, but the quality of its design along with activities and interest that is maintained over time to generate repeat visits and create the desire in making visits and time in it, a regular part of visitors lives. From Atlantic CITYLAB by KIERAN DELAMONT

These research findings from a park within a low income neighborhood of Toronto illustrate the challenges of park design and management  and how  urban designers and landscape architects should possibly be thinking about park and urban green space design beyond the pretty plans and photoshop images that they use to win design bids and elicit money for urban upgrading budgets.

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Children play in a large green space in the redeveloped Regent Park neighborhood. (DanielsCorp)

“It’s an oft-repeated maxim—even among planners and designers—that parks are good for mental health. In Toronto, for example, the 2013 Official City Parks Plan reads, “access to green space reduces stress level, decreases negative mood, reduces feelings of depression, and provides other benefits to mental health and well-being.”

City officials often talk about the relationship as if it’s beyond doubt. But academic research is split on the relationship between parks and mental health. “Empirical evidence is much more limited than one would expect for such a straightforward question,” write Roland Sturm and Deborah Cohen in their 2014 paper, “Proximity to Urban Parks and Mental Health.” Their study suggests that moving to an area with more green space tends to improve one’s mental health, while moving to an area with less has the opposite effect. But one year later in a paper titled, “The Relationship between Natural Park Usage and Happiness Does Not Hold in a Tropical City-State,” authors Le Saw, Felix Lim, and Luis Carrasco found “no significant relationship between well-being and use of green space as well as proximity to green spaces. […] This study reveals that without first considering the critical factors that permit this relationship to occur, it will be premature to conclude that an increase in green space provision will lead to a direct increase in well-being.”

Architects, Freeways, Rivers, Landscapes / Plantscaping & Politics

A current proposal by architect Michael Maltzan Michael Maltzan Envisions the Future of LA’s Infrastructure  in Archinect  showing copious planting overlaid on the 134 freeway in Los Angeles illustrates what has been a trend with architects c0-operating with engineers , in this case ARUP, to envision what infrastructural interventions in the urban fabric might become in terms of making more use of them and reducing their ecological footprint through green building, carbon reduction  interventions and by covering them in photoshop planting, led me to these thoughts that are here combined  with excerpts from a recent conference paper I gave at the ILASA Conference 2016 in Pretoria: jgq850aroyn9vzt9

View from above of Michael Maltzan’s proposed Arroyo Seco bridge overlay. Image: Michael Maltzan Architecture

 

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Section Perspective. Image: Michael Maltzan Architecture

With impressive design diagrams and pictorial renderings the viewer is challenged to engage with a seeming reality that ignores or subsumes most of the actors emergent realities that these behemoths that they are trying to  camouflage, represent: The unsustainable and incoherent consumerism that underpins the way engineering and architectural solutions generally ignore the real environmental pickle that cities are in:

9k2me7d9w9kyzc1pGreen cruising: the view of the proposed overlay through a vehicle. Image: Michael Maltzan Architecture

In a lecture at the Harvard University Graduate School of Design, Bruno Latour posed the following question:
When we ponder how the global world could be made habitable – a question especially important for architects and designers – we now mean habitable for billions of humans and trillions of other creatures that no longer form a nature or, of course, a society, but rather, to use my term, a possible collective… But why has the world been made uninhabitable in the first place? More precisely, why has it not been conceived as if the question of its habitability was the only question worth asking? I am more and more convinced that the answer lies in this extremely short formula: lack of space” (Latour, B. 2009. Spheres and Networks: Two Ways to Reinterpret Globalization, Harvard Design Magazine Spring/Summer, 30 pp. 138-144, ).
Maybe this lack of space is why we need to rethink how we live together in the world. As human actors that have so dramatically altered the world, it is said that we have entered the Anthropocene. Latour continues by answering the question posed above:
As is now well known, the notion of environment began to occupy public consciousness precisely when it was realized that no human action could count on an outside environment anymore: There is no reserve outside which the unwanted consequences of our collective actions could be allowed to linger and disappear from view. Literally there is no outside, no décharge where we could discharge the refuse of our activity” (Latour 2009 p.3).
It is now widely accepted that cities are the primary source of this problem.  With more than 50% of the world’s population being urbanised, cities must become resilient in the face of the uncertainties of climate, economy and politics. Various attempts have been made to quantify the resource imbalances of cities’ consumption and waste in the form of: ecological footprints , urban metabolism and urban political ecology . These quantifications are needed so that the extent of the problems become visible. Research may lead to solutions to limit ongoing damage to the environment and may also redress this imbalance by making cities more sustainable and resilient for the survival of all their occupants, human and non-human, both now and in the future.

The smart cities and engineered solutions of architects and engineers fall far short of this goal in their version of “greenscaping” with aesthetically beautiful structures in verdant “nature” with scattered people looking on in wonder at their grand creations.

elijj3frik4jv5nrRendering for the new Sixth Street Bridge. Image: Michael Maltzan Architecture

Maltzan describes his proposal

Well, the proposal for the 134 freeway, the reason I got extremely excited about the 134 is the piece of infrastructure that we would take on, it could carry so many different pieces of the larger puzzle—not only in how you change infrastructure’s role in the city but how you change all of the pieces of the environmental portfolio of benefit. In our proposal, we’re dealing with sounds, lessening the negative acoustic impacts that extend way beyond the freeway. We’re talking about miles of effect that any piece of the freeway has because of how far sound travels. We were looking at a collection of water because It’s a little like a menu: you can pick and choose which pieces you useyou have a significant amount of acreage that the top of the bridge or any piece of the highway creates. We were looking at solar and electricity generation for exactly the same reason: it’s very difficult to find large places to put solar farms in a dense urban environment. And one of the most underutilized pieces of land literally are the air rights over any of the highways, whether they’re elevated or sunken or a bridge. And then the greening of the sides of the bridge to work from an environmental standpoint, and just aesthetically for the visual environment of where that bridge goes through. And then finally the catalytic roof that we’re proposing, that takes the emissions from the cars and converts it, because of the way UV reacts to these titanium dioxide crates, and that acts as a catalytic converter.”

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Section Detail. Image: Michael Maltzan Architecture

While I am sure that their intentions are laudable and their goal is to stimulate large scale public works to counter the past and present environmental and social crisis, it is unlikely that the results of their visions will improve anyone except a select fews lives into city.

Maltzan continues:

All of these pieces don’t have to be in play for every mile of the highway all combined. It’s a little like a menu: you can pick and choose which pieces you use or you employ depending on what the different characteristics of the freeway are, and if it’s elevated or sunken down or at grade. I think that if you begin to take this and other ideas that could be added to the laundry list, and started to look at the highway network as a real positive and begin to retrofit pieces of it (especially when it goes through and affects different neighborhoods), I think it could be one of the largest transformative urban projects of any city, for any place on the planet.

CalTrans used to dream at that scale. The highways, when they were being built, coming out of post-World War II, were seen as one of the most progressive civic governmental projects that was being done any place on the planet. There were all these positive things that were meant to come from that. And I think it’s possible for an agency like CalTrans to reinvigorate the benefit of the highways. I think they’re going to be under more and more pressure to do that, especially as you start looking at the realities of autonomous cars and other means of transportation. That’s going to start to minimize or reduce traffic on the freeways, or at least the traffic footprint. I think it’s going to open up more and more space for the highways to perform in a very different way.”

The proposal, although on grand scale and while attacking many problems of the inefficient metabolism of cites, largely ignores the underlying causes of this problem: the unsustainable  consumerism that architects, engineers and city planners are dependent on for their livelihood – yes folks we have created the problem, through our designs, but designs alone, however smart they are, will not be enough to solve these problems

Overcoming these limitations requires a rethinking of the current development design process both by the relevant authorities, bureaucracies and by the design professions, the two entities who appear to be in cahoots in this process and who benefit the most by the exclusion of significant others from participating in the development agenda. They, the authorities and design professionals, have in, Latour’s terminology, “black-boxed” this process i.e. hidden its working from view  and any attempts by politicians or others to disentangle it or make its workings transparent seem doomed to failure . Some local examples of how this process results in urban “white elephants” in our local South African context are the Cape Town Stadium and Green Point Urban Park, built for the Soccer World Cup 2010, the Cape Town BRT system and the Gautrain, all of which are in my opinion examples of vested interests gaining control of huge public budgets to facilitate their own economic or political agendas. While admitting that the large-scale improvements in public spaces related to the stadiums generated an awareness of the importance of public space improvement and management, Edgar Pieterse  head of the African Centre for Cities criticises the results of these public space enhancements that were carried out in this process, as not having achieved the potential they might have. He writes;

It [the design of the public spaces] remains predominately an imaginary infused with middle class café culture expectations, replete with Lavazza cappuccinos and generous pedestrian orientated pavements. To be sure these are elements that greatly enhance the public realm but at the same time reinforce the dramatic bifurcation of public life for the rich and poor.” (Pieterse 2012 ).

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Cape Town Stadium  Source Wikipedia

I believe that a political engagement is required to ignite a renewed interest in re-imaging the roles of the built environments’ participants, ecological environmentalists, social activists and those seeking a future for themselves and their offspring. It seems we should change from thinking about ourselves alone and think rather, for everyone as a whole, thereby supporting this process of change to more equitable and liveable settlements and cities. This applies especially to the “have-nots” who, if not catered for, will topple the entire structure with their neediness, frightening the “haves” with their greediness.
Pieterse suggests that in order to realise more dynamic and original public spaces, we need a more inclusive approach, one that encompasses and incorporates more of who we really are as a South African public:

….such sensibility calls for a [landscape?] architectural agenda, design approach, urban aesthetic and built fabric that opens up opportunities for frank engagements across lines of difference and privilege in order to induce the necessary discomfort and untidiness that can lead to the thorny conversations about who we are, and how we represent ourselves in space and where we may be going as cities and distinctive cultures” (Pieterse 2012 p.87).

The situation that ~Pieterse criticizes in the context of the South Africa is equally relevant to LA as was highlighted at the ILASA conference by landscape architect Astrid Sykes from Mia Lehrer Associates who are based in LA right next toto the river, in presenting their work of the last 20 years on the LA River  and a 2007 study done by a large multidisciplinary team for the city of Los Angeles on the future of the river that MLA were part of. While very positive in achieving consultation and buy-in from residents and the Mayor, it seems that this has been subverted by the City now 8 years later in appointing Frank Gehry’s  office to do a project on the future of the river that teemingly ignores the previous work and as yet shows no signs of the public participation and co-design the earlier project was tasked with. It remains to be seen if this is an extension earlier work or more “green sky” City Brand building that Gehry is famous for with his Bilboa Effect.

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ARMY CORPS APPROVES $1.3-BILLION LOS ANGELES RIVER RESTORATION PROPOSAL

In the same newsletter of Archinect that the Michael Maltzan project featured above comes from is a post Archinect presents Next Up: The L.A. River, at the A+D Museum on Saturday, October 29!  Quoting from the newsletter

For the latest installment of Archinect’s live podcasting series, Next Up, we’re focusing on the L.A. River, and the wide swath of urbanist concerns within its ongoing master planning efforts.

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It could be the project that makes, or breaks, Los Angeles. With a complex historical legacy and an often-misunderstood ecology, the L.A. River’s 51-mile stretch is at once a huge urban opportunity, and to many, an even bigger eyesore. Thirty years ago, nonprofit Friends of the Los Angeles River was founded to protect and advocate for the river, and shortly after, the City of L.A. began looking at ways to take better advantage of the immense resource. Since then, many more communities and stakeholders have joined the conversation, raising concerns of ecology, sustainability, gentrification, public space, affordable housing, social equity—a wealth of complexities that testifies to what a lightning rod of urbanist discourse the River has become.

While conversations about the L.A. River’s future have been percolating for decades, not until only a few years ago did the plans become a divisive topic for the general public—in no small part due to the appointment of Frank Gehry’s office as a leader in the city’s master planning initiative. Reporting on the public’s first peek at the firm’s plans, Christopher Hawthorne, architecture critic for the Los Angeles Times, wrote, “as the river takes on new shades of economic and political meaning—becoming a magnet for attention and investment after decades of near invisibility—the race to reimagine it is growing more crowded.”

This engagement with the physical infrastructure, social dynamics and politics of the city  might seem far from Landscape Architectures usual verdant concerns. To paraphrase the words of Brenner, Latour, Pieterse and Swyngedouw, “everything is political now” and if we wish our discipline to survive in this sea of change, we must become political and design and proselytize our own future place in this new cyborg or assemblage. Research is needed on how to create a transdisciplinary environment that can facilitate higher levels of engagement, participation and co-learning by politicians, publics, professionals and authorities alike, and is something that seems to be lacking in much of the current design process.

From the examples quoted above, it seems that large scale infrastructure is the very place to focus this engagement and to get out of the office, away from the computer and to get involved in a river, freeway proposal or  public space project near you now!

With my apologies to Michael Maltzan Architecture, Frank Gehry and ARUP .

Donovan Gillman

19 October 2016

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