Tag Archives: infrastructure

Housing facades hide subway infrastructure

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Not all the necessary equipment for subways fits underground. Here are a few examples of how cities use facades to hide the subway:

On a street in Brooklyn that takes you towards the river, where the cobblestones begin paving the road, there is a townhouse that deserves a second look. Despite its impeccable brickwork, number 58 Joralemon Street is not like the other houses. Behind its blacked out windows, no one is at home; no one has been at home for more than 100 years. In fact, number 58 is not a home at all, but a secret subway exit and ventilation point disguised as a Greek Revival brownstone.

If you think about it, this could happen a lot in cities and not too many people would know. It is a clever way to not let necessary infrastructure mar what otherwise are pleasant streets.

It reminds me of seeing Hollywood sets where the exterior looks like a city or neighborhood but then you walk inside and there is nothing there. Here is an example of the interior of a city street scene on a Hollywood lot:

HollywoodFacadeInterior

This could be an interesting premise for a science fiction story: the city looks real but there is nothing behind the facades…

Chicago’s explosive 19th century growth driven by excrement

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Whet Moser argues Chicago’s remarkable growth from frontier town to big city was the result of excrement and new sewers:

The city was literally shaped by excrement. Its biggest single period of growth, the growth that turned Chicago into the Second City by population, came in the late 1800s, when the city’s sewer and sanitary systems were the envy of what were then suburbs. Lake View Township (the whole of the northeast side from North Avenue up to Rogers Park), Hyde Park Township (the south side between Pershing, State, and 138th), Lake Township (the southwest side bordered by Pershing, State, 87th, and Cicero) all latched on to the city when sophisticated sanitary systems were beyond the reach of booming townships, which were tightly restricted by the state’s limits on local debt.

Read on for more of the story of Chicago’s sewers.

This story in Chicago was not wholly unique. The late mid- to late-1800s were a period when numerous suburban communities outside big cities like Chicago, Boston, New York, and Philadelphia were annexed into the city. This annexation was approved by suburban communities for several reasons. First, as Moser notes, sewers and other infrastructure improvements like water and electricity were too expensive for small communities. Second, these communities wanted to be part of the big city and the status that came with that.

Yet, the story changes quite a bit from the 1880s onward when suburban communities started rejecting annexation efforts from big cities. The price of the infrastructure improvements dropped, putting them within reach of smaller suburbs. Cities were growing so fast that they couldn’t keep up with social problems as well as infrastructure improvements, limiting the status appeal of being part of the big city. Finally, an idealism was developing among the suburbs themselves as places people wanted to move to in order to escape the big city. By the 1920s, annexations had basically stopped.

This was a major turning point for most Northeast and Midwest big cities. Once annexations stopped and suburbs decided to go on their own, the boundaries of big cities became fixed. Later, as wealth and jobs fled the city for the suburbs, there were few opportunities for Rust Belt cities to expand their boundaries. In contrast, cities in the South and West (the Sunbelt) have had different annexation histories and many are much bigger in land area.

A new way to fight pollution in Chicago: cement that absorbs smog

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Chicago is the first American city to lay concrete that absorbs smog:

There are many sustainable technologies designers can utilize these days to make a project more Earth- and people-friendly, but smog-eating cement isn’t the most talked-about – until now. The City of Chicago is pioneering the use of a revolutionary type of cement that is capable of eradicating the air around it of pollution, potentially reducing the levels of certain common pollutants by 20 – 70% depending on local conditions and the amount of exposed surface area.

Photocatalytic cement isn’t exactly news – it was developed by the leading Italian cement maker Italcementi for the Vatican in honor of the 2,000th anniversary of the Christian faith. The Seat of the Catholic Church commissioned the construction of a new church to commemorate the event and wanted surface material that would retain its new appearance despite Rome‘s high levels of air pollution.

The cement that Italcementi developed uses titanium oxide that, when exposed to natural sunlight, triggers a chemical reaction that catalyses the decomposition of dirt or grime on the cement’s surface; thus, it is self-cleaning. What further research in Europe uncovered, however, was that this cement possessed pollution reduction properties that not even Italcementi could have foreseen, capable of cleaning up smog in adjacent air – up to 2.5 meters away – by breaking down the nitrogen oxides which are the result of burning fossil fuels.

Naturally, this makes the photocatalytic cement a perfect paving material as it successfully reduces the amount of toxins expelled by vehicles and inhaled by pedestrians. Italy and other areas of Europe have already paved many of their roads with the revolutionary material, but Chicago is reportedly the first city in America to adopt it, laying down a thin, permeable pavement for the bicycle and parking lanes on Blue Island Avenue and Cermak Road.

There might be a few issues associated with this:

1. What is the relative cost of laying down this kind of cement compared to other road surfacing material? In Illinois, I’ve read before that laying asphalt is cheaper in the short term compared to concrete but more expensive in the long term because it has to be replaced more frequently.

2. Some may not like this news because if the cement can help fight pollution, people may pay less attention to the effect of cars.

Here is more information on this concrete from an article last October:

According to Nguyen, the titanium dioxide on the cement surface absorbs UV light and uses this energy to react with water vapor in the surrounding air.

The result of this reaction is a highly reactive particle known as a hydroxyl radical.

It is these unstable hydroxyl radicals that in turn decompose a host of other compounds in the surrounding air, including nitrous oxide, a harmful greenhouse gas released in car exhaust…

David Leopold, project manager for the Chicago Department of Transportation, did say the photocatalytic cement is more expensive than regular pavement, but the city expects to see considerable improvement in street-level air quality as a result…

Based on pre-installation estimates, “on a windless day up to about eight feet from the pavement’s surface, you can see demonstrated improvements in air quality,” said Leopold. “Coincidentally, that’s about the height of a person on a bike.”

We’ll see what happens if this concrete is used more widely.

Hoping Chicago can become a big data hub

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A fundraiser held by Tom Pritzker this weekend in Chicago was part of a plan to make Chicago a center for big data:

University of Chicago computer scientist Ian Foster pressed the clicker and up popped a map of the most sophisticated fiber-optic networks in the world.

On that map, at least, Chicago appeared to be the center of everything, a crossroads of information dwarfing Beijing, London and New York in importance.

Fiber-optic lines lace this city — because they are often laid along railroad lines. And the University of Chicago is working to use that geographic advantage to build the largest storage hub in the world for genetic and medical information, called the bionimbus cloud. The goal is to harness massive amounts of data and computing power to solve the riddle of diseases such as cancer.

Last week, Hyatt Hotels Corp. Chairman Tom Pritzker and his wife, Margot, hosted a fundraiser at the Park Hyatt Chicago to introduce the project to about 50 friends, including CDW Corp. founder Michael Krasny; Melvin and Ellen Gordon, the CEO and president of Tootsie Roll Industries, respectively; Crate and Barrel founders Carole and Gordon Segal; Wheels Inc. Chief Executive Jim Frank; and Charles Evans, president of the Federal Reserve Bank of Chicago…

Grasping the magnitude of the data the medical community needs to collect and analyze is almost impossible.

But understanding a railroad hub — and the transport of grain, meat or oil — is not.

“Business, innovation, discovery, jobs still depend on taking raw materials and turning them into refined products,” Foster said. “Often, nowadays, the raw material is data and the refined material is knowledge.”

This is an interesting comparison to make in Chicago, a city that heavily depends on its transportation facilities such as busy airports and the large percentage of US rail traffic that goes through the region and has served as a commodity trading center for decades. So why not data analysis and infrastructure? At the same time, I’m guessing Chicago has a ways to go compared to other tech and data centers like Silicon Valley and Seattle, let alone other places like Austin and Boston.

Google and AT&T want to build high-speed Internet in Austin

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Another indicator of booming Sunbelt cities: both Google and AT&T will soon be putting together high-speed Internet service in Austin, Texas.

Google said Tuesday it plans to bring its ultra high-speed Internet and television service to Austin, Texas, next year, prompting AT&T to reveal its own plans to follow suit — if it gets the same terms from local authorities.

AT&T appeared to be making a political point to highlight the heavy regulations that encumber traditional phone companies, analysts said.

Google promised to begin connecting homes in Austin by the middle of 2014 with a 1-gigabit-per-second Internet service, roughly 13 times faster than the speediest service AT&T had previously committed to offering and about three times faster than the zippiest available from Verizon Communications…

While James said he did not know what the terms of Google’s Austin deal were, he pointed out that Google received various benefits in Kansas City, including preferential right-of-way access, access to data centers, and reduced pole access rates.

The news reports I’ve seen have tended to emphasize the Internet speed that would be possible with these changes and how this might change how we use the Internet. But, I think it is also interesting to consider “why Austin?” Austin is well-known these days for its population growth, its ability to attract high-tech and educated workers and companies (related to the presence of UT-Austin), and its cultural scene, complete with SXSW. In other words, this is a “cool” middle-America city, exactly the kind of place Google might want to expand this product.

I hope we will hear more about the deals Austin might make with Google to help this project move forward. Just how much should Austin give up? I suspect residents would be more in favor of these kinds of deals or tax breaks when it involves Internet services (it is infrastructure after all) versus tax breaks for big box stores or corporate headquarters…

The next logical question: after starting in Kansas City and then moving on to Austin, what city/metropolitan area is up next for Google’s high-speed service?

Attempts to make cellphone towers look like trees may or may not work

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Cellphone towers are ubiquitous parts of the modern landscape. Trying to make them look like trees…can be interesting.

South African photographer Dillon Marsh‘s compact photo series (all 12 Invasive Species images featured here) is a meditation on the weird, and small, variations of design in tree cellphone towers.

“In certain cases the disguised towers might not be noticed,” says Marsh. “But then an undisguised tower might not have been noticed either.”

An important chapter in the history of tree-shaped cellphone towers was written in South Africa. In the mid-’90s, Ivo Branislav Lazic (who worked for a telecommunications service company called Brolaz Projects) and his colleague Aubrey Trevor Thomas were commissioned by Vodacom to solve the visual pollution problem cellphones presented.

Lazic and Thomas came up with the world’s first palm tree cellphone tower. The Palm Pole Tower, made from non-toxic plastics, was installed in Cape Town in 1996…

Meanwhile, in the American Southwest, fledgling company Larson Camouflage was responding to similar style-sensitive network companies. Larson makes scores of different “trees” but it kicked everything off in 1992 with a naturalistic pine that concealed a disagreeable cell tower in Denver, Colorado. To dress up a cell tower in plastic foliage can cost up to $150,000, four times the cost of a naked mast. Marsh is skeptical about the need for high-tech camouflage.

My first thoughts in seeing these South Africa pictures is that the camouflage doesn’t look too bad. However, the towers/trees are simply too tall and don’t blend into the landscape. This is not a matter of bad design; the tower is taller than everything else.

This gets at a bigger question: why does this infrastructure have to be covered in the first place? We want cell phones but we don’t want to see the technology that it requires? I’m reminded of this sometimes when traveling into neighborhoods in Chicago. In many of these places, there is a tangle of electrical lines, alleys, and poles (street lights, signs, police cameras, traffic lights, etc.). Compared to the Loop or suburban neighborhoods which are more spread out or places where electric lines are buried, this can look ugly. But, it is part of city life and would be quite expensive to eliminate.

This doesn’t mean we have to settle for ugly cell phone towers. But, the alternatives may not be so great either.

Forgotten infrastructure of the day: locks

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Business and transportation in the United States would be a lot more difficult with locks to even out heights between different bodies of water. Here is a 50 second time lapse video of the first ship of the spring passing through the locks of Sault Ste. Marie, Michigan.

Water traffic within the United States might not garner much attention compared to rail and truck traffic (perhaps except during seasons of drought) but it still accounts for a lot of goods and has a historic role in opening up the interior of the United States. For example, the connection between the Great Lakes and the Mississippi River through a canal and several rivers was critical in leading to the growth of Chicago.

Mayor Daley, U. of Chicago students “adopting” Gary

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Former Chicago Mayor Daley and students from the University of Chicago have teamed up to help Gary, Indiana:

With guidance from Daley and Freeman-Wilson, University of Chicago graduate students are trying to figure out what to do with Gary’s abandoned buildings and how to promote greater use of technology to help the city accomplish more with less, among other projects.

The hope is that the students will go on to help other cities after graduation. If successful, the U. of C.-Gary partnership could be replicated in other industrial towns grappling with decline…

Last quarter’s class was divided into three project teams. One team is cataloging Gary’s abandoned buildings, which are magnets for crime and eyesores that further depress surrounding property values. Another is trying to recruit pro bono legal and consulting services for the city. And a third is trying to craft a strategy to clean up front stoops and empty lots one block at a time. This quarter’s class also is tackling untapped funding opportunities and economic development…

In Gary, Daley is applying things he learned as Chicago’s mayor. One example is helping Gary residents take advantage of the earned income tax credit, a tax benefit for the working poor that many don’t know exists. Taking the credit puts money back in people’s pockets, which prompts spending, which boosts the economy.

This sounds like a good project for graduate students who could get hands-on experience. In terms of helping the entire city of Gary, I’m more skeptical. If done well, someone like Mayor Daley and the prestigious University of Chicago can help connect Gary to people who are experts in certain areas (providing social capital) and also monetary capital. But, as the article notes, plenty of outsiders have tried to help Gary before…

Another question that comes to my mind is how Chicago and Gary are connected and whether a stronger partnership between the two cities could help. Gary is an industrial suburb that helped provide some of the materials that helped make Chicago great and also provided a port away from the city. But, such conversations would then have to include talk about things like shared infrastructure and perhaps the Gary Airport (does Chicago want this kind of competition?). Gary is part of the Chicago region and a metropolitan focus could help a lot here.

I’ve noted the work of Gary Mayor Karen Freeman-Wilson before.

In response to emergencies, companies seek out more distribution centers

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A number of companies are now pursuing a new distribution center strategy in order to be better prepared for disasters and other disruptions:

Major storms like Hurricane Sandy and other unexpected events have prompted some companies to modify the popular just-in-time style of doing business, in which only small amounts of inventory are kept on hand, to fashion what is known as just-in-case management.v

The shift has led retailers and logistics companies to alter supply chains by adding distribution hubs, according to the CoStar Group, a real estate research firm in Washington. In turn, the hubs are creating real estate opportunities in markets on and off established distribution paths, including growth in markets outside the traditional seaport hubs on the East and West Coasts…

Just-in-case is a response to the vulnerability of just-in-time supply chains, said Rene Circ, CoStar’s director of industrial research. Since the 1990s, just-in-time has made sense for many companies looking to reduce the cost of keeping large inventories on hand. Technology enabled retailers and manufacturers to closely track and ship items to replace merchandise sold or components consumed in production…

The tendency toward numerous distribution facilities runs contrary to a strategy that was common just after the recession, when some companies sought efficiency by consolidating warehouse operations, according to Bob Martie, executive vice president for the New Jersey region at Colliers International, a real estate service provider.

Consumers may not pay much attention to this distribution chains. In fact, they may only really notice them when major events disrupt them. However, the distribution system is incredibly important for the American consumer economy. The reason products are on the shelves when consumers want them is due to this. Companies argue more efficient systems help them keep costs down. Better planning can reduce truck traffic on local roads.

This article adds another twist to the distribution center story: there is money to be made in distribution center real estate. Perhaps quite a bit of money.

Some proposed solutions to the problem of 947,000 hours a year in traffic lost to parcel delivery trucks

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Cities are looking into ways to better facilitate parcel delivery than having trucks park along the curb:

Over the last couple of years, urbanists have dreamed up a handful of new parcel delivery strategies. A number got a field test in Europe last year as part of CITYLOG, a project funded by the European Union to evaluate fresh ideas in urban transport.One of these new strategies, the BentoBox, works by shifting delivery truck activity away from peak driving hours. If congestion reduction is the goal, the ideal time to deliver packages would be late at night—but customers won’t likely be smiling when they answer the door. Named after a single-serving Japanese takeout tray, the BentoBox is a storage locker that can be loaded with parcels and then dropped off at a local docking station after hours. Customers in the area can access one of six subdivided units with a key the following morning…

TNT Express has its own program aimed at piloting urban delivery solutions. In Brussels, where the courier company delivers about 1300 parcels per week, three-quarters of those deliveries are already made using pedal-assisted electric tricycles. These small vehicles are more environmentally sound than large trucks and vans, and much less disruptive to traffic patterns when parked.

TNT is modeling a new distribution model for Brussels that it calls the “mobile depot.” In this system, which works similarly to the BentoBox, a trailer containing a large number of parcels is towed to a central location in the city during off hours. Parcels are delivered by last-mile drivers in small electric or human-powered vehicles. If a few of these mobile depots could be dropped in strategic locations around the city, package trucks, which currently use surface streets and highways en route to distribution hubs located outside the city, could be eliminated.

The “mobile depot” idea sounds interesting but it might be difficult to find suitable distribution sites within cities. This idea reminds me of the rail traffic problems in the Chicago area where the solution in recent years has been to keep moving distribution facilities to areas further away from the core of the region. But, new distribution sites could inconvenience certain neighborhoods or areas while providing a benefit to the city or region.

I wonder if this is similar to adding lanes on highways: if delivery trucks are taking up less space, will more cars fill the space?