Subscribe
I was looking through my photo archive this past week (which is all on an Apple Time Capsule) and I came across this photo:
I took this photo in the winter of 2011 on a snowboarding trip to Lake Tahoe. It’s of the San Francisco Federal Building, which was designed by Morphosis and completed in 2007.
The reason this photo stands out for me is because as my friends and I were taking photos of this building a man walked by us and said:
“Why are you taking photos of this shit?
…you guys must be architects.”
To me this was a frank reminder that the designs that my architecture friends and I obsess over (at least the contemporary stuff) often go completely unappreciated by a lot of other people – perhaps the majority of people.
This, of course, raises an interesting debate.
If the majority of the public think a building is shit, is it a failure? Should a building’s success be judged more by how its occupants feel about it? Or is it the “expert” opinion that really matters? (Expert is in quotations because I don’t like this term.)
While important, I don’t think it’s as simple as these questions. Architecture can take years, decades, or even longer to settle in and become fully appreciated. Think about the buildings that your city may have demolished in the past but now regrets. Tastes change.
With that, below is an excerpt from the architect’s own description of the Federal Building. Keep in mind that this project started construction in 2003 and so design would have started years before that. Hopefully it’s clear just how relevant the ambitions of this project remain some 15 or so years later.
The re–definition of circulation and vertical movement paths provides opportunities for chance encounters, a critical mass in circulation, and places for employees to gather across the typical confines of cubicles, departments, or floor plates. The democratic layout locates open work areas at the building perimeter and private offices and conference spaces at the central cores. As Gladwell’s article points out, “…one study after another has demonstrated [that] the best ideas in any workplace arise out of casual contact among different groups within the same company.” Skip stop elevators, sky gardens, tea salons, large open stairs, flexible floor plans, and the elimination of corner offices endow the tower with a Jacobsian “sidewalk life” of cross-sectional interactions.
Many of the same design decisions that create high quality workspace also maximize energy efficiency. The Federal Building is the first office tower in the U.S. to forgo air-conditioning in favor of natural ventilation. As a result of the tower’s narrow profile and strategic integration of structural, mechanical and electrical systems, the building provides natural ventilation to 70% of the work area in lieu of air conditioning, and affords natural light and operable windows to 90% of the workstations. A folded, perforated metal sunscreen shades the full-height glass window wall system and a mutable skin of computer–controlled panels adjusts to daily and seasonal climate fluctuations. With an energy performance that surpasses the GSA’s criteria by more than 50%, the project sets new standards for applications of passive climate control, while physically democratizing the workplace and enhancing employees’ health, comfort, and sense of control over their environment.
For some reason, I woke up extra early this morning, well before my alarm. As soon as I came to and noticed the time, I immediately reached for my phone to pull up Twitter and see what happened with the UK referendum. And frankly, I was shocked to see that they had voted to leave the EU.
Once I saw what had happened, I then went to my computer and started looking for maps of the voting results.
Here’s one from the Guardian:
Last weekend over dinner, a friend of mine asked me what I thought about the Scarborough Subway Extension debate going on in Toronto right now. Costs are coming in higher than initially projected and the usual back and forth is taking place. Transit blogger Steve Munro has a good post on this called Spinning a Tale in Scarborough.
I haven’t written much about the Scarborough Subway, but I do have a strong opinion. I believe it’s a mistake. I am not saying that we shouldn’t be building higher order transit in Scarborough – we absolutely should – but it does not need to be an expensive subway line. There are more sensible solutions.
Here are a few things to consider:
Light rail transit (LRT) does not equal streetcar. As an avid user of the King streetcar, I’ll be the first to admit that something needs to be done to address the city’s busiest streetcar routes. They are broken. But this is not what was being previously contemplated for Scarborough. True LRT – which Toronto does not yet have – is far more effective at moving people.
Scarborough Centre is seeing almost no new residential and commercial development. In fact, the “Centres” in general are not seeing much development. The largest share is happening downtown, along the central waterfront, and along the “Avenues.” We shouldn’t ignore this when making our investment decisions. Transit and built form go hand in hand.
I was looking through my photo archive this past week (which is all on an Apple Time Capsule) and I came across this photo:
I took this photo in the winter of 2011 on a snowboarding trip to Lake Tahoe. It’s of the San Francisco Federal Building, which was designed by Morphosis and completed in 2007.
The reason this photo stands out for me is because as my friends and I were taking photos of this building a man walked by us and said:
“Why are you taking photos of this shit?
…you guys must be architects.”
To me this was a frank reminder that the designs that my architecture friends and I obsess over (at least the contemporary stuff) often go completely unappreciated by a lot of other people – perhaps the majority of people.
This, of course, raises an interesting debate.
If the majority of the public think a building is shit, is it a failure? Should a building’s success be judged more by how its occupants feel about it? Or is it the “expert” opinion that really matters? (Expert is in quotations because I don’t like this term.)
While important, I don’t think it’s as simple as these questions. Architecture can take years, decades, or even longer to settle in and become fully appreciated. Think about the buildings that your city may have demolished in the past but now regrets. Tastes change.
With that, below is an excerpt from the architect’s own description of the Federal Building. Keep in mind that this project started construction in 2003 and so design would have started years before that. Hopefully it’s clear just how relevant the ambitions of this project remain some 15 or so years later.
The re–definition of circulation and vertical movement paths provides opportunities for chance encounters, a critical mass in circulation, and places for employees to gather across the typical confines of cubicles, departments, or floor plates. The democratic layout locates open work areas at the building perimeter and private offices and conference spaces at the central cores. As Gladwell’s article points out, “…one study after another has demonstrated [that] the best ideas in any workplace arise out of casual contact among different groups within the same company.” Skip stop elevators, sky gardens, tea salons, large open stairs, flexible floor plans, and the elimination of corner offices endow the tower with a Jacobsian “sidewalk life” of cross-sectional interactions.
Many of the same design decisions that create high quality workspace also maximize energy efficiency. The Federal Building is the first office tower in the U.S. to forgo air-conditioning in favor of natural ventilation. As a result of the tower’s narrow profile and strategic integration of structural, mechanical and electrical systems, the building provides natural ventilation to 70% of the work area in lieu of air conditioning, and affords natural light and operable windows to 90% of the workstations. A folded, perforated metal sunscreen shades the full-height glass window wall system and a mutable skin of computer–controlled panels adjusts to daily and seasonal climate fluctuations. With an energy performance that surpasses the GSA’s criteria by more than 50%, the project sets new standards for applications of passive climate control, while physically democratizing the workplace and enhancing employees’ health, comfort, and sense of control over their environment.
For some reason, I woke up extra early this morning, well before my alarm. As soon as I came to and noticed the time, I immediately reached for my phone to pull up Twitter and see what happened with the UK referendum. And frankly, I was shocked to see that they had voted to leave the EU.
Once I saw what had happened, I then went to my computer and started looking for maps of the voting results.
Here’s one from the Guardian:
Last weekend over dinner, a friend of mine asked me what I thought about the Scarborough Subway Extension debate going on in Toronto right now. Costs are coming in higher than initially projected and the usual back and forth is taking place. Transit blogger Steve Munro has a good post on this called Spinning a Tale in Scarborough.
I haven’t written much about the Scarborough Subway, but I do have a strong opinion. I believe it’s a mistake. I am not saying that we shouldn’t be building higher order transit in Scarborough – we absolutely should – but it does not need to be an expensive subway line. There are more sensible solutions.
Here are a few things to consider:
Light rail transit (LRT) does not equal streetcar. As an avid user of the King streetcar, I’ll be the first to admit that something needs to be done to address the city’s busiest streetcar routes. They are broken. But this is not what was being previously contemplated for Scarborough. True LRT – which Toronto does not yet have – is far more effective at moving people.
Scarborough Centre is seeing almost no new residential and commercial development. In fact, the “Centres” in general are not seeing much development. The largest share is happening downtown, along the central waterfront, and along the “Avenues.” We shouldn’t ignore this when making our investment decisions. Transit and built form go hand in hand.
They also found that the best predictor of how people voted (with Scotland being a bit of an exception) was whether or not they had a degree. Residents with higher education were more likely to vote “remain.”
Here’s another vote map from the Telegraph, broken down by 12 regions:
According to these regions, only Northern Ireland, Scotland, and London voted to remain. If we get a bit more granular though, the map turns into this:
Not surprisingly, it is London and other big cities (remain) vs. the rest of England (leave). Here’s another case of urban divide.
I also do not buy the argument that we are building this subway in anticipation of demand 50 or 100 years from now. We are not in a position to be proactive about our infrastructure. We are desperately playing catch up and there are already lots of high growth and high density areas in the city which today are completely underserved by higher order transit.
Finally, a new subway line with low ridership will mean higher operating cost subsidies to keep it afloat. And at the rate that Scarborough Centre is growing today, this would likely continue for many years into the future. Not only is this debate about spending money today, it is about spending money well in the future, month after month.
So let’s be clear: the Scarborough Subway Extension debate is about politics. It is not about transportation planning.
They also found that the best predictor of how people voted (with Scotland being a bit of an exception) was whether or not they had a degree. Residents with higher education were more likely to vote “remain.”
Here’s another vote map from the Telegraph, broken down by 12 regions:
According to these regions, only Northern Ireland, Scotland, and London voted to remain. If we get a bit more granular though, the map turns into this:
Not surprisingly, it is London and other big cities (remain) vs. the rest of England (leave). Here’s another case of urban divide.
I also do not buy the argument that we are building this subway in anticipation of demand 50 or 100 years from now. We are not in a position to be proactive about our infrastructure. We are desperately playing catch up and there are already lots of high growth and high density areas in the city which today are completely underserved by higher order transit.
Finally, a new subway line with low ridership will mean higher operating cost subsidies to keep it afloat. And at the rate that Scarborough Centre is growing today, this would likely continue for many years into the future. Not only is this debate about spending money today, it is about spending money well in the future, month after month.
So let’s be clear: the Scarborough Subway Extension debate is about politics. It is not about transportation planning.
Share Dialog
Share Dialog
Share Dialog
Share Dialog
Share Dialog
Share Dialog