One of the biggest challenges with living through this pandemic has been finding a good public toilet. Drinking in the park is all fine and dandy, but at some point you're going to need to find a place to pee. From experience, I can tell you that this can be a challenge in places like Toronto and Vancouver. But from the looks of it, the situation is a bit different in Tokyo. Japan, apparently, views its toilets as a symbol of its world-renowned hospitality culture. And so it takes great pride in the design of its public toilets. Last year, Tokyo invited 16 creators from around the world to redesign 17 of its public toilets throughout Shibuya. The list of creators includes big names like Tadao Ando, Kengo Kuma, Shigeru Ban, Toyo Ito, and many others. And the result is probably the nicest collection of public toilets that you have ever seen (somewhere around 9 of them are already operational with the balance expected to open sometime this year). The uniforms worn by the maintenance staff were even designed by Nigo (creator of the fashion brand A Bathine Ape). That's attention to detail.
For more about The Tokyo Toilet project and to check out the completed toilets, click here.
Image: The Tokyo Toilet
If you happen to find yourself in Vancouver between January 27th and February 28th, you may want to check out an exhibition being held at the Fairmont Pacific Rim called Japan Unlayered.
It is a celebration of Japanese architecture, design, and culture, curated by the Japanese architect Kengo Kuma and developers Westbank and Peterson.
The exhibition is in support of a new project in Vancouver by Kengo Kuma called 1550 Alberni. Pictured above. It will be his first in North America.
The architecture is a 43-storey (residential) tower formed by two “scoops” that carve out the building in response to its urban context. Some of those relationships start to become apparent when you see the building rendered into the skyline (below toward right).
I’ll be in Vancouver next month and so I’m hoping to stop by.
Henry Grabar has an interesting piece in the March 2016 issue of The Atlantic talking about Paris’s ambitious metro expansion. By 2030, and after $25 billion of investment, the Paris system will gain four new lines, 68 stations, and more than 120 miles (192 kilometers) of track.
To put this into perspective, this additional track length is roughly equal to Toronto’s entire subway and streetcar network, including all under construction and approved lines.
But the real focus of Grabar’s article was on how this transit investment will really stitch Paris back together:
“Three of the new lines will run north and east of Paris, through Seine-Saint-Denis, the poorest of the 96 departments in France. Among French cities with at least 50,000 people, six of the seven with the highest percentage of foreign-born residents are in Seine-Saint-Denis. Residents of Clichy-sous-Bois, where the riots that swept the region in 2005 began, will for the first time find central Paris within a 45-minute train ride. The town of Saint-Denis, the site of the standoff between police and the terrorists who struck Paris in November, will be home to the project’s largest train station. Designed by the Japanese architect Kengo Kuma, the junction is expected to handle 250,000 passengers a day.”
Below is a map (from the same article) showing the location of Clichy-sous-Bois to the east of Paris and the area reachable within 45 minutes from this suburb, both today and in 2030 when the new metro lines open.
Having traveled to Paris in 2006, shortly after the riots took place, I remember some Parisians telling me that this was not a Paris problem. They told me that this was a problem of the banlieues, but not of Paris. Seeing how separate Clichy-sous-Bois is today, that is probably how it felt to some or most. But based on the above, the Paris region is about to be stitched together.
What I love about Grabar’s article is this idea that transit and connectivity represent a kind of citizenship for urban residents. And that even today, in our hyper connected world, physical access matters a great deal. Because without it, you might be out of sight, out of mind.
On that note, here is how the article ends:
Benoît Quessard, an urban planner for the local government, told me that he sees the expansion as not merely “an economic wager but also a social one.” In this sense, it will test an old Parisian belief about the Métro conferring, beyond convenience, a kind of citizenship on its riders. In 1904, four years after the first line opened, the writer Jules Romains predicted that the system would be a “living, fluid cement that will succeed in holding men together.”