19508 | AUTONOMOUS MAINTENANCE STATION by Thomas YunTransportation - 19508
Artificial intelligence has developed beyond imagination, giving rise to an unprecedented era of machine learning, neural networks, and autonomous systems. As social networking and automated systems improve, a public infrastructure of autonomous vehicles have been deployed, replacing rideshare and taxiing services that formerly operated within the city.
Currently, with over 1,500,000 workers in Cook County driving alone to work, the average vehicle travels 40 miles per day.
The efficiency of the autonomous vehicle comes with 2 factors. First is the idea that autonomous vehicles can be constantly in operation, rather than remaining in a parking lot for hours while their owners are at work. This reduces the number of parking lots required in the city, freeing up valuable real estate. Second is the fact that autonomous vehicles are highly responsive and optimized in traffic. Unlike the inconsistent and erratic behaviors of human drivers, autonomous vehicles can operate in unison and in full awareness of its environment. This can reduce accidents, phantom traffic jams, and overall stress and volatility induced in their human drivers, allowing for a more controlled and efficient mode of transport. In addition, the average commuter spends 59 minutes a day in traffic, meaning that over a span of a month, a commuter can reclaim an entire day’s worth of productivity by choosing to travel autonomously.
An autonomous maintenance station is a facility deployed along all major roadways connecting the metropolitan area. Unlike typical charging stations, these maintenance stations are entirely autonomous and provide a depth of services: the charging of autonomous vehicles, a system evaluation and maintenance, and a physical cleanup. Because some vehicles are reserved and used by multiple passengers a day, each vehicle is required to undergo a cleaning cycle between a certain number of trips. A passenger, upon inspection of a vehicle, can also request a vehicle to be cleaned at any time, sending the vehicle back to a maintenance station, and requesting a new vehicle instead. Regular software updates and general system maintenance are also performed at each station, improving the AI as needed and providing new features to the vehicles.
Each vehicle spends 2 minutes in the station, serving 720 vehicles per day. With 100 stations across the metropolitan area, these maintenance stations will service 720,000 vehicles per day, almost half of the number of current single drivers in the city. Because the status of each station is transmitted to the network in real time, vehicles can independently decide the ideal station enroute to stop. Vehicles that require extensive maintenance are lifted into the elevated car deck to be stored until pickup.
The steps required for the realization of this new infrastructural system are largely societal and dependant on several factors. First and foremost, technology must develop to a point where autonomous vehicles and their related infrastructure are not just possible, but widely available and financially viable for mass production. The most technologically difficult part is the transition period between the human drivers and autonomous drivers. While autonomous systems can operate flawlessly and efficiently in a closed system, it is their interaction with human factors that causes bugs and inefficiencies in their operation. Thus in order to ensure a successful transition, a strong initial investment is required by creating autonomous only lanes in highways and streets as well as providing ample infrastructure and support for autonomous vehicles. Much like the development of historic public transit systems, the program should initiate with small scale experimental phases of a single region, and gradually expand to include more areas.
Secondly, the public and political perception of vehicle ownership must be shifted to accommodate a share economy. The recognition of individual vehicles as an extension of public infrastructure, rather than private ownership is crucial in taking advantage of the true benefits of an autonomous system. Private ownership of vehicles is not only inefficient in terms of transport and traffic control, but also environmentally detrimental in their consumption of manufacturing resources and embodied energy. Despite resistance from private automobile industries (whose lobbyists are also responsible in the dismantling of public transit systems across the country), it is essential that we as a society reduce our individual consumption and support the expansion of public infrastructural systems that are enabled by advancements in autonomous technology.
19507 | UNCONTAINED LIVING by Ted HaugHOUSING 19507
THE FUNDAMENTAL PROBLEM FOR PROVIDING HOUSING FOR THE HOMELESS AND THE WORKING POOR IS THE DISPROPORTIONATE RATIO OF INCOME TO HOUSING COSTS I.E. LOW MINIMUM WAGE INCOMES TO HIGH COST OF LIVING IN URBAN / SUBURBAN AREAS. HOUSING MUST ALSO BE SEEN AS A SOCIAL JUSTICE / SOCIAL EQUITY ISSUE THAT NEEDS TO BE ADDRESSED ON A SOCIETAL LEVEL. THE UNCONTAINED LIVING HOUSE DESIGN ADDRESSES THE COST SIDE OF THIS EQUATION THAT IS DRIVEN BY THE FOLLOWING FACTORS:
1 - INCREDIBLY HIGH LAND COST.
2 - HIGHER LABOR AND MATERIAL COSTS.
3 - HIGHER ENERGY AND MAINTENANCE COSTS.
THE UNCONTAINED LIVING HOUSE OFFERS TO PROVIDE A PARTIAL SOLUTION TO THE PROBLEM OF PROVIDING COST EFFECTIVE, EFFICIENT, SELF SUFFICIENT HOUSING THROUGH THE FOLLOWING STATEGIES:
1 - MINIMAL FOOTPRINT - THE BUILDING FOOTPRINT IS 80 S.F. AND IS DESIGNED TO FIT IN A PARKING SPACE. THIS ALLOWS FOR THE HOUSE TO BE PLACED IN LOCATIONS PREVIOUSLY NOT CONSIDER FOR USE - UNDERUTILIZED PARKING LOTS, ALLEYS, EASEMENTS, AND SITES WITH DIFFICULT TOPOGRAPHY. THE SMALLER FOOTPRINT ALSO REDUCES LAND LEASE / PURCHASE COSTS AND SITE DEVELOPMENT COSTS.
2 - PREFABRICATION - THE UNCONTAINED LIVING HOUSE USES A 40' SHIPPING CONTAINER AS ITS STRUCTURE / BUILDING ENVELOPE AND THE ENTIRE HOUSE INCLUDING BUILT-IN FURNISHINGS, MECHANICAL, PLUMBING, AND ELECTRICAL SYSTEMS WILL BE PREFABRICATED OFF SITE AND TRUCKED AND CRANED INTO PLACE WITH MIMIMAL SITE PREPARATION / CONSTRUCTION.
3 - ENERGY GENERATION - THE DESIGN UTILIZES SOLAR PANELS AND WIND TURBINE FOR ON SITE ENERGY GENERATION TO REDUCE / ELIMINATE DEPENDENCE ON FOSSIL FUELS AND RELATED ENERGY COSTS.
4 - BIOPHILIA - THE UNCONTAINED LIVING HOUSE CONCEPT MIMICS THE ATTRIBUTES OF A TREE - VERTICAL, SELF SUSTAINING, COVERED WITH LEAVES (IVY) - TO RECONNECT WITH NATURE AND PROVIDE A SENSE OF WELLBEING.
THE BASIC CHANGES THAT NEED TO BE MADE TO ALLOW FOR MORE ECONOMICAL HOUSING SOLUTIONS FOR THE HOMELESS / WORKING POOR INCLUDE THE FOLLOWING STATEGIES AND CHANGES TO CURRENT BUILDING CODES AND ZONING ORDINANCES:
1 - REDEFINE WHAT IS CONSIDERED A BUILDABLE LOT - MINIMUM LOT SIZES, DIFFICULT SITES.
2 - ALLOWING HIGHER DENSITY, MIXED USE DEVELOPMENT WITHIN ZONED AREAS AS CERTAIN MUNICIPALITIES HAVE DONE. (https://www.nytimes.com/2018/12/13/us/minneapolis-single-family-zoning.html)
3 - ALLOW LEASED DEVELOPMENT ON MUNICIPAL / UTILITY EASEMENT / R.O.W. PROPERTY.
19509 | KENWOOD CONNECTION by Carson Reynolds**WINNER: BEST STUDENT WORK**
**WINNER: MOST SUSTAINABLE WORK**
The earthen infrastructure of the Chicago Transit Authority’s former Kenwood Branch is the sole surviving infrastructure of the system’s historic cost cutting measures in the mid-twentieth century. Since this elevated line was decommissioned, the transit corridor has been succeeded by an impromptu ecology of urban species and moments of public art on abandoned station facades. Otherwise, the line is a forgotten aspect of Kenwood’s early development and is currently a community nuisance. In its abandoned state the Kenwood Branch attracts vagrancy and loitering, casting a pall on the surrounding community; with improvements and secure points of access, this overlooked landscape can become a point of community pride and a hallmark of neighborhood identity.
With a public space deficit on the city’s South Side, this volunteer forest and its enduring infrastructure offers an opportunity to literally bridge Bronzeville’s communities. Though pocket parks dot this side of the city, their appeal is limited, and their use is minimal. Therefore, an extensively programmed park is recommended to encourage community engagement and integrate this neglected space into daily routines. A linear park embracing these local values would connect multiple landscapes and would become a community amenity, incentivizing neighborhood investment in the same manner as the original public transit corridor.
The unique landscape infrastructure of the former ‘L’ featured stations carved from the earth, contained by retaining walls and simple street facades. Concrete poured over the contoured land created stepped access to the elevated platforms, allowing patrons to emerge from the ground to catch their trains to the Loop and the stockyards. With reinterpretation, these stations would become access points to the park. Preserving facades and retaining walls would maintain the line’s street presence while the reconceptualized stations become welcoming places providing access to the park. Imagined as points of cultural exchange, the diverse programming of these stations is to embrace the multi-generational character of the neighborhood and encourage local dialogues regarding identity and community potential.
Missing stretches of the former right-of-way are to be restored as well, creating a continuous route between inland communities and Lake Michigan. Much as the Midway Plaisance connects Jackson and Washington Parks, the Kenwood Connection can connect Bronzeville to Chicago’s iconic lake-front promenades and integrate the space into Chicago’s greater park system.
19510 | [RE]THINK THE INDUSTRIAL CORRIDORS by Adrien Logeay**WINNER: MOST RESILIENT WORK**
(RE)Think the Industrial Corridors
Economies are changing, needs are evolving, as the outdated industrial corridors continue to fracture Chicago’s urban fabric, thousands of square feet of abandoned infrastructures lie dormant and underutilized. How can post-industrial corridors, like the Pilsen Corridor reinvigorate these wastelands with natural processes that promote growth and new micro economies? Shifting from linear economies to a circular economy, Chicago can revitalize and reweave its fractured territories together enhancing the river and repairing the industrial railroads as an articulated wellness spine for the city’s future development.
Through an Urban Design lens and a series of short articles, Chicago Loop City explores how the circular economy strategy apply the Pilsen Industrial Corridor and Chicago.
19512 | CRITICALLY COLD SHELTER by Steve Blye**WINNER: BEST VISUALIZATION**
**WINNER: MOST PRAGMATIC WORK**
CRITICALLY COLD SHELTER
FOR HOMELESS WHO REFUSE TO GO INSIDE ON THE COLDEST NIGHTS
PROVIDED BY CITY AND ASSEMBLED ONSITE BY VOLUNTEERS
We have all seen numerous examples of the problem being described… homeless individuals who have fallen on extremely hard times, cannot find transportation to homeless shelters, or who lack the mental stability to help themselves find a warm shelter during the coldest weather. Even when shelters are available, many refuse to leave their favorite sidewalk “comfort zone,” for reasons we may never understand, but for which we can empathize. Trying to design a solution with the simplest, most affordable materials for enclosure, and inexpensive, effective heating sources which will not cause fires, asphyxiation from fumes, or chemical interactions, I am proposing the attached solution.
With minimal training, care teams comprised of volunteers and staff can track individual sleeping areas by GPS, travel to campsites in heated, insulated trucks, and quickly assemble these 4 foot by 8 foot sleeping enclosures. Using only four 4’ x 8’ heavy corrugated cardboard panels, coated with plastic and heat-reflecting mylar foil (to retain heat and repel most moisture and wind) and connected with heavy-duty double stick tape and Velcro for openings, the enclosure is intended to be temporary, but durable enough to handle several days of use. Nearly every piece of the 4’ x 8’ panels are used with minimal waste. Made from recycled corrugated cardboard containers, the abandoned enclosures can be recycled to create new ones. Bricks may be placed inside along the perimeter as well to hold the enclosure in place on windy days. Warm food and mylar foil blankets can also be provided as an addition to the sleeping bags and warm clothes typically possessed by the individual in need.
Looking for the simplest and safest method of heating the unit, the design recalls the traditions from early settlers in America, who would heat up stones in their fireplaces and place them at the foot of their beds. Abandoned furnaces, boilers, or newly constructed firepits can be strategically located near common encampments, and common CMUs (concrete masonry units) can be heated up and transported in insulted trucks to those in need. Using insulated gloves to place inside the enclosure, they will be too hot to touch, but can still provide a heat source for the inhabitant. Warm food and drinks in foil pouches, also provided by the care teams, can be kept warm within the open cells of the blocks. The heat from the blocks will subside after several hours, and can be replaced after four to six hours, but will clearly be better than no heat source at all.
These tiny shelters will never be intended as a replacement for homeless centers, but will offer an inexpensive, simple, scalable humanitarian response to those stubborn, proud, and often mentally ill homeless individuals who refuse to leave the streets during the coldest and wettest times.
19501 | HOUSING & HOMELESSNESS by Adam Quigley**WINNER: MOST EDUCATIONAL WORK**
A neighborhood-based approach to homelessness will meet people where they are and be targeted to the needs of those that are being served. The support programs should take advantage of existing transportation and education infrastructure, utilize unused or underused building stock, bolster existing businesses and enhance the community.
The proposed Garfield Park intervention is sited along Pulaski Road and bracketed by CTA green and blue line stations to the north and south. City buses run along Pulaski with frequent stops. A commercial strip bisects Pulaski at Madison street and an existing library and high school are centrally located.
The neighborhood is largely residential to the south and industrial to the south. This project aligns the proposed program with the immediate surroundings. Job Training and Entrepreneurship is located in a mainly industrial area leveraging potential public private partnerships in the neighborhood. The clinic and treatment center align with the commercial district taking advantage of the high visibility and foot traffic. Finally, Family Support is sited in the densest residential area providing support for vulnerable families and the larger community.
19504 | OASIS IN CHICAGO by Tianye Zhou**WINNER: BEST PROMOTER OF HEALTH & WELLNESS**
“Once upon a time, there was a desert within 5 miles from the Loop. People living there are no different than those who live in the Sahara: There is no fresh food, everything around you could be dangerous and the only thing you can do is wander around since there is nothing you can do.”
For people who live in the west side of Chicago, this is not a story but their daily life. When the West Park Commissioners create Humboldt, Garfield and Douglas Parks in the late 19th
century, they will never believe their parks and “City in Garden” would be surrounded by all
kinds of crimes, unemployment and vacant lots. Ironically, the closer you live to the park, the
deeper you stay in the “Food Desert”, which means you are far away from fresh food like
vegetables, milk, eggs, and fresh meat. Instead, you will be surrounded by food with high sugar, high calories and high fat. As one of the consequences, children who live close to the parks would have a high prevalence of obesity.
Although there are plenty of issues around west Chicago, in this project, I would like to regard
the “Food desert” as the priority problem. Different from the traditional urban farm, job training, community kitchen or cooking class in school. I would like to combine all though functions together to create a Food Oasis. In this method, the knowledge and experience people have would not be something separate and isolated: By talking with the farmer who grew the tomato, children and their parents would know the story behind the fruit, when they step in the class, a dietitian would tell them why kitchen up is not “real food”. Later when cooking class starts, a chef would teach the family how to prepare an easy, quick and healthy dinner by using affordable food from the local community garden. What’s more, when people visit and enjoy their time in the Oasis, lots jobs and training opportunities will appear which would benefit the community more.
Back to the project, the locations for these three buildings are based on research data from
CDC, Chicago Public School and USDA, along with current city policy and existing site
For the “Food Education Center” located next to Garfield Park, the purpose is to cooperate and work with “Inspiration Kitchen”, which located in the same block and has decades of experience in “helps individuals over the age of 18 who are interested in learning to cook professionally get the skills and experience they need to build a career in the culinary industry.” In addition, benefit from the magnificent Garfield Conservatory and convenience CTA Green line, which provide number of visitors and affordable traffic. This place would not only contribute to the local community, but also become a gateway for all the visitors.
For the “Food Factory” in Douglas Park, the current city policy would help it build the indoor and outdoor urban agriculture. GROUNDS FOR PEACE, which is the new vacant lot beautification pilot program launched by the city of Chicago, will “provide employment, skill-oriented job training and development experience for 40 acutely at-risk men, who will be trained to landscape, plant and provide maintenance for lots in North Lawndale, Woodlawn and Englewood.” One of the selected site for this pilot program is located in the same block of the project. In addition, with the support from Chicago Park District about the Community Garden, part of Douglas Park could be used as urban agriculture too, which is across the street from the site.
19505 | TRANSITIONAL HOUSING: A LOCATION FRAMEWORK by Tyler Wade and Andrew Witek**WINNER: AUDIENCE AWARD**
Housing and Homelessness
Transitional housing that moves individuals from experiencing homelessness to having a safe, secure and dignifying place to call their own is in far too short supply globally, including within the Chicago megaregion. Where such facilities do exist, they are rarely located in such a manner to intentionally confront systematic causes of homelessness including a lack of access to transportation, public green spaces and clean bodies of water, as well as health- and food- related social services.
This proposal considers three scales of the built environment and their roles in encouraging successful transitional housing. After briefly examining potential solutions associated with transitional housing at the individual unit and whole-building scales, this study turns its focus to Chicago-specific neighborhoods as a case study on a framework methodology that could be undertaken while locating transitional housing.
To meet those people experiencing homelessness where they are, this proposal examines ten community areas throughout Chicago with the highest numbers of observed un-sheltered people and identifies the biggest challenges each area would face over the next 30 years in creating communities that could encourage this type of transitional housing.
By no means a perfect system, the access challenge matrix is the beginnings of a system whereby communities can identify and begin to address its greatest challenges in supporting transitional housing.
Each of the ten identified community areas were ranked among themselves by the degree to which the community area provides the following services to its residents — both those currently housed and those currently experiencing homelessness.
PUBLIC TRANSPORTATION — allows for easier and cheaper access to work and is especially important for community areas not near job centers.
GREEN SPACE and WATERWAYS — access to these aspects of nature foster healthier, safer life when compared to areas lacking access.
FOOD PANTRIES and HEALTH CLINICS — in a way a symbol of how supportive a community is of its residents, easy — and affordable — access to food and health services directly address some of the leading economic causes of homelessness.
Using the comparative ranking through these categories, each community area is assigned a rating of “primary,” secondary” or “limited” challenge in an effort to identify each community area’s biggest challenge(s) in supporting transitional housing and provides recommendations as to what should be focused on over the next 30 years.
As those experiencing homelessness are overwhelmingly single individuals, the proposed transitional housing unit is a 325 sf studio apartment falling between cubicle hotels and more fully-equipped and spacious studios or 1-bedrooms. Similarly efficient unit types could be designed to address families of various sizes. Beyond providing shelter and security, the units should also be aimed at providing a sense of dignity and place that is simply not available in homeless shelters. Furthermore, a weekly rent payment schedule with no fixed-term lease should be offered to ease the burden of large payments.
Any sort of affordable housing should be integrated with market rate housing options. As such, this proposal conceptualizes a series of schematic floor plans that would allow for an efficient approach to stacking units of various sizes (studios, and one- and two- bedroom units) that could be varied throughout a floor and/or building. Furthermore, funding methods similar to the recent CHA/CPL co-located projects should be investigated.
This study does not address those people experiencing homelessness that do not have the motivation to move out of homelessness for any number of reasons. Further study should also address social and economic systematic causes of homelessness, from mental health to racism, from domestic violence to substance abuse. Additionally, this study should be considered alongside the many other problems associated with housing and homelessness that stem from issues such as current zoning and building codes and rental structures.
While there are not likely any universal solutions to the issue surrounding homelessness – including even just within the Chicago megaregion – it is believed that this framework of methodologies and considerations can be adopted throughout Chicago and beyond in order to equip communities to make the changes necessary to support the successful creation of transitional housing.
19506 | [RE] JUVE NATION by Sana Khwaja and Robin Randall19506: (RE) JUVE NATION
TOPIC: Homelessness - Living Community Standard
Our goal is to create a place of equity; to satisfy our basic human needs of: somewhere to go, something to do, and someone to love.
Somewhere to Go: Home (seed)
When we think about homelessness there is something very primal about humans sleeping outdoors. If you are homeless it is not by choice, yet camping and boating are human choices for recreation. What if our solution was so desirable, comfortable, and flexible that all humans found it acceptable?
The components of the seed home allow it to float and be mobile giving it easy access to river and water systems. It generates all the electricity it needs from the solar leaf panels on the top of the seed. The site plan shows how the seed homes can travel throughout the site forming “pedal” communities with central amenities.
Something to Do: Work/Learn/Serve
Our site is located accessible to both river and rail. The rail access can transport the components of the seeds to the site for assembly. The job of assembling your own seed home is similar to the model of Habitat for Humanity, allowing ownership through sweat equity.
An educational facility constructed by freight containers provide a place to access technology and learn any skill. Free access to support services would be provided.
Free health services would be provided within the village also constructed by freight containers. Service providers would access the site off of South Clark Street via bus or car. There is adequate parking but planning of the community will have to meet the living community challenge. Serving the community is also a requirement of living there. Much like Woofing, community members will volunteer for chores, including maintaining the gardens, cleaning the water ways, preparing meals, caring for animals, etc.
Someone to Love: Self Love (Value Earth/Spiritual Love)
Many homeless people suffer from mental illness. Conditions will allow those in need of treatment to receive it. Support systems will be in place to find places to worship and practice spirituality. Finding community around the belief that all humans bring value to the world and can contribute to society.
The living community challenge sets our standard for design - creating a symbiotic relationship with the built environment, people and the natural environment. Our proposal is to create a healthy environment for everyone and everything, nurture our healthy environment, be Net Positive, and allow for an affordable transportation. The park site in the heart of downtown Chicago, and alongside the train station allows for easy transportation of materials, and creates a binary of transportation and residential living. The seed is a self sufficient living pod for the people to not only help better our environment, but provide a home. We protect what we love.
19511 | REIMAGINING SITE RETENTION by Jess Carlson and Audrey Blankenship**WINNER: MOST INNOVATIVE WORK**
Unless disrupted by man-made infrastructure, water flows in a continuous cycle. Water vapor in the air condenses and falls from the sky as rain. The rain is absorbed by the ground and flows through ground following a natural watershed and eventually into a body of water where it can evaporate back into the system. The congestion of a metropolis with buildings and vast spreads of impermeable pavement prevents water from being absorbed into the ground and the local water table like it otherwise would.
Currently rain and wastewater in Chicago are both processed in the same manner. The water is collected by the sewer system and then either processed for reuse or flows into the Chicago river system down to the Mississippi. What is not collected is inefficiently absorbed into the ground and follows the area watershed path back into the waterways.
During an average rainfall instance in Chicago, standing water forms in streets, yards, and basements. Sewers are able to keep up with the load over time but not all at once and the system requires time to recover on the sudden extra load. Similar issues have been addressed in other cities and inspired fail-safes have been added to the Chicago system over time.
As an initial failsafe, the Chicago sewers use a Combined Sewer Overflow (CSO) to prevent the sewers flooding into the city streets. When this happens, water from the sewer system is dispersed directly into the nearest waterway without processing. This action is supervised and extensive testing on water intake takes place in order to make sure that the water is properly processed before reuse. This added protection has still not prevented wide-spread flooding and the standing water that forms with each rainfall.
The Tunnel and Reservoir Plan (TARP), also known as the Deep Tunnel System, enables a further reduction of flooding and reduces pollution caused by CSOs. Instead of the CSO draining directly into a waterway, the TARP tunnels intercept the excess flow. Here the water is stored and sent to large storage reservoirs. Eventually that water is pumped into a reclamation plant for processing. This extensive 100-mile stretch of tunnels sits from 150' to 300' wide.
With this added system, CSO incidences have been successfully reduced. However, the initial build-up of runoff still remains an issue with flash flooding. Any moderate amount of rainfall results in standing water in streets and basements until the sewers are able to catch up.