Call for Volunteers: Homeless Campers Need Your Help Moving in Bothell

This is short notice, but we just found out about an urgent situation this Saturday, February 20 that could use extra hands. Camp Unity is a group of homeless campers currently in a church parking east of Bothell, about forty minutes from Seattle. In order to stay in tents in parking lots, they obtain temporary permits and move every three months, which is kind of insane. Now, their three month stay at Bear Creek Church is at an end, and they’re getting ready to relocate to a park nearby.

Date: Saturday, February 20 @ 9:00AM
Location:  Cold Creek Natural Area - 180th Ave and Woodinville-Duvall Rd NE
Contact: Will Crothers (will@schemataworkshop.com)

The work would include moving and setting up personal and community tents, hauling palettes and plywood (which they use as platforms to stay out of the water), cleaning up the old site, and some trips to the dump.

One of our staff members, Will, helped with the first stage of the move last weekend: it’s hard, eye-opening work. Anyone interested in meeting and helping homeless folks, learning more about Woodinville, weird permitting requirements, or being a decent human being should let him know and he can get you in the loop.

The timing is pretty flexible, but they start at 9:00am so we should aim to be there in the morning and stay for at least a few hours. We’ll work out the details based on who’s interested.

Here is an email, from Meredith, the Pastor of Bear Creek Church, with some more details is below:

“Dear friends of Bear Creek,

Our neighbors at Camp Unity Eastside are concluding their stay at Bear Creek. We are sad to see them go, but we are delighted to report they will remain nearby!

This Saturday, February 20, we will gather to help the camp complete its move to Cold Creek Natural Area (at 180th Ave and Woodinville-Duvall Rd NE). We’ll get started around 9 and go till the work is done. Stop by at any time that day to haul plywood, sweep, take out garbage, and set up tents at the new site.

Thank you for all the ways you support our neighbors experiencing homelessness. Feel free to invite a friend to help — many hands make light work!

May the peace of Christ be with you,
Pastor Meredith”

In case anyone is interested in some more context, here's a great website started by an architect (Rex Holbein) who closed down a very successful residential practice to give a face/voice to the homeless community. His website/organization is an amazing window into the community of people that are touched by homelessness.

http://www.facinghomelessness.org/rex.html

Let us know if you can lend a helping hand to this insane situation!

Cheers!

The Froggers

Modular Construction - A Tipping Point for the Affordable Housing Industry?

For more than a decade I’ve been touting the benefits of modular construction to the affordable housing industry.  In the early years, I was trying to convince bankers that modular construction was real property – they confused modular with manufactured housing (aka mobile homes or double wides).  Then it was talking with General Contractors about how their subs would bid out the site work, and whether they would charge a premium due to decreased scope or uncertainty about scope.  And the latter few years was spent encouraging an Owner to be the pioneer – to be the first to build a multifamily affordable housing project using modules. 

tortise and the hare

At times I felt like I was the proverbial tortoise watching the hares run by with built prototypes and talk of market rate multifamily projects. Michelle Kauffman, with her Breeze House and Glide House, opened up the single family market and suddenly prefab was perceived as cool and sustainable by the likes of the Sunset and Dwell magazine readership. When Michelle was a keynote speaker at the Housing Washington Conference [1] a few years back, I thought “wow, it’s about to tip!” But it didn’t.

Until now.

On July 23, we opened bids for Schemata’s first modular construction project. The pioneering client is the Renton Housing Authority. The project is an 18-unit 2-story multifamily project – predominantly townhomes but with four stacked flats, making the scope a perfect test case.

Modular construction means that residential units arrive on site 90% complete with interior finishes, flooring, plumbing and lighting fixtures, electrical wiring, plumbing lines, windows and even exterior cladding if you choose. The modules are trucked to the site and lifted onto a site built foundation by a mobile crane.  

OneBuild Modular Setting

The state and county funders thought the project was very innovative and awarded the project funding on the first round, which was quite an accomplishment in such a competitive environment.  And while construction for sitework will commence immediately, the L&I approval process [2] for the modules is just starting with the selected manufacturer which means that modules cannot begin production for at least 2-3 months. 

The design of the project started off with a strong understanding of the shipping constraints [3].  While modular construction can accommodate wide open and double height spaces, the greatest economy can be achieved when modules are essentially intact, self-contained boxes.  Given the tight construction budget, we elected to be conservative with our first project and go the latter route, expressing the modularity of the construction type in both the unit planning and exterior expression.  Intent on a design that would allow the new homes to fit in with the neighboring modest and traditional housing, we looked at the gable form of the archetypal house.  However, the width of the units were 14’ wide and gables over each unit which would have created a busy roofline.  Instead, the gable was split over 2 units and the two halves slid past each other to provide modulation along the street.

KAT concept diagram

As townhomes, the stacking of units creates a fairly straightforward connection (or marriage) of modules with similarly straightforward wall and floor/ceiling assemblies; however, transition between the floors (namely at the stairs) had to be increased due to the redundant structure in the floor/ceiling assembly which resulted in lower ceiling heights than typically desired. The flats were not limited in ceiling height and the floor/ceiling assembly still posed some challenges relative to the sound transmission and impact noise.  In addition, the marriage line required some attention in the detailing since there were openings between modules.  This was not an issue at all with the Townhomes since the connection between modules was only vertical. However, the marriage line at the stair between upper and lower modules will be carefully reviewed during the “button up” phase [4].

Many owners assume incorrectly that modular inherently means a savings in construction cost.  As one modular vendor aptly described, modular construction uses the same lumber and drywall that a site –built project requires. The deliveries that occur to a job site still take place, just at a factory leading to basic materials costs which are more or less the same as traditional site-built construction.  It is true that the working conditions in a factory are much more efficient and result in lower material spoilage and waste, yet any cost savings in labor are offset by the fact that the modules are over-engineered to withstand the structural impacts of transport and lifting by crane. In fact, there is almost double the wood framing in a modular construction project than typical site-built project, making the modules very structurally robust. So it is not feasible that the costs would be less. Now if there were some economies of scale (not as significant on an 18-unit project), there is the possibility for the overall cost per square foot of the modules to come down significantly.  

Where the potential cost savings lie are in the construction interest carry. For any developer of affordable housing, the ability to reduce the amount of interest paid means that there are more funds available for higher quality, durable finishes or a play structure for the children who will live in the project, or the staff time to provide supportive services for the residents.

Shorter construction time also means that the units are available for residents to move in sooner meaning the owner can start collecting rents and servicing the debt faster.  This is of benefit to any multifamily developer, non-profit or market rate.  However, for the affordable housing developers, the ability to provide more units in a shorter timeline means that they have the ability to serve more hard-working families, seniors, and veterans in need of housing.

We look forward to seeing whether Schemata’s first modular construction project will be the tipping point for the affordable housing industry and for Schemata’s multifamily portfolio.

1. Housing Washington is the state’s affordable housing conference.  It is held annually and between 700-800 people attend - primarily non-profit housing developers, public housing authorities, social service providers, lenders, attorneys, architects and contractors working in the affordable housing industry.  As one of the largest of its kind, the conference draws 10% of the attendees from other parts of the country.
2. Washington State Labor & Industries will review the modular plans for adherence to building and energy codes.  L&I will issue a Gold Insignia for each module, which will dramatically decrease the permitting costs but will increase the costs for special inspections.
3. Trucking dimensions are roughly 14’ wide, 65’ long and 14’ tall.  Modules can be wider or longer, but pilot cars will be required, adding to the already high transportation costs. 
4.  Button up refers to the patching of the marriage line between modules – both vertically in the townhouse stair and horizontally between rooms of the flats.

Summer Open House 2013!

We hope you can join us on Tuesday July 23rd from 4:30 - 7:30p for our first summer party, and the official unveiling of our new space!  Beer and light refreshments will be provided.

please RSVP if you plan to attend

Bagels and Bikes this Friday May 17

This Friday is Official Bike to Work day!

Schemata Workshop is excited to be joining forces with Central Physical Therapy & Fitness to host a DIY Station you won’t want to miss. We’ll have free Eltana Bagels, free reflectors and a rousing game of pin the reflector on the biker with prizes.

When:
May 17, 2013
7:00-9:00am

Where:
1720 12th ave

Why:
To celebrate alternative modes of transportation with neighbors, free food, and games.

Check out the other Bike to Work Station in the area at http://www.cbcef.org/btw/stationmap.html

We hope to see you Friday morning! 

American Planning Association 2013 Conference: Sustainable Street Network

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American Planning Association 2013 Conference: Sustainable Street Network

Joseph Readdy of Schemata Workshop was invited to participate in a panel at the 2013 American Planning Association national planning conference – Plan Big Chicago. Our panel was devoted to the principles of a sustainable street network. The panel was organized and moderated by Heather Smith, planning director for the Congress for the New Urbanism. The other panel members included Jacky Grimshaw, vice president of the Center for Neighborhood Technology and Marcy McInelly, principal at Urbsworks, Inc. The topic of our panel was to challenge planners to reevaluate their transportation plans and policies and rethink their approach to the design of their streets in their communities. This is my presentation: 

A Hypothesis and a Call to Action

I enjoy logic problems. I’ll often start my morning finishing my coffee and solving the Sudoku puzzle in The Oregonian or the crossword in The New York Times. But logic problems like those are not adequate preparation for urban design or transportation planning. Logic problems like ken-ken, sudoku, or the crossword puzzle are considered “tame,” while urban design problems exhibit all of the characteristics of a “wicked problem.”

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the Saturday puzzle

"Wicked problem" is a phrase coined originally by two professors from UC Berkeley for use in social planning to describe any problem that is difficult or impossible to solve because of incomplete, contradictory, and changing determinants that are often difficult to recognize or not immediately apparent. The term ‘wicked’ is used, not in the sense of evil but rather its resistance to resolution. Professors Horst Rittel and Melvin M. Webber developed the concept of wicked problems in a 1973 treatise, contrasting "wicked" problems with relatively "tame," soluble problems in mathematics, chess, or puzzle solving. Their formulation of wicked problems in social policy planning specified ten characteristics. In the graduate seminar that I developed and teach at Portland State University, I’ve developed four principles for the wicked problem that helps describe their role in urban design and transportation: 

1. each wicked problem is not fully understood until after the formulation of a solution; 

2. stakeholders may have radically different world views and vastly different frames of reference for understanding the wicked problem, so a solution to some stakeholders is not a solution for other stakeholders; 

3. constraints and resources to solve a wicked problem will change over the course of formulating a solution; and

4. the problem is never solved. 

In my experience, each of these principles feels true and captures a fundamental challenge of urban design problems. Of the four, the last makes the point that many in the design profession fail to perceive to the detriment of our cities and the social, cultural, and economic exchange that they are meant to foster and support. Early modern architects applied their knowledge, experience, and skills to the environmental degradation and squalor of the early 20th century city, especially those issues of extreme poverty and social housing. I am convinced that because the solutions that they envisioned were intended to eradicate for all time these problems, their belief in a perfect solution that would endure for all time was a fundamental and fatal flaw, as was their goal of an international –or placeless and timeless– approach to design.

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​Ville Radieuse applied to the city of Algiers Photo : Lucien Hervé © FLC/ADAGP

​Le Corbusier, Plan Voisin, Paris, 1925. Drawing: Stuart E. Cohen and Steven W. Hurtt. Fig. 2-6 in: TRANCIK, Roger (1986). Finding Lost Space. Theories of Urban Design. Van Nostrand Reinhold Company, New York.

“Some problems are so complex that you have to be highly intelligent and well informed just to be undecided about them.”

— Laurence J. Peter

Strategies to tackle wicked problems

Wicked problems defy a traditional approach to problem solving in which problems are defined, analyzed, and overcome in discrete, sequential, and logical steps because there is never a clear, concise, and complete definition of a wicked problem. There are three strategies to cope with wicked problems:

Authoritative

These strategies seek to tame wicked problems by vesting the responsibility for solving the problems in the hands of a few people. The reduction in the number of stakeholders reduces problem complexity, as many competing points of view are eliminated at the start. The disadvantage is that authorities and experts charged with solving the problem may not have an appreciation of all the perspectives needed to tackle the problem.

Competitive

These strategies attempt to solve wicked problems by pitting opposing points of view against each other, requiring parties that hold these views to come up with their preferred solutions. The advantage of this approach is that different solutions can be weighed up against each other and the best one chosen. The disadvantage is that this adversarial approach creates a confrontational environment in which knowledge sharing is discouraged. Consequently, the parties involved may not have an incentive to come up with their best possible solution.

Collaborative

These strategies aim to engage all stakeholders to find the best possible solution for all. Typically these approaches involve meetings in which all parties have equal standing and all issues and ideas are discussed and thoroughly understood before a common approach is formulated for implementation. I believe that only a collaborative approach truly offers the best opportunities for successful engagement of urban design problems.

In a 1972 paper, Rittel hints at a collaborative approach; one which attempts, "…to make those people who are being affected into participants of the planning process . They are not merely asked but actively involved in the planning process…" In her 2000 paper, Nancy C. Roberts, Professor in the School of Information Sciences at the Naval Postgraduate School in Monterey, California, says of solutions to wicked problems, “We learn to take care in attempting to tame wicked problems by turning them over to experts or some center of power for definition and solution. If we are truly dealing with wicked problems when no one is “in control,” then it is unlikely that the experts and leaders will be able to act unilaterally to define the problems and their solutions. In fact, their insistence in doing so may impede the problem solving process. We learn that wicked problems are socially defined so that getting the “whole system in the room” to enable people to learn from one another is very useful.” In other words, a collaborative and inclusive approach will yield better, more intelligent, more robust solutions to our wicked problems.  

Hypothesis:

If the fundamental purpose of cities is to maximize social, cultural, and economic exchange, then we must change the way that we design our streets. We’ve been defaulting to the authoritative approach for the design of our streets for too long. We’ve been giving the design of these important parts of our public realm to our “experts” who apply their knowledge, tools, and training to their design at the expense of place.  The tools that we are currently using to illustrate street design results in a street network that:

• prioritizes the free flow of automobiles; 
• is resource intensive or wasteful – both initially and long-term; 
• contributes to our sedentary lifestyle and the chronic diseases that arise from it; 
• unfairly burdens both the young, the old, the poor and people of color; and
• diminishes the social, cultural, and economic exchange that we seek. 

Streets in our cities serve two essential functions: to connect people to destinations and to be places in and of themselves. When we design to connect people to these destinations, we seem to plan for destinations that are too far apart to make effective use of walking, biking, or transit as alternatives to the automobile. Yet, more than half of all trips in the United States are three miles or less; forty percent of all trips are two miles or less; and nearly thirty percent of all trips are one mile or less. Yet we design our streets as if every trip was a marathon and every second of delay counts significantly. Melvin Webber, one of the authors of the wicked problem, in the 1960’s decried the “non-place urban realm” which he felt was used to legitimize the domination of the automobile over public transportation and the pedestrian. ​

An expert solves the problem of the turning radius of a transit bus at an urban street intersection at the expense of economic development and other modes of travel. The red lines indicate the location of the curbs as initially designed by the urban design team. The new curbs (in black) represent the engineers proposed solution.

One of the reasons we prioritize the free flow of automobiles is the way that we choose to illustrate the solutions to street design problems. When we design to a “functional classification” or for “level of service” we eliminate consideration for the placemaking qualities of the street. Illustrations like this one are often used to show how the curb radii need to be eased and the landscape medians need to be reduced in extent, and sight lines need to be created at street corners to accommodate the safe travel movements of tractor-trailer freight delivery or public transport. What illustrations like this fail to show is the negative impacts:  

• on-street parking is lost that could serve neighborhood retailers; 
• development potential and property tax income is lost to required sight lines; 
• speeds increase; 
• bicycle safety is diminished and biking is discouraged; and
• pedestrian safety is compromised and walking is discouraged. 

In February I attended and helped facilitate a training in the Institute of Transportation Engineers (ITE) in Chicago. Most of the participants were experienced engineers that work for Illinois Department of Transportation. All the participants were interested in learning how to apply the new guidelines from the 2010 ITE Manual for Creating Walkable Urban Thoroughfares. One of the case studies was a downtown street in a small city that had been laid out in the 19th Century. Eventually the street under study became one of a pair of the State highway that passed through town. Despite their extensive experience and knowledge, the members of the training class developed solutions for this main street that ignored the role of all other streets in the network. They had trouble remembering that there were other streets that could support the function of the network and that this particular street did not have to provide every function: freight mobility, on-street parking, left-turn access to mid-block surface parking lots, bicycle lanes, and expanded sidewalks. One of the reasons it was possible to ignore the additional capacity that the network does provide was the base maps provided in the training showed only the one street rather than showing a larger context. 

“The best transportation plan is a land use plan,” Brent Toderian. “The best land use plan is a transportation plan,” Ian Lockwood. The figure-ground relationship that is the network of streets and fabric of blocks that make up our cities means that both Toderian and Lockwood are kind of wrong in the sense that neither can predominate the other. You can’t have a land use plan without a transportation plan and should that transportation plan ignore its context and fail to adequately support the adjacent land uses it will also fail the society that it is intended to serve. Other than taxi and bus drivers, no one makes money going places. You may save money by saving time when you go places, but wealth is created only in that fabric between the streets where people meet. 

The disadvantage of the authoritative approach to solving wicked problems is evident in the sample illustration above. A well-educated, highly-skilled, and licensed engineer’s response to the urban design of an intersection is to discount the needs of pedestrians and bicyclists and ignore the economic potential of land uses while making the turning movements for large vehicles easy, convenient, and safe. The expert is never charged with applying a collaborative approach with the residents, neighbors, and businesses that would accommodate and support other modes of transport. The expert accepts no responsibility for the loss of value or economic development potential for the adjacent land use. These elements have been abstracted out of the problem set, so the solution under the authoritative approach is obvious to the individuals who control the technology and are secure in their expertise.

Challenging solutions like this intersection all too often places other interested parties into the competitive approach to solving wicked problems where the various parties attack one another using their respective set of “experts” to defend their entrenched positions. Eventually a solution that satisfies no one emerges, but most often it is the solution most strongly influenced by whichever expert is in control of the technology that developed and represents the solution.

A spread from the CNU Project for Transportation Reform Sustainable Street Network Principles.

© 2012The Congress for the New Urbanism.

A Call to Action

Employ a collaborative approach to the identification, redefinition, and solution of the design of the streets in your community. Create a street network that supports communities and places by including and empowering the residents, neighbors, and businesses. Make them equal members of the larger design team. Use them to map the existing network that is their community. Help them identify those qualities that represent the existing strengths of the community, the opportunities for repair and renewal, and the border vacuums that unnecessarily isolate elements of their community and interrupt the network. Work together to illustrate how well the layout of the network influences the social, cultural, economic, and environmental performance of the places in their lives. Give the community access to, and control of, appropriate technology that enables them to communicate their full understanding of the needs of the community. 

Model the network first. For much of our recent history we’ve employed those things that have been easy to measure such as, average daily volume of automobile traffic or the level of service of an intersection, as the essential determinants that must be solved in street design. We’ve invested those things that we can easily measure with importance that far outweighs their true value. And we have tended to dismiss those things that are difficult to measure, like the movement of pedestrians, because they have traditionally been difficult or impossible to quantify. As Abraham Maslow said, “if the only tool you have is a hammer, you tend to see every problem as a nail.”  Our technology is becoming increasingly capable of measuring and evaluating those determinants that we have been ignoring.

A detail of the space syntax of London ©2008 Space Syntax

When the collaborative approach is used, all parties will be heard, their stories told, and their contributions incorporated into the solution of the wicked problem. Finding true collaboration, however, often means that the organizer has to surrender some of their authority and power to fully accommodate, involve, and invest the other stakeholders in both the problem and its solution. This can mean giving up control of the technology that is used to represent the symptoms of the wicked problem and its full array of potential solutions. The singular disadvantage of the collaborative approach is that achieving a shared understanding and commitment to solving a wicked problem is a time-consuming process. But the enduring value of a solution achieved through collaboration will represent a much greater value for money over time.

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References and links

Jacky Grimshaw, vice president, Center for Neighborhood Technology cnt.org

Marcy McInelly, principal, Urbsworks, Inc. urbsworks.com

Heather Smith, planning director, Congress for the New Urbanism cnu.org

The Wicked Problem

The wicked problem, wickedproblems.com

Nancy C. Roberts, Professor, Navy Postgraduate School, Monterey, California nps.edu

Street Networks

CNU Sustainable Street Network Principles: cnu.org/networks

Space Syntax

Space Syntax,Ltd.Professor William Hillier spacesyntax.net

Georgia Institute of Technology, Professor John Peponis arch.gatech.edu/people/john-peponis

Ville Radieuse

Le Fondation Le Corbusier, fondationlecorbusier.fr/