Tag: Infrastructure

From Guns, Bridges

[Image: An otherwise unrelated shot of rebar used in road construction; via Wikipedia].

A quick news item from last month seems worth mentioning: “approximately 3,400 confiscated firearms” are being melted down and turned into rebar to be used for bridge and highway construction projects throughout the American Southwest.

As Global Construction Review reported, “The weapons will be melted into steel reinforcing bar, better known as ‘rebar,’ and transformed into elements of construction for upgrades in freeways and bridges in Arizona, California and Nevada.”

The event where this occurs is known as the “annual gun-melt,” and its future byproducts will be coming soon to a highway crossing near you: former armaments, from swords to plowshares, embedded in our everyday landscape.

Touring the Gruen Transfer

[Image: Gruen Day 2015].

One of the most interestingly sinister things I studied a million years ago while writing an undergraduate thesis about shopping and agoraphobia is the so-called “Gruen transfer.”

Named after Victor Gruen, pioneer of American shopping mall design, the Gruen transfer is the moment at which, confronted by an unexpected array of choices—other products, rival goods, similar services, different options—a shopper loses sight of what he or she originally came out to purchase. That shopper originally just wanted new socks; now he wants jeans, a t-shirt, and, oh, that coffee place across the hall is looking mighty tempting right now…

The shopper’s desire has been transferred, against their will, onto another item altogether—and this transfer is a deliberately cultivated, if not entirely predictable, side-effect of how the shopping space itself has been designed.

I say “shopping space” rather than “shopping mall,” because the Gruen transfer is clearly alive and well and living online: speaking only from personal experience, the amount of random add-ons I’ve thrown into an Amazon cart at the last minute over the years, or even the extra songs I’ve bought on Bandcamp, is testament to how easy it can be to convince oneself that something you had no idea you were searching for is suddenly a must-have.

[Image: One of many malls by Victor Gruen].

What was infinitely more interesting to me, however, was the fact that, when taken to an interpretive extreme, becoming hyper-aware of the possibility that the Gruen transfer might be influencing you can lead to a strange, not particularly enjoyable state of paranoia, in which every decision you make—after all, you went to the mall to buy socks, but perhaps even wanting socks was the result of a Gruen transfer, one that began in the peace of your own home, for example, when you first noticed that you would need new shoes in another month or two, only to realize that, hey, a new pair of socks right now would be awesome… You’ve been transferred.

This can be true whether or not it even involves a purchase. Making the decision to move to a new city, or going to a museum there with a new friend, or even having that new friend in your life in the first place—these all might actually be the end results of multiple, cultivated mis-steps, a much more sinister and far-reaching Gruen transfer as you were silently but comprehensively duped by the world around you.

Pushed to this level, the Gruen transfer takes on a weird, paranoid ubiquity, a disturbing omnipresence that appears to be coextensive with desire in the first place. We are, in a sense, always and already being Gruen transferred, making decisions in a state of otherwise undetectable distraction.

In any case, Victor Gruen’s spatial contribution to the American landscape—how he influenced urban form and set a multi-generational path for the design of retail environments—is the subject of a new tour hosted by the Bay Area Infrastructure Observatory. July 18, 2015, is Gruen Day 2015:

Victor Gruen (July 18, 1903–Feb 14, 1980) was an Austrian-born visionary architect most remembered for his pioneering work popularizing the enclosed, climate-controlled shopping center in the United States.

On July 18, the Bay Area Infrastructure Observatory (BAIO) invites you to celebrate the lofty aspirations and historical legacy of the suburban shopping center at Gruen Day 2015.

Festivities will include an afternoon of talks, tours, and hanging out in the food court at Bay Fair Center, which opened in 1957 as one of the first Gruen designed shopping centers in the country.

Tickets are $30—but the first ten people to email event co-organizer Tim Hwang saying that you read about the tour on BLDGBLOG will get a free ticket. Email him at tim (at) infraobservatory (dot) com, and tell him I said hey.

[Image: Victor Gruen gestures at a mall of his making; photo originally via The Fox is Black].

This is technically irrelevant, meanwhile, but it is nonetheless worth remembering that science fiction author Ray Bradbury—whose house of half a century was torn down by, of all people, architect Thom Mayne of Morphosis— claimed to have invented the indoor shopping mall.

Indeed, Bradbury recommended “giant malls as the cure to American urban decay,” Steve Rose explains in The Guardian. “‘Malls are substitute cities,’ [Bradbury] said at the time, ‘substitutes for the possible imagination of mayors, city councilmen and other people who don’t know what a city is while living right in the center of one. So it is up to corporations, creative corporations, to recreate the city.'”

In an essay posthumously published by The Paris Review, Bradbury anecdotally recounted a conversation he once had with architect Jon Jerde. Jerde asked Bradbury if he had ever visited a mall called the Glendale Galleria:

I said, “Yes, I have.” 
“Did you like it?” he asked. I said, “Yes.” 
He said, “That’s your Galleria. It’s based on the plans that you put in your article in the essay in the Los Angeles Times.” I was stunned. I said, “Are you telling me the truth? I created the Glendale Galleria?” 
“Yes, you did,” he said. “Thank you for that article that you wrote about rebuilding L.A. We based our building of the Glendale Galleria completely on what you wrote in that article.”

What Bradbury wrote in that article was the idea that the vast interiors of future shopping malls would supply ersatz urban landscapes “where people could spend an afternoon, getting safely lost, just wandering about.”

[Image: Guy Debord maps psychogeographic routes through Paris; perhaps, all along, psychogeography was just a confused first-person experience of the Gruen transfer on an urban scale].

It was a psychogeography of the interior, as weary shoppers tracked whatever down-market dérive they could find amidst the mirrored escalators and mannequins.

Who knows if Ray Bradbury will come up during Gruen Day 2015, but be sure report back if you take the tour; be sure to email Tim Hwang if you’d like a free ticket.

Lost Highways

[Image: Reviewing old property deeds and land surveys; photo by Geoff Manaugh].

A story I’ve been obsessed with since first learning about it back in 2008 is the problem of “ancient roads” in Vermont.

Vermont is unusual in that, if a road has been officially surveyed and, thus, added to town record books—even if that road was never physically constructed—it will remain legally recognized unless it has been explicitly discontinued.

[Image: More Granville property deeds; photo by Geoff Manaugh].

This means that roads surveyed as far back as the 1790s remain present in the landscape as legal rights of way—with the effect that, even if you cannot see this ancient road cutting across your property, it nonetheless persists, undercutting your claims to private ownership (the public, after all, has the right to use the road) and making it difficult, if not impossible, to obtain title insurance.

Faced with a rising number of legal disputes from homeowners, Vermont passed Act 178 back in 2006. Act 178 was the state’s attempt to scrub Vermont’s geography of these dead roads.

[Image: Geographic coordinates for lost roadways; photo by Geoff Manaugh].

The Act’s immediate effects, however, were to kick off a rush of new research into the state’s lost roadways.

This meant going back through property deeds and mortgage records, dating back to the late 18th-century, deciphering old handwriting, making sense of otherwise location-less survey coordinates, and then reconciling all this with on-the-ground geologic features or local landmarks.

[Image: Zooming into survey descriptions of rods and chains; photo by Geoff Manaugh].

Not every town was enthusiastic about finding them, hoping instead that the old roads would simply disappear.

Other towns—and specific townspeople—responded with far more enthusiasm, as if finding an excuse to rediscover their own histories, the region’s past, and the lives of the other families or settlers who once lived there.

Anything they found and officially submitted for inclusion on Vermont’s state highway map would continue to exist as a state-recognized throughway; anything left undocumented, or specifically called out for discontinuance, would disappear, losings its status as a road and becoming mere landscape.

July 1, 2015, was the deadline, after which anything left undiscovered is meant to remain undiscovered.

[Image: Ancient road descriptions; photo by Geoff Manaugh].

I had an amazing opportunity to visit the tiny town of Granville, Vermont, ten days ago, where I met with a retired forester and self-enlisted local historian named Norman Arseneault.

Arseneault became so involved in the search for Granville’s ancient roads that he is not only self-publishing an entire book documenting his quest, but he was also pointed out to me as an exemplar of rigor and organization by Johnathan Croft, chief of the Mapping Section at the Vermont Agency of Transportation (where there is an entire page dedicated to “Ancient Roads“).

His hunt for old roads seems to fall somewhere between Robert Macfarlane’s recent work and the old Western trail research of Glenn R. Scott.

[Image: “?????? Where is this road”; photo by Geoff Manaugh].

While I was there in Granville, Arseneault took me into the town vault, flipping back through nearly 225 years of local property deeds. We then hit the old forest roads in his pick-up truck, to hike many of the “ancient roads” his research had uncovered.

I wrote up the whole experience for The New Yorker, and I have to say it was one of the more interesting article research processes I’ve ever been involved with; check it out, if any of this sounds of interest.

It’s worth pointing out, meanwhile, that the problem of “ancient roads” is not, in fact, likely to go away; the recent introduction of LiDAR data, on top of some confusingly written legal addenda, make it all but certain that other property owners will yet find long-forgotten public routes crossing their land, or that a future private development count still find its unbuilt plots placed squarely atop invisible roads made newly available to town use.

The hows and whys of this are, I hope, explained a bit more over at The New Yorker.

Greek Gods, Moles, and Robot Oceans

[Image: The Very Low Frequency antenna field at Cutler, Maine, a facility for communicating with at-sea submarine crews].

There have been about a million stories over the past few weeks that I’ve been dying to write about, but I’ll just have to clear through a bunch here in one go.

1) First up is a fascinating request for proposals from the Defense Advanced Research Projects Agency, or DARPA, who is looking to build a “Positioning System for Deep Ocean Navigation.” It has the handy acronym of POSYDON.

POSYDON will be “an undersea system that provides omnipresent, robust positioning” in the deep ocean either for crewed submarines or for autonomous seacraft. “DARPA envisions that the POSYDON program will distribute a small number of acoustic sources, analogous to GPS satellites, around an ocean basin,” but I imagine there is some room for creative maneuvering there.

The idea of an acoustic deep-sea positioning system that operates similar to GPS is pretty interesting to imagine, especially considering the strange transformations sound undergoes as it is transmitted through water. To establish accurately that a U.S. submarine has, in fact, heard an acoustic beacon and that its apparent distance from that point is not being distorted by intervening water temperature, ocean currents, or even the large-scale presence of marine life is obviously quite an extraordinary challenge.

As DARPA points out, without such a system in place, “undersea vehicles must regularly surface to receive GPS signals and fix their position, and this presents a risk of detection.” The ultimate goal, then, would be to launch ultra-longterm undersea missions, even establish permanently submerged robotic networks that have no need to breach the ocean’s surface. Cthulhoid, they will forever roam the deep.

[Image: An unmanned underwater vehicle; U.S. Navy photo by S. L. Standifird].

If you think you’ve got what it takes, click over to DARPA and sign up.

2) A while back, I downloaded a free academic copy of a fascinating book called Space-Time Reference Systems by Michael Soffel and Ralf Langhans.

Their book “presents an introduction to the problem of astronomical–geodetical space–time reference systems,” or radically offworld navigation reference points for when a craft is, in effect, well beyond any known or recognizable landmarks in space. Think of it as a kind of new longitude problem.

The book is filled with atomic clocks, quasars potentially repurposed as deep-space orientation beacons, the long-term shifting of “astronomical reference frames,” and page after page of complex math I make no claim to understand.

However, I mention this here because the POSYDON program is almost the becoming-cosmic of the ocean: that is, the depths of the sea reimagined as a vast and undifferentiated space within which mostly robotic craft will have to orient themselves on long missions. For a robotic submarine, the ocean is its universe.

3) The POSYDON program is just one part of a much larger militarization of the deep seas. Consider the fact that the U.S. Office of Naval Research is hoping to construct permanent “hubs” on the seafloor for recharging robot submarines.

These “hubs” would be “unmanned, underwater pods where robots can recharge undetected—and securely upload the intelligence they’ve gathered to Navy networks.” Hubs will be places where “unmanned underwater vehicles (UUVs) can dock, recharge, upload data and download new orders, and then be on their way.”

“You could keep this continuous swarm of UUVs [Unmanned Underwater Vehicles] wherever you wanted to put them… basically indefinitely, as long as you’re rotating (some) out periodically for mechanical issues,” a Naval war theorist explained to Breaking Defense.

The ultimate vision is a kind of planet-spanning robot constellation: “The era of lone-wolf submarines is giving away [sic] to underwater networks of manned subs, UUVs combined with seafloor infrastructure such as hidden missile launchers—all connected to each other and to the rest of the force on the surface of the water, in the air, in space, and on land.” This would include, for example, the “upward falling payloads” program described on BLDGBLOG a few years back.

Even better, from a military communications perspective, these hubs would also act as underwater relay points for broadcasting information through the water—or what we might call the ocean as telecommunications medium—something that currently relies on ultra-low frequency radio.

There is much more detail on this over at Breaking Defense.

4) Last summer, my wife and I took a quick trip up to Maine where we decided to follow a slight detour after hiking Mount Katahdin to drive by the huge antenna field at Cutler, a Naval communications station found way out on a tiny peninsula nearly on the border with Canada.

[Image: The antenna field at Cutler, Maine].

We talked to the security guard for a while about life out there on this little peninsula, but we were unable to get a tour of the actual facility, sadly. He mostly joked that the locals have a lot of conspiracy theories about what the towers are actually up to, including their potential health effects—which isn’t entirely surprising, to be honest, considering the massive amounts of energy used there and the frankly otherworldly profile these antennas have on the horizon—but you can find a lot of information about the facility online.

So what does this thing do? “The Navy’s very-low-frequency (VLF) station at Cutler, Maine, provides communication to the United States strategic submarine forces,” a January 1998 white paper called “Technical Report 1761” explains. It is basically an east coast version of the so-called Project Sanguine, a U.S. Navy program from the 1980s that “would have involved 41 percent of Wisconsin,” turning the Cheese State into a giant military antenna.

Cutler’s role in communicating with submarines may or may not have come to an end, making it more of a research facility today, but the idea that, even if this came to an end with the Cold War, isolated radio technicians on a foggy peninsula in Maine were up there broadcasting silent messages into the ocean that were meant to be heard only by U.S. submarine crews pinging around in the deepest canyons of the Atlantic is both poetic and eerie.

[Image: A diagram of the antennas, from the aforementioned January 1998 research paper].

The towers themselves are truly massive, and you can easily see them from nearby roads, if you happen to be anywhere near Cutler, Maine.

In any case, I mention all this because behemoth facilities such as these could be made altogether redundant by autonomous underwater communication hubs, such as those described by Breaking Defense.

5) “The robots are winning!” Daniel Mendelsohn wrote in The New York Review of Books earlier this month. The opening paragraphs of his essay are is awesome, and I wish I could just republish the whole thing:

We have been dreaming of robots since Homer. In Book 18 of the Iliad, Achilles’ mother, the nymph Thetis, wants to order a new suit of armor for her son, and so she pays a visit to the Olympian atelier of the blacksmith-god Hephaestus, whom she finds hard at work on a series of automata:

…He was crafting twenty tripods
to stand along the walls of his well-built manse,
affixing golden wheels to the bottom of each one
so they might wheel down on their own [automatoi] to the gods’ assembly
and then return to his house anon: an amazing sight to see.

These are not the only animate household objects to appear in the Homeric epics. In Book 5 of the Iliad we hear that the gates of Olympus swivel on their hinges of their own accord, automatai, to let gods in their chariots in or out, thus anticipating by nearly thirty centuries the automatic garage door. In Book 7 of the Odyssey, Odysseus finds himself the guest of a fabulously wealthy king whose palace includes such conveniences as gold and silver watchdogs, ever alert, never aging. To this class of lifelike but intellectually inert household helpers we might ascribe other automata in the classical tradition. In the Argonautica of Apollonius of Rhodes, a third-century-BC epic about Jason and the Argonauts, a bronze giant called Talos runs three times around the island of Crete each day, protecting Zeus’s beloved Europa: a primitive home alarm system.

Mendelsohn goes on to discuss “the fantasy of mindless, self-propelled helpers that relieve their masters of toil,” and it seems incredibly interesting to read it in the context of DARPA’s now even more aptly named POSYDON program and the permanent undersea hubs of the Office of Naval Research. Click over to The New York Review of Books for the whole thing.

6) If the oceanic is the new cosmic, then perhaps the terrestrial is the new oceanic.

The Independent reported last month that magnetically powered underground robot “moles”—effectively subterranean drones—could potentially be used to ferry objects around beneath the city. They are this generation’s pneumatic tubes.

The idea would be to use “a vast underground network of pipes in a bid to bypass the UK’s ever more congested roads.” The company’s name? What else but Mole Solutions, who refer to their own speculative infrastructure as a network of “freight pipelines.”

[Image: Courtesy of Mole Solutions].

Taking a page from the Office of Naval Research and DARPA, though, perhaps these subterranean robot constellations could be given “hubs” and terrestrial beacons with which to orient themselves; combine with the bizarre “self-burying robot” from 2013, and declare endless war on the surface of the world from below.

See more at the Independent.

7) Finally, in terms of this specific flurry of links, Denise Garcia looks at the future of robot warfare and the dangerous “secrecy of emerging weaponry” that can act without human intervention over at Foreign Affairs.

She suggests that “nuclear weapons and future lethal autonomous technologies will imperil humanity if governed poorly. They will doom civilization if they’re not governed at all.” On the other hand, as Daniel Mendelsohn points out, we have, in a sense, been dealing with the threat of a robot apocalypse since someone first came up with the myth of Hephaestus.

Garcia’s short essay covers a lot of ground previously seen in, for example, Peter Singer’s excellent book Wired For War; that’s not a reason to skip one for the other, of course, but to read both. See more at Foreign Affairs.

(Thanks to Peter Smith for suggesting we visit the antennas at Cutler).

Infrastructure as Processional Space

[Image: A view of the Global Containers Terminal in Bayonne; Instagram by BLDGBLOG].

I just spent the bulk of the day out on a tour of the Global Containers Terminal in Bayonne, New Jersey, courtesy of the New York Infrastructure Observatory.

That’s a new branch of the institution previously known as the Bay Area Infrastructure Observatory, who hosted the MacroCity event out in San Francisco last May. They’re now leading occasional tours around NYC infrastructure (a link at the bottom of this post lets you join their mailing list).

[Image: A crane so large my iPhone basically couldn’t take a picture of it; Instagram by BLDGBLOG].

There were a little more than two dozen of us, a mix of grad students, writers, and people whose work in some way connected them to logistics, software, or product development—which, unsurprisingly, meant that everyone had only a few degrees of separation from the otherworldly automation on display there on the peninsula, this open-air theater of mobile cranes and mounted gantries whirring away in the precise loading and unloading of international container ships.

The clothes we were wearing, the cameras we were using to photograph the place, even the pens and paper many of us were using to take notes, all had probably entered the United States through this very terminal, a kind of return of the repressed as we brought those orphaned goods back to their place of disembarkation.

[Images: The bottom half of the same crane; Instagram by BLDGBLOG].

Along the way, we got to watch a room full of human controllers load, unload, and stack containers, with the interesting caveat that they—that is, humans—are only required when a crane comes within ten feet of an actual container. Beyond ten feet, automation sorts it out.

When the man I happened to be watching reached the critical point where his container effectively went on auto-pilot, not only did his monitor literally go blank, making it clear that he had seen enough and that the machines had now taken over, but he referred to this strong-armed virtual helper as “Auto Schwarzenegger.”

“Auto Schwarzenegger’s got it now,” he muttered, and the box then disappeared from the screen, making its invisible way to its proper location.

[Image: Waiting for the invisible hand of Auto Schwarzenegger; Instagram by BLDGBLOG].

Awesomely—in fact, almost unbelievably—when we entered the room, with this 90% automated landscape buzzing around us outside on hundreds of acres of mobile cargo in the wintry weather, they were listening to “Space Oddity” by David Bowie.

“Ground control to Major Tom…” the radio sang, as they toggled joysticks and waited for their monitors to light up with another container.

[Image: Out in the acreage; Instagram by BLDGBLOG].

The infinitely rearrangeable labyrinth of boxes outside was by no means easy to drive through, and we actually found ourselves temporarily walled in on the way out, just barely slipping between two containers that blocked off that part of the yard.

This was “Damage Land,” our guide from the port called it, referring to the place where all damaged containers came to be stored (and eventually sold).

[Image: One of thousands of stacked walls in the infinite labyrinth of the Global Containers Terminal; Instagram by BLDGBLOG].

One of the most consistently interesting aspects of the visit was learning what was and was not automated, including where human beings were required to stand during some of the processes.

For example, at one of several loading/unloading stops, the human driver of each truck was required to get out of the vehicle and stand on a pressure-sensitive pad in the ground. If nothing corresponding to the driver’s weight was felt by sensors on the pad, the otherwise fully automated machines toiling above would not snap into action.

This idea—that a human being standing on a pressure-sensitive pad could activate a sequence of semi-autonomous machines and processes in the landscape around them—surely has all sorts of weird implications for everything from future art or museum installations to something far darker, including the fully automated prison yards of tomorrow.

[Image: One of several semi-automated gate stations around the terminal; Instagram by BLDGBLOG].

This precise control of human circulation was also built into the landscape—or perhaps coded into the landscape—through the use of optical character recognition software (OCR) and radio-frequency ID chips. Tag-reading stations were located at various points throughout the yard, sending drivers either merrily on their exactly scripted way to a particular loading/unloading dock or sometimes actually barring that driver from entry. Indeed, bad behavior was punished, it was explained, by blocking a driver from the facility altogether for a certain amount of time, locking them out in a kind of reverse-quarantine.

Again, the implications here for other types of landscapes were both fascinating and somewhat ominous; but, more interestingly, as the trucks all dutifully lined-up to pass through the so-called “OCR building” on the far edge of the property, I was struck by how much it felt like watching a ceremonial gate at the outer edge of some partially sentient Forbidden City built specifically for machines.

In other words, we often read about the ceremonial use of urban space in an art historical or urban planning context, whether that means Renaissance depictions of religious processions or it means the ritualized passage of courtiers through imperial capitals in the far east. However, the processional cities of tomorrow are being built right now, and they’re not for humans—they’re both run and populated by algorithmic traffic control systems and self-operating machine constellations, in a thoroughly secular kind of ritual space driven by automated protocols more than by democratic legislation.

These—ports and warehouses, not churches and squares—are the processional spaces of tomorrow.

[Image: Procession of the True Cross (1496) by Gentile Bellini, via Wikimedia].

It’s also worth noting that these spaces are trickling into our everyday landscape from the periphery—which is exactly where we are now most likely to find them, simply referred to or even dismissed as mere infrastructure. However, this overly simple word masks the often startlingly unfamiliar forms of spatial and temporal organization on display. This actually seems so much to be the case that infrastructural tourism (such as today’s trip to Bayonne) is now emerging as a way for people to demystify and understand this peripheral realm of inhuman sequences and machines.

In any case, as the day progressed we learned a tiny bit about the “Terminal Operating System”—the actual software that keeps the whole place humming—and it was then pointed out, rather astonishingly, that the actual owner of this facility is the Ontario Teachers’ Pension Plan, an almost Thomas Pynchonian level of financial weirdness that added a whole new level of narrative intricacy to the day.

If this piques your interest in the Infrastructure Observatory, consider following them on Twitter: @InfraObserve and @NYInfraObserve. And to join the NY branch’s mailing list, try this link, which should also let you read their past newsletters.

[Image: The Container Guide; Instagram by BLDGBLOG].

Finally, the Infrastructure Observatory’s first publication is also now out, and we got to see the very first copy. The Container Guide by Tim Hwang and Craig Cannon should be available for purchase soon through their website; check back there for details (and read a bit more about the guide over at Edible Geography).

(Thanks to Spencer Wright for the driving and details, and to the Global Containers Terminal Bayonne for their time and hospitality!)

The Conqueror Worm

[Image: Photo by & courtesy of Trackrunners, used with permission].

A group of friends, their faces rigorously hidden from public view, find a huge borehole leading down into some tunnels beneath the city.

Not content to just lie there, straining to see more than 260 feet into the deep and merely wondering what might be down there, they do what any enterprising team of explorers would do.

They don mountaineering gear and descend into the pit.

[Images: Photos by & courtesy of Trackrunners, used with permission].

It’s like scaling Mt. Everest in reverse—“descending black ropes,” in their words—swinging ever closer to the entrance to the tunnels, their headlamps and cameras at the ready.

Plus, some weird new myths have been circulating around town: that there’s a monolithic machine down there, something massive and temporarily abandoned beneath the city. It is “the toughest of all the machines. A dormant juggernaut that lies underground.”

They want to find it, to see if the rumors are true—and, who knows, to discover if the machine might still be operational. Imagine what you could do with a discarded tunneling machine seemingly forgotten in the deepest basement of the metropolis. Imagine if you could bring it back to life.

[Image: Photo by & courtesy of Trackrunners, used with permission].

Thus begins the next phase of their subterranean quest to find the so-called “Worm Maiden,” this conquering machine-animal lying dormant in its lair somewhere under the streets.

“Hitting our helmets and our backpacks on almost everything we found on the way,” they inched forward on foot.

[Image: Photo by & courtesy of Trackrunners, used with permission].

They soon drop their ropes and progress through a series of excavated tunnels and industrial caves, as if puzzling some new route into a pharaoh’s tomb—an Egyptology of urban infrastructure with its own secret chambers and traps.

And, incredibly, they actually do it: they actually find the machine, realizing that the rumors were both true and strangely inaccurate.

That is, the machine is even larger and more extraordinary than they’d been led to believe. It is a sprawling and tentacular presence that blocks the tunnel with the dark bulk of its old valves and pipework, like some ancient engine that wanted to hide itself in a cocoon of its own making.

[Image: Photo by & courtesy of Trackrunners, used with permission].

“Walking through the sleeping beauty, through her corridors amongst rust and spiderwebs,” we read, “she looked much bigger than we could have imagined. She didn’t seem to have an end. Eventually we reached a point where we couldn’t go any further, it was full of pipes and unknown mechanisms but the end was intuited.”

The machine was so complex, in other words, that they couldn’t find the other end of it, having to negotiate their way through all its internal doors and control panels.

[Image: Photo by & courtesy of Trackrunners, used with permission].

It could be the ultimate joyride—Grand Theft TBM—driving a stolen machine literally through the foundations of the city, carving your own maze through bedrock.

But a way forward was eventually found, and the Kubrickian monolith of this now-stationary drill head was revealed up ahead like some Mayan sculpture in the darkness. Abandoned for now and just lying there: a machine-ruin rusting away in the underground world it had made for itself. The conqueror worm.

[Image: Photo by & courtesy of Trackrunners, used with permission].

“It was much better than I had imagined,” we read. The text is like an archaeological report made possible by climbing gear and GoPros. “A twelve meter diameter of pure love just in front of us, was bestial. I couldn’t stop staring at HER. I could see the strain on her, the hard work she had done. The dirt in every part of the face. Pure beauty. All the space around her was filled by a foot of dirty water. A mixture of sand, dirt, water and oil. This mantle of fluids that covered everything was perfect, the vapors fogged my camera lens but the effect was delightfully dramatic. Go and use a filter to look like this. I can see the new Instagram filter now… TBM vapors effect!”

But that’s literally only half the journey. They’ve mountaineered into the planet, like reverse-Alpinists of the inferno—and they go so far as to discover an artificial lake beneath the city, a brackish reservoir that “shone under the light of our torches”—but now they have to get back out, which is not nearly as easy as it had seemed.

There are dozens of other photographs over at Trackrunners, and a much longer version of how everything happened that day; go check it out (and don’t miss their other stories, such as the disused stations beneath Barcelona).

(Thanks to Charles Bronson for the tip.)

Brooklyn Super Food

[Image: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

I was clicking around on the RIBA President’s Medals website over the weekend and found a few projects that seemed worth posting here.

The one seen here is a beautifully illustrated proposal for an “alternative supermarket” in Brooklyn, New York, that would be located in the city’s old Navy Yard.

Note that, in all cases, larger images are available at the project website.

[Image: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

Its designer—Yannis Halkiopoulos, a student from the University of Westminster—pitches it as a food-themed exploration of adaptive reuse, a mix of stabilized ruins, gut renovations, and wholly new structures.

He was inspired, he suggests, by the architecture of barns, market structures, and the possibility of an entire urban district becoming a “reinvented artefact” within the larger economy of the city.

The results would be a kind of post-industrial urban food campus on the waterfront in Brooklyn.

[Image: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

From Halkiopoulos’s description of the project:

The project is a response to current plans which are to demolish the row of abandoned houses to build a suburban supermarket. Once home to high ranking naval officers the eleven structures have been left to decay since 1960. The response is an alternative food market which aims to incorporate the row of houses and re-kindle the consumer with the origin of the food produced and promote regional traditions, gastronomic pleasure and the slow pace of life which finds its roots in the Slow Food Movement NY.

It includes a slaughterhouse, a “slow fish market,” preservation facilities, a “raised tunnel network” linking the many buildings, and more.

[Image: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

The buildings as a whole are broken down tectonically and typologically, then further analyzed in their own posters.

[Image: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

There is, for example, the “slaughterhouse & eating quarters” building, complete with in-house “whole animal butcher shop,” seen here—

[Image: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

—as well as the “slow fish market” mentioned earlier.

[Image: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

Most of these use exposed timber framing to imply a kind of unfinished or incompletely renovated condition, but these skeletal grids also work to extend the building interiors out along walking paths and brise-soleils, partially outdoor spaces where food and drink could be consumed.

These next few images are absurdly tiny here but can be seen at a larger size over at the President’s Medals; they depict the stabilized facades of the homes on Admirals Row, including how they might change over time.

[Images: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

Part of this would include the installation of a “raised tunnel network,” effectively just a series of covered walkways and pedestrian viaducts between buildings, offering a visual tour through unrenovated sections of the site but also knitting the overall market together as a whole.

[Images: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

In any case, I really just think the images are awesome and wanted to post them; sure, the project uses a throwback, sepia-toned, posterization of what is basically just a shopping center to communicates its central point, but the visual style is actually an excellent fit for the proposal and it also seems perfectly pitched to catch the eye of historically minded developers.

You could imagine Anthony Bourdain, for example, enjoying the sight of this for his own forthcoming NY food market.

[Image: From “Brooklyn Co-operative” by Yannis Halkiopoulos, University of Westminster; courtesy RIBA President’s Medals].

In a sense, it’s actually too bad this didn’t cross their desks; personally, I wouldn’t mind hopping on the subway for a quick trip to the Navy Yard, to wander around the revitalized ruins, now filled with food stalls and fish mongers, walking through gardens or stumbling brewery to brewery on a Saturday night, hanging out with friends amidst a labyrinth of stabilized industrial buildings, eating fish tacos in the shadow of covered bridges and tunnels passing overhead.

More (and larger) images are available over at the President’s Medals.

Glitches in Spacetime, Frozen into the Built Environment

Back in the summer of 2012, Nicola Twilley and I got to visit the headquarters of GPS, out at Schriever Air Force Base in Colorado.

[Image: Artist’s rendering of a GPS satellite, via Wikipedia].

“Masters of Space”

Over the course of a roughly two-hour visit, we toured, among other things, the highly secure, windowless office room out of which the satellites that control GPS are monitored and operated. Of course, GPS–the Global Positioning System—is a constellation of 32 satellites, and it supplies vital navigational information for everything from smartphones, cars, and construction equipment to intercontinental missiles.

It is “the world’s largest military satellite constellation,” Schriever Air Force Base justifiably boasts.

For somewhat obvious reasons, Nicola and I were not allowed to bring any audio or video recording devices into the facility (although I was able to take notes), and we had to pass through secure checkpoint after secure checkpoint on our way to the actual room. Most memorable was the final door that led to the actual control room: it was on a 15-second emergency response, meaning that, if the door stayed open for more than 15 seconds, an armed SWAT team would arrive to see what was wrong.

When we got inside the actual office space, the lights were quite low and at least one flashing red light reminded everyone inside that civilians were now present; this meant that nothing classified could be discussed. Indeed, if anyone needed to hop on the telephone, they first needed to shout, “Open line!” to make sure that everyone knew not to discuss classified information, lest someone on the other end of the phonecall might hear.

Someone had even made a little JPG for us, welcoming “Geoff Manaugh and Nicola Twilley” to the GPS HQ, and it remained on all the TV monitors while we were there inside the space.

[Image: Transferring control over the GPS constellation. Photo courtesy U.S. Air Force/no photographer given].

Surreally, in a room without windows, a group of soldiers who, on the day we visited, were all-male and looked no more than 23 or 24 years old, wore full military camouflage, despite the absence of vegetation to blend into, as they controlled the satellites.

At one point, a soldier began uploading new instructions to the satellites, and we watched and listened as one of those artificial stars assumed its new place in the firmament. What would Giordano Bruno have made of such a place?

This was the room behind the curtain, so to speak, a secure office out of which our nation’s surrogate astronomy is maintained and guided.

Appropriately, they call themselves “Masters of Space.”

[Image: A “Master of Space” badge from Schriever Air Force Base].

In any case, I mention all this for at least two reasons:

A 50,000km-Wide Dark Matter Detector

Edge to edge, the GPS constellation can apparently be considered something of a single device, a massive super-detector whose “time glitches” could be analyzed for signs of dark matter.

As New Scientist explained last month, “The network of satellites is about 50,000 kilometers in diameter, and is traveling through space—along with the entire solar system—at about 300 kilometers a second. So any time shift when the solar system passes through a cosmic kink will take a maximum of 170 seconds to move across network.”

The temporal distortion—a kind of spacetime wave—would propagate across the constellation, taking as long as 170 seconds to pass from one side to the other, leaving forensically visible traces in GPS’s navigational timestamps.

The very idea of a 50,000-kilometer wide super-device barreling through “cosmic kinks” in spacetime is already mind-bogglingly awesome, but add to this the fact that the “device” is actually an artificial constellation run by the U.S. military, and it’s as if we are all living inside an immersive, semi-weaponized, three-dimensional spacetime instrument, sloshing back and forth with 170-second-long tides of darkness, the black ropes of spacetime being strummed by the edges of a 32-point star.

Even better, those same cosmic kinks could theoretically show up as otherwise imperceptible moments of locational error on your own smartphone. This would thus enlist you, against your knowledge, as a minor relay point in a dark matter detector larger than the planet Earth.

The Architectural Effects of Space Weather

While Nicola and I were out at the GPS headquarters in Colorado, one of the custodians of the constellation took us aside to talk about all the various uses of the navigational information being generated by the satellites—including, he pointed out, how they worked to mitigate or avoid errors.

Here, he specifically mentioned the risk of space weather affecting the accuracy of GPS—that is, things like solar flares and other solar magnetic events. These can throw-off the artificial stars of the GPS constellation, leading to temporarily inaccurate location data—which can then mislead our construction equipment here on Earth, even if only by a factor of millimeters.

What’s so interesting and provocative about this is that these tiny errors created by space weather risk becoming permanently inscribed into the built environment—or fossilized there, in a sense, due to the reliance of today’s construction equipment on these fragile signals from space.

That 5mm shift in height from one pillar to the next would thus be no mere construction error: it would be architectural evidence for a magnetic storm on the sun.

Take the Millau Viaduct—just one random example about which I happen to have seen a construction documentary. That’s the massive and quite beautiful bridge designed by Foster + Partners, constructed in France.

[Image: The Millau Viaduct, courtesy of Foster + Partners].

The precision required by the bridge made GPS-based location data indispensable to the construction process: “Altimetric checks by GPS ensured a precision of the order of 5mm in both X and Y directions,” we read in this PDF.

But even—or perhaps especially—this level of precision was vulnerable to the distorting effects of space weather.

Evidence of the Universe

I have always loved this quotation from Earth’s Magnetism in the Age of Sail, by A.R.T. Jonkers:

In 1904 a young American named Andrew Ellicott Douglass started to collect tree specimens. He was not seeking a pastime to fill his hours of leisure; his motivation was purely professional. Yet he was not employed by any forestry department or timber company, and he was neither a gardener not a botanist. For decades he continued to amass chunks of wood, all because of a lingering suspicion that a tree’s bark was shielding more than sap and cellulose. He was not interested in termites, or fungal parasites, or extracting new medicine from plants. Douglass was an astronomer, and he was searching for evidence of sunspots.

Imagine doing the same thing as Andrew Ellicott Douglass, but, instead of collecting tree rings, you perform an ultra-precise analysis of modern megastructures that were built using machines guided by GPS.

You’re not looking for lost details of architectural history. You’re looking for evidence of space weather inadvertently preserved in titanic structures such as the Millau Viaduct.

[Image: The Millau Viaduct, courtesy of Foster + Partners].

Fossils of Spacetime

If you take all of this to its logical conclusion, you could argue that, hidden in the tiniest spatial glitches of the built environment, there is evidence not only of space weather but even potentially of the solar system’s passage through “kinks” and other “topological defects” of dark matter, brief stutters of the universe now fossilized in the steel and concrete of super-projects like bridges and dams.

New Scientist points out that a physicist named Andrei Derevianko, from the University of Nevada at Reno, is “already mining 15 years’ worth of GPS timing data for dark matter’s fingerprints,” hoping to prove that GPS errors do, indeed, reveal a deeper, invisible layer of the universe—but how incredibly interesting would it be if, somehow, this same data could be lifted from the built environment itself, secretly found there, inscribed in the imprecisions of construction equipment, perhaps detectable even in the locational drift as revealed by art projects like the Satellite Lamps of Einar Sneve Martinussen, Jørn Knutsen, and Timo Arnall?

The bigger the project, the more likely its GPS errors could be read or made visible—where unexpected curves, glitches, changes in height, or other minor inaccuracies are not just frustrating imperfections caused by inattentive construction engineers, but are actually evidence of spacetime itself, of all the bulging defects and distortions through which our planet must constantly pass now frozen into the built environment all around us.

(Very vaguely related: One of my personal favorite stories here, The Planetary Super-Surface of San Bernardino County).

Under London

[Image: Bond Street platform tunnels, courtesy Crossrail].

Crossrail—the massive, 73-mile rail project currently underway in London, including twin-bore 13-mile tunnels—has released a handful of new photos showing the underground works.

[Images: Bond Street platform tunnels, courtesy Crossrail].

I’m a sucker for images of the human form stranded amidst the shadows of massive, dimensionally abstract spatial environments, so I thought I’d post these purely as eye candy.

[Image: Bond Street platform tunnels, courtesy Crossrail].

If you want a bit more info on Crossrail itself, consider reading “London Laöcoon” or the second half of “British Countryside Generator,” both earlier on BLDGBLOG, or simply clicking around on the Crossrail website, including a few more photographs.

(Spotted via @subbrit and Ian Visits).

Just-in-Case Informatics

[Image: A screen grab from the homepage of Orbital Insight].

Proving that some market somewhere will find a value for anything, a company called Orbital Insight is now tracking “the shadows cast by half-finished Chinese buildings” as a possible indicator for where the country’s economy might be headed.

As the Wall Street Journal explains, Orbital Insight is part of a new “coterie of entrepreneurs selling analysis of obscure data sets to traders in search of even the smallest edges.” In many cases, these “obscure data sets” are explicitly spatial:

Take the changing shadows of Chinese buildings, which Mr. Crawford [of Orbital Insight] says can provide a glimpse into whether that country’s construction boom is speeding up or slowing down. Mr. Crawford’s company, Orbital Insight Inc., is analyzing satellite images of construction sites in 30 Chinese cities, with the goal of giving traders independent data so they don’t need to rely on government statistics.

If watching the shadows of Chinese cities from space isn’t quite your cup of tea, then consider that the company “is also selling analysis of satellite imagery of cornfields to predict how crops will shape up and studies of parking lots that could provide an early indicator of retail sales and quarterly earnings of companies such as Wal-Mart Stores Inc. and Home Depot Inc.”

[Image: A screen grab from the homepage of Orbital Insight].

The resulting data might not even prove useful; but, in a great example of what we might call just-in-case informatics, it’s scooped up and packaged anyway.

The notion that there are fortunes to be made given advance notice of even the tiniest spatial details of the world is both astonishing and sadly predictable—that something as intangible as the slowly elongating shadows of construction sites in China could be turned into a proprietary data point, an informational product sold to insatiable investors.

Everything has a price—including the knowledge of how many cars are currently parked outside Home Depot.

Read more at the Wall Street Journal.

Military Cave Logistics

[Image: “Humvees are stored inside the Frigaard Cave in central Norway. The cave is one of six caves that are part of the Marine Corps Prepositioning Program-Norway, which supports the equipping of Marine Expeditionary Brigade consisting of 15,000 Marines and with supplies for up to 30 days.” U.S. Marine Corps photo by Lance Cpl. Marcin Platek].

Norwegian caves are being stuffed full of U.S. military equipment, including armored Humvees, tanks, and cargo containers full of weaponry, all part of a vast and semi-subterranean supply chain maintained to help wage future wars around the world.

The Marines have “stashed weapons and equipment in the Norwegian countryside since the 1980s,” War is Boring explains, in sites that include artificially enlarged and fortified caves. It’s all about logistics: “With this setup, Marines can fly in and be ready for a fight in no time.”

[Image: “Rows of front loaders and 7-ton trucks sit, gassed up and ready to roll in one of the many corridors in the Frigard supply cave located on the Vaernes Garrison near Trondheim, Norway. This is one of seven [see previous caption!] caves that make up the Marine Corps Prepositioning Program-Norway facility. All the caves total more than 900,000 sq. ft. of storage space, full of enough gear to outfit 13,000 Marines for up to 30 days.” U.S. Marine Corps photo by Sgt. Matt Lyman].

These facilities are commonly described as “supply caves,” and they hold warfighting gear in a state of indefinite readiness, “reserved for any time of crisis or war.”

Marines can simply fly in, unlock their respective caves, and grab the keys to one of hundreds, if not thousands, of combat-ready vehicles, all “gassed up and ready to roll in one of the many corridors” of this subterranean empire on the edges of American influence.

Among many other points of interest, the Marines identify six such supply caves in the caption of one image and seven caves in the caption of another, as if—assuming this is not just a minor clerical error—the Marines themselves don’t even know how many caves they have.

Instead, there’s just Norway, some faraway land of underground voids we’ve stuffed full of combat gear, like emperors stocking our own tombs in advance of some future demise—the actual number of caves be damned, for who will be left counting at the end of the world?

[Image: “Medium Tactical Vehicle Replacements, High Mobility Multipurpose Wheeled Vehicles and trailers, which belong to Marine Corps Prepositioning Program-Norway are staged in a storage cave at Tromsdal, Norway, Feb. 24, 2014. Marine Corps began storing equipment in several cave sites throughout Norway in the 1980s to counter the Soviets, but the gear is now reserved for any time of crisis or war.” U.S. Marine Corps photo by Lance Cpl. Sullivan Laramie].

On one level, I’m reminded of Marcus Trimble’s old joke that France has been constructing a back-up version of itself in China. It is a frenzied act of “pre-emptive preservation,” led by the cultural ministers of that sclerotic nation of well-tended chateaux who realized that la belle France could only survive if they built immediately ready copies of themselves elsewhere.

Only, in France’s case, it wasn’t willful self-burial in Norwegian caves, but in the real estate free-for-all of urban China. After all, Trimble suggested, that country’s “construction industry seems perfect for the task of backing up bricks rather than bits—cheap and powered by the brute force of sheer population. Copies of places may be made in a fraction of the time that it took to create them. If, in the event of a catastrophic episode, the part of France in question could be restored and life would go on as it was before.”

[Image: “China: ample space for a spare copy of France”; image by Marcus Trimble].

Militarize this, secret it away in a cave in Scandinavia, and you have something roughly approximately what’s called the Marine Corps Prepositioning Program.

However, I was also reminded of a recent paper by Pierre Belanger and Alexander Scott Arroyo at Harvard’s GSD. There, Belanger and Arroyo describe the U.S. military as a kind of planetary logistics challenge. (A PDF of their paper is available here courtesy of the U.S. Department of Defense).

Specifically, it is the problem of building and often violently maintaining “logistics islands,” as Belanger and Arroyo describe them, that now characterizes much of the U.S. military’s global behavior, an endless quest for finding and protecting “a secure staging ground adjacent to the theater of operations,” in an era when adjacency is increasingly hard to define. As they explain:

While logistical acquisitions are managed by the Defense Logistics Agency (DLA), logistical operations in the field are predominantly coordinated by USTRANSCOM. On average, the command oversees almost 2,000 air missions and 10,000 ground shipments per week, with 25 container ships providing active logistical support. From October 2009 through September 2010 alone, USTRANSCOM flew 37,304 airlift missions carrying over 2 million passengers and 852,141 tons of cargo; aerially refueled 13,504 aircraft with 338,856,200 pounds of fuel on 11,859 distinct sorties; and moved nearly 25 million tons of cargo in coordinated sea-land operations. DLA and USTRANSCOM and their civilian partners are responsible for the largest, most widespread, and most diverse sustained logistics operation in history.

The largest, most widespread, and most diverse sustained logistics operation in history.

The obvious and intended resonance here is that military operations perhaps now most closely resemble complicated UPS deliveries than anything like actual ground combat. However, we can also infer from this that establishing new and ever more convenient logistics islands is vital to U.S. national security.

A literal archipelago of shipping hubs is thus key to the country’s global military activities, and this not only requires sites like Diego Garcia, which Belanger and Arroyo specifically write about, or even the “mobile offshore bases” they also describe, where the pop-up urbanism of Archigram has been inadvertently realized by the U.S. military, but artificially fortified caves near the Arctic Circle where truly daunting amounts of military materiel are now kept on hand, as if held frozen in some imperial freezer, awaiting the day when global tensions truly heat up.

Read a bit more at War is Boring.

(This is more or less irrelevant, but you might also like Kiln, earlier on BLDGBLOG).