Growth & Decay, 10.13.11

Please post your two questions on Keller Easterling’s “The New Orgman” article (link available on the Bibliography page) as comments below.


8 thoughts on “Growth & Decay, 10.13.11

  1. 1. It seems as though the most dominant network is the one that has the greatest economic potential and these networks can drain or consume other networks by their economic power. Do these networks always act as attractors and can a secondary network benefit from an adjacent one that is thriving in this case?

    2. The reading suggests that networks that have the largest spatial consequences and provide the most profound degree of convertibility, may reside within, between and overlapping several transportation networks. Can these networks that become cross-pollinated by several networks ever become a node in a network or do these areas only become places of temporary interaction?

  2. (1) How would total mechanization of driving change the landscape? How would it look? And how would it function under stress, for example power outages?

    (2) If the car became mobile virtual environments, would other program then begin to be incorporated?

  3. 1. What are the unseen infrastructural moments that happen accidentally? What could we learn from them?

    2. How do we design with intelligence of the organizational aspects (of suburbia and shipping containers) and take into consideration different conditions simultaneously? Is this even possible? If not, it is more of a local obstacle?

  4. 1) Easterling’s ideas about infrastructure operate at such massive scales? How would they operate at smaller scales on smaller sites?

    2) How does global infrastructure format exchange?

  5. 1.) “The new orgman inherits a logistical environment whose architecture only pretends to be based on aesthetics. He is heir to a national network that comes with dumb surfaces and dumb switches but suggestive sitings relative to other infrastructures networks and landscapes.”

    What are other infrastructures and landscapes?
    Where does the digital infrastructure lie?

    2.) “In fact, the mid-century Interstate can be understood as a relatively new strand of infrastructure capable of adapting its initial neutral protocols into a more flexible interface – an inter face from which a new, diverse series of intelligent national networks may arise.”

    Is it just youth?

    3.) Is volatility only acknowledged “when on system is being subsumed by another system presumed to be more fit.”

  6. 1:. How does an architecture (or infrastructure networks) that rely on time, connectivity and population of components, react to catastrophic changes?

    2:. Would the container and means of distribution have to be modified to operate within hyper-dense environments? Or would there be sub or local intermodal creating hierarchical distribution nodes?

  7. 1. As the reality of American production shifts from one defined by materials and goods to that of information and services, can we imagine a service-based “infrastructural landscape” which allows transgression of spatial and cultural boundaries for services as readily as containerization did in world of products?

    2. Easterling speaks of the standardized container as unit which “not only altered the points of switching between highway and rail but has formatted the buildings that populate airport cities.” If we abstract this interoperable unit, what might its surrogate be in the age of the data packet and the home internet switch? What sort of changes does the information age render in the cities it lands in?

  8. 1. Which is more problematic (perhaps more opportune) the vehicle(container) or the conduit? And why?
    2. Networking and live information is changing the way we will travel. As emerging modes of travel are much quicker than the optimization of infrastructure, do we address these very different rates of development from the travel modes side or the conduit side?

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