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10 Famous Urban Designers Throughout Architectural History

Re-Thinking the Future

Urban design is a complex concept. Large-scale development by urban designers of an entire city or town considering the people, infrastructure, and necessary green pockets, that promote interaction of all these aspects harmoniously is what forms the basis of Urban design and planning. The impact of a successful urban plan belies its equally important aesthetic aspect. It controls people’s lifestyle, from the ease of daily commute to living sustainably with a small patch of greenery at every junction, maintaining an adequate built to un-built ratio are important considerations in Urbanism.

“By far the greatest and most admirable form of wisdom is that needed to plan and beautify cities and human communities.” –Socrates

In this article, we explore 10 influential urban designers throughout architectural history, who helped shape the world one neighborhood at a time.

1. Rem Koolhaas | Urban Designers

The Future of The Way We Live, Love and Work

 

The Pritzker Prize laureate of 2000, a revolutionary Dutch Architect, Urban planner, Journalist, and Urban essayist, Rem Koolhas is an influential personality in the Architectural fraternity.

Alongside well-known projects like the Seattle Public Library, Euralille (an urban quarter in the center of Lille, France), Kunsthal (an exhibit space), Koolhas has published, “S, M, L, XL” a book that ended up becoming a Bible for Urbanists across the world, and “Delirious New York” which was then a best seller of Urban theory.

Thriving on constant change, uncertainty, and endless possibilities in a world of extremes that is open to every kind of human experience, Rem Koolhaas describes new urbanism as “the manipulation of infrastructure for endless intensifications and diversifications, shortcuts and redistributions – the reinvention of psychological space.”

©www.googleimages.comHe inspires the youth to never compromise on their designs, to challenge conventions, to compete, to present their thoughts to the world, to master their craft, to be original, to learn and develop eternally, to induce spatial planning, to be a visionary and most of all, to accept reality.

2. Le Corbusier | Urban Designers

Le Corbusier’s model city of Chandigarh

 

Recognized as the founding father of the Modernist movement, Le Corbusier was also an architect, designer, painter, urban planner, writer, and believed that, “Architecture is an economic and political tool that could be used to improve the world through the design of buildings and urban planning.” Steel and reinforced concrete along with clear forms and structures were the glories of his work.

Having envisioned prefabricated houses, imitating the concept of assembly line manufacturing of cars, his design theories became a reality, and he built a workers’ city of 40 houses at Pessac, near Bordeaux. His principles have proven to apply to an entire city – Chandigarh, in India, labeled, ‘The Planned City’.
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3. Jane Jacobs

Change how we build Cities

 

An author and an activist with no college degree or any formal training in urban planning, Jane Jacobs criticized experts in the male-dominated field of urban planning and she endured scorn from established figures. Her book “The Death and Life of Great American Cities” argued that urban renewal/ slum clearance did not respect the needs of city-dwellers and was not what the towns needed and focused on community-based approaches to planning.

Jane organized protests to protect neighborhoods from slum clearance, particularly Robert Moses’ plans to outstrip her own “Greenwich Village” neighborhood. She views cities as ecosystems, mixed-use developments, bottom-up city planning opportunities, and local economies.

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4. Kevin A. Lynch | Urban Designers

The Image of the City

 

An American urban planner and author, Lynch advocated mental mapping, which is a process of working on an individual’s perception. His works depicted a perceptual form of urban environments and his book, “The Image of the City” is a seminal work on the same. He worked towards mastering an improvement in the visual aesthetics of cities and his process of people receiving sensory inputs from their environments is still widely used in urban design studies and research today.

According to Lynch, Path, Edge, Landmark, Node, and District along with Cleanliness of the streets, are the key elements that identify a particular city. He introduced concepts of ‘Place design’ and ‘Placemaking’ that are applicable today more than ever.

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5. Janette Sadik- Khan

Change the Street, Change the World

 

Internationally acclaimed for her transformative redesigns of New York Citystreets and rapid implementation of urbanization strategies, Janette is a leading voice of the urban transportation policy. She has led one of the most radical revitalizations of the city’s streets in a half-century while being the Commissioner of the NYC Department of Transportation from 2007–2013.

She has been victorious in adding over 400 miles of bike lanes and the first parking-protected bike paths in North America while setting in motion more than 60 plazas across the city. Janette has sparked a massive economic recovery throughout the area with smooth flowing cities being her primary agenda.

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6. Daniel Burnham | Urban Designers

Daniel Burnham’s plan for Chicago

 

“Make no little plans; they have no magic to stir men’s blood and probably themselves will not be realized. Make big plans; aim high in hope and work, remembering that a noble, logical diagram once recorded will never die, but long after we are gonna be a living thing, asserting itself with ever-growing insistency. Remember that our sons and our grandsons are going to do things that would stagger us.” — Daniel Burnham

The most successful power broker the American architectural profession has ever produced, Daniel Burnham, was an American architect and urban designer. Burnham has been instrumental in contributing to the master plans of several cities, transforming the cityscapes of Chicago, downtown Washington D.C, Manila, and Baguio to name a few. Along with urbanization, he took an interest in designing skyscrapers and shopping centers.

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7. Jan Gehl | Urban Designers

In search of the Human scale

 

Having given importance to urban pedestrian life, Jan Gehl, a Danish architect, and urban designer is prominent in creating “Cities for People.” He believes in systematic, gradual incremental improvements in a city. Gehl’s book “ Public Spaces, Public Life” describes how such incremental improvements have transformed Copenhagen from a car-dominated city to a more pedestrian-oriented, people’s city.

Gehl is also committed to making cities, neighborhoods, and places where people have control over their health and wellbeing and are enabled to take meaningful, climate-conscious decisions within their daily lives.

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8. Camillo Sitte

Artistic limitations of modern city planning

 

A visual city planner, painter, and architect, Camillo Sitte drew inspiration from his travels around European towns and had striven to establish warmer and more welcoming spaces in the development of urban construction, planning, and regulation. His book “City Planning According to Artistic Principles” talks about creating spacious plazas, monumental and decorative features, and other complementary elements that draw a parallel between urban spaces and interiors of a room.

Focusing on the importance of irregularity within an urban form, he challenged, among other things, a growing tendency toward rigid symmetry in contemporary urban design, the isolated placement of churches and monuments in large.

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9. Raj Rewal

Break in India

 

Leaping ahead in the field of architecture and urban planning one project at a time, Raj Rewal has set global precedents by beautifully weaving Indian traditional heritage together with contemporary syntax, reflecting aptly his expression of culture and modern vocabulary. A play of scale and texture, rhythm and geometry, light modulations creating interconnected spaces, culminates to form his forte. He works towards promoting craftsmanship, new technology in the building industry, and climatic sensitivity.

His Asian games village, New Delhi, India, is the first of its kind settlement and is inspired by Jaiselmer’s urban fabric. This set a new dynamic to Delhi’s cityscape. The creation of narrow traditional streets links the housing units providing intimate encounters between people and a sense of belongingness to the neighborhood square.

He believes that contemporary architecture should take advantage of all the most advanced technologies that modernity has to offer.

©www.googleimages.com

10. Fredrick Law Olmsted

Designing America

 

Proclaimed as the father of American Landscape Architecture, Olmsted has been instrumental in designing the famous Central Park in NYC. A good stroll through a park can be a remedy for any kind of stress and superficial lifestyle; was his belief and he designed to create vast recreational and cultural ecosystems in the heart of American cities. He was also involved in designing America’s first and oldest coordinated system of public parks and parkways in Buffalo, New York; the country’s oldest state park, the Niagara Reservation in Niagara Falls, New York; one of the first planned communities in the United States

Being involved highly with the landscape, combining this greenery with the urban population is what his work attempted to establish.

©www.googleimages.com

Currently pursuing Architecture, Pallavi is in her final year of B.Arch. Being a passionate Architecture student,she’s developed a vast technical and hand-based skill-set. Finally, having had time this lockdown, she revoked her love for reading about the field which ultimately led her to believe that “Form does follow Function”.

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MULTI by thyssenkrupp Elevator: Uplifting Urban Mobility

MULTI by thyssenkrupp Elevator: Uplifting Urban Mobility

The world’s first passenger elevator didn’t look like much compared to the finished articles that can be found in today’s buildings.

Launched at the Haughwout Department Store in central New York back in 1857, it was viewed as more of a tourist attraction, propelled by a steam engine and travelling at highly inefficient speeds of just 40 feet per minute.

The need for elevators has somewhat changed since this time, no longer considered a luxury or novelty, but rather an essential function of towering structures.

However, while it is true that elevators have progressed in keeping with the upward curve of urbanisation, their operational concept has remained largely unchanged, leading to architectural headaches in recent years.

“The elevator industry has been around for 160 years, but it hasn’t deviated much. Most elevators only move in vertical shafts, but the world – and cities specifically – have adapted. Traditional elevators are fast becoming a bottleneck for the building industry. They have limited capacity for moving people, and they occupy excessively inefficient floor space.”

For Michael Cesarz, an established architect by trade, the question of mobility issues in cities was growing with a lack of the innovative thinking required to address such challenges. This was his motivation behind joining thyssenkrupp Elevator.

“Our first attempt to pioneer new thinking in this space came in 2002, with the TWIN system,” he recalls. “With two cabins per shaft and a 30 percent increase in transport capacity, combined with a 30 percent reduction in the elevator footprint in buildings, it was an achievement in its own right. But MULTI takes this further.

“When I saw the concept, I was captivated. It sparked my imagination, and I knew I had to be part of the team.”

The innovative answer to urban mobility

So, what is MULTI?

For Cesarz, now CEO of the MULTI division, it presents infinite possible solutions to the challenges posed by outdated elevator technologies. Removing traditional suspension ropes, the technology instead combines specialised motors, allowing cabins to move not only vertically, but also horizontally.

“You may have heard of paternoster elevators – systems that consists of a chain of open compartments,” he reveals. “They move slowly in a loop, up and down inside a building without stopping.

“This circular system is central to MULTI. To enable modern elevator cabins to move in a loop, MULTI will use rope-less linear motor technology to operate elevators that can move sideways. The mechanism holding the cabin can rotate 90 degrees, allowing them to move along a new track.”

The core difference between MULTI and the paternoster systems, however, is speed. MULTI’s elevators will be able to travel at five metres per second, and with many multiple cabins in a loop, the system will enable near-constant access to an elevator cabin – approximately every 15 seconds.

“With this system, shaft transport capacities will increase by 50 percent and elevator footprints in buildings can be reduced by up to 50 percent,” Cesarz adds.

Considering this, MULTI has the potential to benefit a number of verticals, and horizontals, whether it’s saving space in skyscrapers that can be used to house more apartments or offices or opening up new directions of travel in metro networks.

“There is expected to be a 2.5 billion increase in urban population numbers in the next three decades,” Cesarz adds. “With severe restrictions on space, taller buildings have proven to be the most economically and environmentally viable developments to accommodate rapidly growing populations. They occupy less land, leaving essential space for green areas, and they also allow for centralised intelligent control of energy and resources.

“As such, buildings are surpassing expectations in terms of scale. In 2000, the average height of the world’s 50 tallest buildings was 315 metres, while in 2013, that same average reached 390 meters; a 25 percent increase in just over a decade.”

Against this backdrop, efficient mobility in buildings will only become a more pressing matter, and MULTI may very well may be the innovative answer that is needed.

Endless possibilities

2019 will see thyssenkrupp beginning to more actively market MULTI, owed to its Elevator’s Rottweil-based test tower that has progressively powered the technological developments.

This facility is readily equipped with everything needed to trial sophisticated elevator systems, featuring nine test shafts that are dedicated to both TWIN and MULTI and a 240-tonne pendulum that can simulate vibrations and adverse weather conditions, enabling engineers to conduct real-life test runs.

“On a side note,” Cesarz adds, “the tower boasts Germany’s highest visitor platform, with a 360-degree panoramic view, and on good days you can see the Swabian Alb and Swiss Alps. I would highly recommend a visit.”

What’s more, the Rottweil tower is situated close to the firm’s elevator plant in Neuhausen, less than 100 kilometres north by road. Here, roughly 1,500 thyssenkrupp Elevator experts are building next-generation industry solutions.

“Being part of a wider group opens us up to different kinds of innovation and generates new thinking, which is invaluable,” Cesarz explains. “We’re able to gather knowhow and expertise from various branches and individuals.

“One example is our expertise in linear motor technology. This was driven by other innovators in the thyssenkrupp group, specifically those responsible for developing technology for the magnetic levitation trans-rapid train. This technology fed into the development of MULTI and so, without it, the elevator may not have existed.”

With the prototype in place as a result of these innovations and collaborations combined, MULTI seeks to transition into commercial rollout moving forward.

“We have already accumulated many substantial project leads from all over the world, from passenger transport in airport terminals with MULTI running like a sky train above the pedestrians to use in skiing areas,” Cesarz concludes. “It’s far more than just an elevator – the possibilities are endless.”

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Ship Freight at Supersonic Speeds with the Hyperloop

Ship Freight at Supersonic Speeds with the Hyperloop

Martijn Graat

Elon Musk released a whitepaper at the end of 2013, in which he describes a new transportation system he calls a Hyperloop. As with all new ideas, there was a lot of criticism. But what is this Hyperloop?

In his whitepaper Musk describes it as follows:

Existing conventional modes of transportation of people consists of four unique types: rail, road, water, and air. These modes of transport tend to be either relatively slow (i.e., road and water), expensive (i.e., air), or a combination of relatively slow and expensive (i.e., rail). Hyperloop is a new mode of transport that seeks to change this paradigm by being both fast and inexpensive for people and goods. Hyperloop is also unique in that it is an open design concept, similar to Linux….

…Short of figuring out real teleportation, which would of course be awesome (someone please do this), the only option for super fast travel is to build a tube over or under the ground that contains a special environment…. Hyperloop consists of a low pressure tube with capsules that are transported at both low and high speeds throughout the length of the tube. The capsules are supported on a cushion of air, featuring pressurized air and aerodynamic lift. The capsules are accelerated via a magnetic linear accelerator affixed at various stations on the low pressure tube with rotors contained in each capsule. Passengers may enter and exit Hyperloop at stations located either at the ends of the tube, or branches along the tube length.

Supersonic freight is not as far away as “beaming it up” Scotty-style. Several startups, mostly crowdfunded, have taken his ideas and are working on actual working Hyperloop concepts.The startup Hyperloop Technologies has taken Musks idea in a different direction than he originally intended, and different from the focus of the other startups working on Hyperloop technology. It’s a direction that is exciting for anybody in Logistics. Hyperloop Technologies intends to create a Hyperloop specifically for moving freight first, and look into moving people later. People matter, but this is LogisticsMatter, so when I heard this, my first reaction was: COOL!

Hyperloop Technologies just landed 8.5 million dollars in seed funding, with plans for further investment rounds later in the year.

As their website states: “We will move people and CARGO at speeds never thought possible. We will make the world smaller, cleaner and more efficient.” I’m all for it.

I can’t wait to see the first working prototype! For now, the artist impression of a Hyperloop Cargo Pod looks amazing:

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It’s Time to Build Cities in Space | Peter Stibrany | TEDxLuxembourgCity

It’s Time to Build Cities in Space | Peter Stibrany | TEDxLuxembourgCity

Building cities in space is an economic problem even more than a technical one. By taking a radically new approach to space engineering, we can now solve both problems. We can build cities in space. Peter has over 35 years of experience in space technologies from micro satellites to the International Space Station, and space businesses from Earth observation to communications. He is now dedicated to bringing the small, low-cost satellite revolution to deep space and making available resources from asteroids to fuel a large expansion of human presence in space

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MEGACITIES AND COMPLEXITY

MEGACITIES AND COMPLEXITY

Building the Largest Cities in Human History

Megacities are metropolitan areas with greater than 10 million inhabitants. There were 2 megacities in 1950. As of 2015, there are between 29 and 35, depending on how different census bodies count the geographical boundaries of cities. Major population forecasters project that by 2030, there will be 41 to 53 megacities in the world. Asia alone is anticipated to have 30 megacities by 2025.

The megacity phenomenon is a subset of the larger trend towards urbanization. The world is urbanizing at a greater rate than at any time in history. Just 3% of the global population lived in cities in 1800. As of 2014, over half of all people live in cities. Demographics experts anticipate that figure to increase to two-thirds by 2030-2050.

Megacities are extremely productive from an economic standpoint, and this encourages greater and greater migration. Megacities are estimated to have generated 14.6% of global GDP in 2010, a figure that has grown and will continue to grow.

These cities are extremely complex, bringing a host of transportation, infrastructure, health, and sustainability issues, which magnify at scale. Accordingly, they provide a series of unique risks and opportunities for companies and public officials. These challenges are often exacerbated by extreme rates of growth in some regions. Lagos, Nigeria, for example, has grown from 300,000 inhabitants in 1950 to 15.2 million today, a population explosion that magnifies many of the transportation, sanitation, and sustainability issues that all megacities grapple with.

Largest Megacities (2015)

Source: Reuters

Challenge and Opportunity

The size and density of megacities create unique challenges for citizens and urban planners, challenges that provide opportunities for companies to build new products, services, and enabling technologies that facilitate extreme urban living.

Infrastructure and building construction: Entirely new types of infrastructure will be required to manage megacities with extreme population densities. This includes road and transportation systems, power generation, dwellings, office buildings, shopping centers, schools, waste removal systems, water systems, sewage systems, and entertainment facilities. Both public and private sector planners will be pushed to develop next-generation systems in a coordinated fashion.

Transportation and urban mobility: Urban mobility is a critical issue even in medium and large cities. For megacities traffic congestion becomes a near-existential threat for livability and productivity, and adding more cars simply compounds the problem. The enhancement or development of mass transit systems is an imperative. Continued evolution of autonomous vehicles along with traffic and pollution sensors that inform smart-city traffic management systems will alleviate some of these issues, but megacities have the mandate to rethink urban mobility systems.

Logistics and delivery services: Megacities create challenges for the delivery of goods, both to retail centers and directly to customers. Automated delivery technology, drones, centralized building collection points, hyper-local fabrication (3D printing), and a number of other services are likely to emerge to deliver goods in congested urban environments.

Power generation and storage: Localized power storage would support better grid balancing and reduce peak load requirements for power-generation systems. Grid architectures that have evolved organically over time will need to be replaced with smart grids to power megacities. Localized generation of renewable power via solar, wind, and algae bio-farms are also likely solutions. Waste recycling incinerators and other technologies that can turn garbage into power will also emerge.

Sustainability: Environmental considerations are becoming more important to city planners and citizens worldwide. In some cases environmental considerations are practical at the individual level, while in others they are more aspirational on a global scale. Megacities have specific practical sustainability requirements to address pollution, trash, and waste. It is likely that we will see green roofs to absorb heat and filter air pollutants. Rainwater harvesting to support toilet flushing and sanitation systems would reduce water requirements. Localized pollution scrubbers at the building- and room-level would allow for healthier conditions in heavily polluted areas. As the potential for products and systems to enhance sustainability are nearly endless, it seems likely that an entire industry will emerge to enhance ecological and health aspects of dense urban living.

Some existing companies will prove agile enough to service customers in these markets. New companies that bring entirely new perspectives and business models to these challenges will also emerge. The “innovator’s dilemma” articulated by Clayton Christensen applies to drastically changing market conditions, just as it applies changing technologies. Companies that are built to service customers in normal cities may find it difficult to change their businesses enough to make them competitive in megacities.

Walmart’s experience with Walmart Neighborhood and Walmart Express store formats provides an example of this challenge. Walmart’s business model is built around large stores in rural or suburban areas. Walmart’s Neighborhood and Walmart Express were attempts at smaller store formats to align with growing urban populations. This experiment was revealed as a failure in 2016, when Walmart announced the closure of 154 stores, including all 102 of the company’s smallest facilities, Walmart Express stores.

It is hard to change large, efficient businesses. That difficulty applies across industries and creates competitive openings that allow new entrants to emerge. This is both a dangerous and exciting time.

From Grayline
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This elevator could shape the cities of the future

This elevator could shape the cities of the future

by Heather Kelly

Elevators are in a rut.

They go up and they go down. They take people from one floor of a building to the exact same spot on another floor.

A new technology has the potential to break elevators free from their vertical prisons, allowing them to move side to side, at an angle, even go outside into a city.

German company Thyssenkrupp has developed a new kind of elevator that uses magnetic levitation, or maglev, technology to propel elevator cabins. Called Multi, these elevators do away with the traditional suspension systems that haul a cabin up and down a single shaft. Without cables, an elevator is no longer confined to a single vertical path.

A funny thing happens when elevators can go anywhere. Tall buildings, which are designed to work around a core of elevators, can start taking on different shapes.

They can go wide, add multiple towers or go in unusual directions, and make room for green spaces that otherwise would have been an inconvenience. A single elevator can run from the East side of the first floor to the far West side of the 30th, no transferring or walking necessary.

It gets even more interesting when an elevator leaves the building.

Patrick Bass, Thyssenkrupp’s North America CEO, has worked in the elevator industry for 26 years, the last 16 in research and development. He thinks these elevators have the potential to create new transportation networks to support the cities of the future.

As more people migrate to cities, there’s a renewed interest in creating dense, energy efficient spaces. Moving people around quickly is a huge part of that.

Right now you might take one form of transportation to the train station, another to your office building, and another to your floor. An integrated network of elevators, moving walkways and autonomous cars could eventually handle the entire commute, says Bass.

“You’ll see a significant change in transportation, both in buildings and within cities,” said Bass “You’re going to see all of that start to blend together.”

He imagines the Multi working seamlessly with other Thyssenkrupp technology like the Accel moving walkway. The Accel, which also uses maglev technology, accelerates after you step on and can go twice the speed of a regular moving walkway. It was the first horizontal use of maglev technology outside of a train.

Accel is already in use in some cities, but Multi elevators are still new. The company built a one-third scale version of the elevator in 2015. Later this year, Thyssenkrupp hopes to complete the first full-sized maglev elevator in its own high-rise building in Germany.

Though the technology will initially be more expensive, it will save buildings money by having a much smaller footprint and allowing for greener building designs. The elevators can also increase handling capacity by up to 45%, even though they move slower than many current elevators to increase comfort.

Thyssenkrupp is responsible for more than a million elevators across the world, but Bass sees the company moving way beyond the up and down.

“We’re not an elevator company, we’re a transportation company,” he said.

 

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Magnetically Levitating Elevators Could Go Up, Down, And Sideways

For more than a century, elevators have gone pretty much just up and down. Ever since the first elevator was introduced in 1854, a cable-based design has pulled the elevator car along a single shaft, using steel ropes connected to a counterweight.

But now, ThyssenKrupp, a German conglomerate that specializes in automotive technology, has developed an elevator system called Multi, in which cables are replaced with magnetic levitation technology, also known as maglev.

Maglev vehicles float rather than roll. A magnetized coil running along the train’s track repels magnets located in the train’s undercarriage, causing the train to levitate a short distance above the tracks. The trains are then pulled forward by a moving magnetic field, created by coils embedded in walls alongside the track.

Maglev technology is used in various railway systems around the world, and much like a train, Multi elevators would work by following a maglev track throughout a building. ThyssenKrupp says that such a design enables multiple cars to travel on the same track at the same time, something that can’t be accomplished with today’s elevators. This could dramatically cut down on elevator wait time, as passengers would not have to wait for a car to come back down from a previous trip.

“If you did a cross-section cut of a high-rise building, 40 to 60 percent is going to be consumed by elevator space.”

But even more impressive are the creative elevator schematics that Multi allows – including elevators that travel vertically, from side to side, and at an incline.

“This opens up vast possibilities in building design,” Patrick Bass, CEO of ThyssenKrupp North America, Inc., tells Popular Science. “We now can enable buildings as tall or as high as they can go, and we also now enable different shapes and configurations of the space within buildings.”

Current elevator designs, Bass says, are extremely limiting for architects, as most buildings have to be constructed around where the elevator shafts are going to be. “If you did a cross-section cut of a high-rise building, 40 to 60 percent is going to be consumed by elevator space.” And as buildings grow taller, architects must include more elevators, to transport the larger population of the building.

ThyssenKrup’s maglev elevators use much less floor space than traditional elevators, since multiple cars can operate on the same track. So rather than adding more elevator shafts to accommodate a larger building population, building managers can simply add more elevator cars to a single Multi track. This saves space and increases the frequency of elevator pickups.

In addition, current elevators can only go so far in terms of distance. Once an elevator gets longer than about 2,000 feet, the steel ropes are too heavy to lift the car. In the world’s tallest building, the 2,722-foot tall Burj Khalifa in Dubai, the ground elevators only go as high as 1,654 feet. To gain access to the top floor, people must transfer to a second set of elevators located at the top of the building.

With Multi, Bass says there are no limitations when it comes to height; the maglev elevators can go two miles high if necessary. And if an architect is interested in making a building that is particularly wide, the elevators can act as mini-trains, transporting passengers horizontally as well. It’s even possible for the elevators to travel horizontally and then “change gears” to move upward or downward. The rail carrying the elevator simply rotates to switch the car’s direction.

Julian Olley, director at Ove Arup & Partners Ltd., is intrigued by the possibility. “It could be advantageous for people to go sideways, like in the new Apple building, where it’s not high, but it’s half a kilometer round — a huge donut building. Whether that would ever be commercially viable is up for interpretation.”

For now, the big question mark when it comes to these elevators is cost. Bass indicated to Olley that there would be a “payback period” of three to four years to fund the elevators, but whether or not Multi will be more costly than cable-based designs is up for debate. However, Bass says Multi will be much more cost-effective than traditional elevators in the long run, as taller buildings use land resources more efficiently than shorter buildings, and they provide much more housing and space. Additionally, needing less space for elevators means saving much more money on overall square footage. “I looked at what the effect would be if we took out [most of the elevator shafts] in one of our buildings, and the net result is we would save 22,000 square feet of space,” says Olley. “And in London that would be worth 1.5 million pounds.”

If the system is viable, Multi also opens up the opportunity for more eco-friendly building designs, such as those with large open green spaces or this wind-generating building proposed by designer Frank Jendrusch:

“This black space is a wind power generator,” says Bass. “The building is shaped like a star, and it funnels the wind into the center, which produces energy. And it’s more energy than the building can consume, so it’s generating electricity for the city in the background.” Bass notes that the Multi elevators allow the building to be tall enough to make the wind-generating design possible.

ThyssenKrupp will conduct the first demonstration of their Multi elevators in mid-2015, and in 2016, the company will install Multi in a test tower in Germany.

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The Wonkavator is real! Behold the maglev Multi lift that goes up, down and left to right

The Wonkavator is real! Behold the maglev Multi lift that goes up, down and left to right

Standing over a medieval town in Germany is one of the country’s tallest towers and inside, an invention that its creators hope will revolutionise the shape of cities

The Wonkavator can go sideways, and slantways, and longways, and backways, and square ways, and front ways. More than 45 years later, multinational conglomerate ThyssenKrupp is turning Roald Dahl’s fiction into fact.

In Rottweil, 100 kilometres south-east of Stuttgart, stands the Tower of Light – a 246-metre concrete tower that houses a €4,000-a-day conference room, a 360-degree viewing platform (Europe’s highest), and a series of 12 shafts built specifically for testing elevators.

The £43 million tower was designed by architects Helmut Jahn and Werner Sobek. Due to be completed in July, the final step is to put an elegant corkscrew sheath of nearly indestructible, translucent material that changes colour as the sun moves across the sky.

When WIRED visits, it’s a clear, hot day and from the observation deck the Schwabische Alp and Swiss Alps are just visible. A glass elevator rises up the side of the building to the 26th floor which brings on a sense of vertigo as the horizon rapidly extends across the green countryside.

“What’s special about this building? The views obviously,” laughs Andreas Schierenbeck. The CEO of ThyssenKrupp’s elevator division ordered the construction of the tower in 2015 to test the company’s new lifts, even, when necessary, to the point of destruction. The bottom is reinforced to take the impact of an entire lift cab free-falling at terminal velocity, up to a maximum of 40 tonnes travelling 160kph. A mast stabling system that stops the tower swinging too much on windy days can be activated to simulate vibrations in tall buildings, up to 75 centimetres, or the imagined conditions in ones that haven’t even been built yet.

The tower is where the company’s latest invention has been unveiled – an elevator that can move vertically, side-to-side and diagonally. The Multi is the first ropeless lift, built using the same magnetic levitation technology used in Japan’s bullet train and proposed for the Hyperloop. In the same way the train slides along a track horizontally, the lift travels both vertically, horizontally and diagonally around a building riding an electromagnetic field, a system known as a linear drive. “If you can run a 500-tonne train on magnets at 500km/h you should be able to elevate a cabin of 500 kilograms or 1,000 kilograms at a speed of five metres per second,” Schierenbeck said.

Standard rope and pulley lifts today can only rise to a maximum of around 500 metres. But, skyscrapers are much taller and they are only getting higher. So far, the solution to this has been to build multiple elevators and therefore more shafts but the space required can cost a building up to 40 per cent of highly valuable floor space. “This cannot go on forever,” Schierenbeck said. While the Multi can cost three to five times more than a standard lift system, Schierenbeck claims saving that much space in a central downtown building, for example, is “definitely overcompensating the price of the product.”

The Wonkavator is real ThyssenKrupp unveils its maglev elevator that 'runs like the Tube'

The Multi is built within a system of a single, slim shafts that can fit as many cabins as required – much like an underground rail system. These can be removed or added depending on traffic frequency at certain times of the day. “What we did is we took a train and we adjusted it 90 degrees up and we put it into a shaft,” he said.

Markus Jetter is known in the company as Mr Multi. He has been with ThyssenKrupp 26 years and is now the head of product development for systems and components. “This is an unbelievable moment in this time of my career,” he told WIRED after the first ever Multi demonstration. “I’ve never experienced something like this, it’s really a revolution.”

He explains the exchanger is what gives the Multi its full range of movement, and why it’s the biggest development in elevator industry since it began 165 years ago. The exchanger is a section of the track that rotates to change the direction of the cabin. “When we decided to take this type of exchanger, which was one in about 20 different concepts we immediately saw, we found that this would also allow not only the change from vertical to horizontal but also to maybe any other angle in between,” he said.

Read more: Lift off: when will elevators finally reach the 21st century?

The software behind the system is also crucial since entirely new traffic algorithms have to be developed to allow the cabins to get from A-B in the quickest time without stopping, as well as monitoring the speed and position of all the other cabins in the building.

Schierenbeck, an electrical engineer with a background in software, said the Multi will be a completely new experience. “Where a full cabin is stopping at every floor and people are smiling at each other outside and inside the elevator and nobody is getting out or in, this will change,” he said. “Instead you fill a cabin with 6-8 people and they’re going to the exact location where you want without any stops – it’s like a metro system where you stop at the station where you want.”

The lift has been two and a half years in the making, announced in 2014, with critics dismissing the technology as something that didn’t have the potential to be working for at least a decade. ThyssenKrupp has proved them wrong. OVG Real Estate, the developers of one of Berlin’s newest buildings due for completion in 2019, has already bought the Multi lift system.

“Eventually it could solve the last mile,” Schierenbeck said. “With the horizontal movement of the Multi you can connect buildings, you can connect trains stations with your buildings, you could even have your own cabin waiting for you at your hotel room – all these things which have been a little bit science fiction maybe three, four, five years ago are now possible.”

Bonnie Christian
June 22, 2017

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World’s First Cable-Free Elevator Zooms Horizontally and Vertically Using Maglev Tech It could help Change the way that Buildings are Designed

World’s First Cable-Free Elevator Zooms Horizontally and Vertically Using Maglev Tech It could help Change the way that Buildings are Designed

Jamie Condliffe
June 23,2017

Willy Wonka’s preferred mode of transport just became a reality. A new kind of elevator uses linear motors, similar to those in maglev trains and HyperLoop, to whiz its cabins through shafts, and will be able to move people up, down, left, or right.

The German engineering firm ThyssenKrupp first announced the idea of a maglev elevator way back in 2014 to a mixture of excitement and disbelief. Now, three years on, it has performed its first public test of the technology in a dedicated elevator experimentation tower in Rottweil, Germany.

As you can see in the video above, the elevator, known as Multi, doesn’t use a cable at all. Instead, it runs on rails that act as linear motors, using magnetic fields to accelerate cabins along their length. When a cabin stops at a floor, those rails can rotate so that it can move off to the left or right rather than continuing up or down.

ThyssenKrupp’s vision is of a system of several such shafts placed next to each other, so software might plan routes that take cabins between shafts and around congestion, saving people time.

The linear motor technology could also help side-step a major issue facing current skyscrapers. As Wired UK notes, regular cable designs can only safely rise about 1,600 feet in one continuous stretch, so in tall buildings there have to be numerous lift shafts installed to get people to the top. Multi could solve that, which could free up space and also allow architects to design buildings in different shapes and styles.

One German developer, OVG Real Estate, has already taken the plunge, and will install the system in its forthcoming East Side Tower building in Berlin. But—and honestly, there had to be a big “but” here—it’s unlikely many buildings will be kitted out with these kinds of elevators in the near future. That’s because Multi will apparently cost as much as five times more than a standard lift system. And, sadly, golden tickets don’t stretch very far in the world of real estate.

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Maglev Elevators: Disrupting Architecture and Construction

Maglev Elevators: Disrupting Architecture and Construction

People often oversee the incredible impact that elevators have made in our society. Just like cars, elevators gave us the gift of transportation and allowed cities to grow vertically instead of horizontally. From architectural trends to economic and urban development, elevators have shaped many areas of our everyday lives. However, since the introduction of the safety elevator by Elisha Otis in 1852, not much has changed.

Most modern elevators continue to use a similar design to that of the 1800s. The classic design consists of a motorized cable system that pulls a cabin up or down inside a single shaft. The motor is helped by a counterweight that weights nearly half of a fully loaded cabin.

With the rapid increase of population density in urban areas and the rise of skyscrapers today, elevators are more relevant than ever. The elevator and escalator sectors are expected to reach 125-billion U.S. dollars by 2021, and market leaders are eager to innovate. Yet, recent developments in elevator technology still fail to address three fundamental drawbacks:

  • Architectural design limitations as often buildings need to be designed around the elevator system
  • The substantial use of space as each system uses nearly 40% to 60% of a building’s floor space
  • The height restrictions as no elevator using steel ropes can go higher than 600 meters as at this point, the metal cables from the system become too heavy to lift the cabin.

In today’s tallest building, the Burj Khalifa which is 828-meter tall, two separate elevators are needed to reach the top floor.

Fortunately, in 2017, German conglomerate ThyssenKrupp unveiled a new and innovative elevator system capable of not only addressing these drawbacks but also, accomplish one of the most sought features in elevators: the ability to move horizontally.

Unlike traditional elevators, the new system called MULTI operates with magnetic levitation technology thus, eliminating the need for steel ropes and its finicky downsides. Magnetic levitation or Maglev is the same technology used in some high-speed trains such as the Shinkansen in Japan. The elevator uses a maglev track in the building which is embedded with coils to guide the cabins through a moving magnetic field. This way, ThyssenKrupp can replace the traditional cable and counterweight design with a linear motor that can change directions from vertical to horizontal with ease.The system also allows more than two cabins per shaft as each cabin can operate independently from one another, reducing waiting time for passengers and increasing capacity up to 50%.

The use of maglev technology also eradicates any height or design limitations that previous elevators had as MULTI’s elevator shafts can be placed more freely around the building and operate similarly to a metro. They are also 25% smaller than traditional ones which allow considerable savings in floor space.

The elevator cabins are controlled by a wireless data system along with an algorithm that directs the cabins to callers in the most efficient way. Additionally, an outstanding energy management system is also implemented to lower peak power and decrease investment costs in the power supply of the structure. Furthermore, safety concerns were thoroughly covered. Aside from a multi-level break system, ThyssenKrupp built a 246-meter test tower in Rottweil, Germany. The tower was specially designed to assess the safety of this new development, and it took two and a half years to finish its construction.

According to the German conglomerate, the new elevator system hopes to reinvent the way people move through buildings, facilitating transportation between skyscrapers, hospitals, airports, university campuses and other large infrastructures.

If successful, ThyssenKrupp could establish itself as the most innovative player in the elevator industry. However, there are still many challenges that could challenge the adoption of this new technology. The main one being cost competitiveness as maglev technology is not cheap and replacing the system in case of problems can be expensive or sometimes even impossible hence, the need for extensive testing showing its exceptional reliability to eliminate concerns regarding potential risks. Nevertheless, substantial savings on energy and square footage could potentially balance the hefty price tag. The need for elevators with larger capacity due to the rapid increase of population density in cities may also motivate the industry to give it a try as only maglev technology allows more than two cabins per shaftthus, considerably improving capacity.

2017 was a record-breaking year for the construction of buildings over 200 meters tall. Although there are only five skyscrapers of 600 meters or more at this time, the rapid growth of urban areas is considerably boosting the development of more. Projects such as the 1000-meter tall Jeddah Tower in Saudi Arabia are challenging the boundaries of construction and motivating people to develop new innovative solutions.

As of today, the groundbreaking system is already planned to be installed in the East Side Tower building of OVG Real Estate’s headquarters in Berlin. The German real estate company has a strong focus on innovation and sustainability, making MULTI the perfect solution for its office building according to Coen van Oostrom, CEO of OVG Real Estate. However, we might still be a few years away from mass adoption of the technology.

In conclusion, although there have been previous attempts to improve elevator efficiency, flexibility, and capacity, none of the earlier developments dealt with the three main drawbacks of design and height limitations as well as the ample floor space required. ThyssenKrupp appears to have addressed these concerns adequately, however, adoption of the system may take more. Today, ThyssenKrupp’s most significant challenge is to prove construction professionals the trustworthiness of the new elevators and eliminate concerns about the potential risks to encourage the implementation of the system in future structures.

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