No, co-living spaces probably won't solve the world's housing crisis

Shared accommodation, 1930s style. Image: Hulton Archive/Getty.

Many housing types are totally at odds with how people live today because people don’t have as many material goods as they used to.

Those under 30 may not own much at all. Music is digitised and streamed (Sonos, Spotify), treasured photo albums live in the cloud or within applications (Dropbox, iPhoto), tools are pooled (Open Shed), vehicles and rides are shared (Flexicar, BlaBlaCar, Uber), there’s no landline phone or TV cable, kitchen appliances are redundant with the ubiquity of food delivery services (Foodora, Deliveroo) and pets are borrowed (DogVacay, BorrowMyDoggy).

The young are also likely to be renting their accommodation. Data from the Melbourne Institute of Applied Economic and Social Research reveal that barely 50 per cent of Australians lived in a house they owned in 2014. If this trend continues, many of today’s young Australians will never own their own home.

With transformations in digital technologies and housing-price pressures changing living habits, people will not only possess fewer physical objects in the future, but new apartment dwellers will be more likely to occupy less space at a later age. These private domestic spaces are decreasing in size to become more efficient, hopefully more affordable and, for some restless millennials, more desirable.

Corporatising the co-living model

One model to emerge in the trend towards downsising private domestic space is branded co-living spaces. Examples include The Collective (London), Zoku (Amsterdam) and Roam (London, Madrid, Miami, San Francisco, Tokyo, Ubud). In the corporatised co-living model, occupants rent private bedroom space (some bedrooms are as small as ten square metres) on a rolling contract for weeks or months, but share living and working spaces.

These collective spaces are often programmed with extracurricular activities such as yoga, business workshops, cooking classes and guest talks that promote social exchange between renters.

Systems of logistics, such as apps and chat platforms, facilitate the sharing of objects and space. Access to the co-living space is granted if you are part of a tribe (students, communes, families or business people).

China’s You+ has 25 branded branches. Image: You+.

One of the global market leaders in co-living arrangements is the Chinese You+. The company has built over ten co-living spaces and claims to house more than 10,000 people across 25 branches. Private bedrooms (with bathroom) range in size from 20 to 50 square metres. The minimum stay is six months at an average monthly rent of A$470.

At You+, people over 45 are discouraged. Couples with children or those who are anti-social are not permitted. Tech entrepreneurs tend to be given preference.

Subscribing to a co-living or dormitory arrangement such as You+ can mean lower rental costs (relative to renting a single-bedroom apartment on an above-average income), a surfeit of potential friends and a flexible rental contract. For some, this may be a genuinely desirable option. For others it may be the only option in a competitive rental market at a time when there are few affordable housing options.


Blurring the public-private divide

As private interior space contracts and shared domestic spaces become more common, the public realm is also changing.

Formerly private activities such as working and communication are occurring more frequently outside of the home, while the public sphere is taking on characteristics of interior or domestic settings: intimate spaces, interior furnishings and finishes, pocket parks, guerrilla gardening. The idea of what constitutes a home may be changing and expanding to consider urban space.

A lot of hyperbole surrounds the branded co-living spaces like You+ that have emerged under the so-called sharing economy – also known as the communal, collaborative, inclusive, gig or social economy. But there is a tension between the realities of the model and the benevolence of the act of sharing.

At the behest of the property owner, co-living spaces tend to have less fixed furnishings and cheaper construction. They also have more occupants because typical apartment spaces (living room, laundry, kitchen) are compressed. Behind You+ and its ilk there are venture capitalists looking for high returns.

A dormitory room at You+ in Guangzhou. Image: You+.

Co-living arrangements are transforming the physical typologies and financial models of housing and are the latest in a long tradition of collective housing arrangements, from the kibbutz to student dormitories to share houses, baugruppen and boarding houses.

With lone-person households to account for more than a quarter of all Australian households by 2031, according to the Australian Bureau of Statistics, we need to rethink how we build collective and individual space in a denser city that reflects how many people want to live today – and tomorrow.

We can see that market and societal demands are pushing people towards sharing space, but many co-living arrangements do nothing to improve housing affordability in the long term.The Conversation

Timothy Moore is a PhD Candidate in the Melbourne School of Design, University of Melbourne.

This article was originally published on The Conversation. Read the original article.

 
 
 
 

How bad is the air pollution on the average subway network?

The New York Subway. Image: Getty.

Four more major Indian cities will soon have their own metro lines, the country’s government has announced. On the other side of the Himalayas, Shanghai is building its 14th subway line, set to open in 2020, adding 38.5 km and 32 stations to the world’s largest subway network. And New Yorkers can finally enjoy their Second Avenue Subway line after waiting for almost 100 years for it to arrive.

In Europe alone, commuters in more than 60 cities use rail subways. Internationally, more than 120m people commute by them every day. We count around 4.8m riders per day in London, 5.3m in Paris, 6.8m in Tokyo, 9.7m in Moscow and 10m in Beijing.

Subways are vital for commuting in crowded cities, something that will become more and more important over time – according to a United Nations 2014 report, half of the world’s population is now urban. They can also play a part in reducing outdoor air pollution in large metropolises by helping to reduce motor-vehicle use.

Large amounts of breathable particles (particulate matter, or PM) and nitrogen dioxide (NO2), produced in part by industrial emissions and road traffic, are responsible for shortening the lifespans of city dwellers. Public transportation systems such as subways have thus seemed like a solution to reduce air pollution in the urban environment.

But what is the air like that we breathe underground, on the rail platforms and inside trains?

Mixed air quality

Over the last decade, several pioneering studies have monitored subway air quality across a range of cities in Europe, Asia and the Americas. The database is incomplete, but is growing and is already valuable.

Subway, Tokyo, 2016. Image: Mildiou/Flickr/creative commons.

For example, comparing air quality on subway, bus, tram and walking journeys from the same origin to the same destination in Barcelona, revealed that subway air had higher levels of air pollution than in trams or walking in the street, but slightly lower than those in buses. Similar lower values for subway environments compared to other public transport modes have been demonstrated by studies in Hong Kong, Mexico City, Istanbul and Santiago de Chile.

Of wheels and brakes

Such differences have been attributed to different wheel materials and braking mechanisms, as well as to variations in ventilation and air conditioning systems, but may also relate to differences in measurement campaign protocols and choice of sampling sites.

Second Avenue Subway in the making, New York, 2013. Image: MTA Capital Construction/Rehema Trimiew/Wikimedia Commons.

Key factors influencing subway air pollution will include station depth, date of construction, type of ventilation (natural/air conditioning), types of brakes (electromagnetic or conventional brake pads) and wheels (rubber or steel) used on the trains, train frequency and more recently the presence or absence of platform screen-door systems.

In particular, much subway particulate matter is sourced from moving train parts such as wheels and brake pads, as well as from the steel rails and power-supply materials, making the particles dominantly iron-containing.


To date, there is no clear epidemiological indication of abnormal health effects on underground workers and commuters. New York subway workers have been exposed to such air without significant observed impacts on their health, and no increased risk of lung cancer was found among subway train drivers in the Stockholm subway system.

But a note of caution is struck by the observations of scholars who found that employees working on the platforms of Stockholm underground, where PM concentrations were greatest, tended to have higher levels of risk markers for cardiovascular disease than ticket sellers and train drivers.

The dominantly ferrous particles are mixed with particles from a range of other sources, including rock ballast from the track, biological aerosols (such as bacteria and viruses), and air from the outdoors, and driven through the tunnel system on turbulent air currents generated by the trains themselves and ventilation systems.

Comparing platforms

The most extensive measurement programme on subway platforms to date has been carried out in the Barcelona subway system, where 30 stations with differing designs were studied under the frame of IMPROVE LIFE project with additional support from the AXA Research Fund.

It reveals substantial variations in particle-matter concentrations. The stations with just a single tunnel with one rail track separated from the platform by glass barrier systems showed on average half the concentration of such particles in comparison with conventional stations, which have no barrier between the platform and tracks. The use of air-conditioning has been shown to produce lower particle-matter concentrations inside carriages.

In trains where it is possible to open the windows, such as in Athens, concentrations can be shown generally to increase inside the train when passing through tunnels and more specifically when the train enters the tunnel at high speed.

According to their construction material, you may breath different kind of particles on various platforms worldwide. Image: London Tube/Wikimedia Commons.

Monitoring stations

Although there are no existing legal controls on air quality in the subway environment, research should be moving towards realistic methods of mitigating particle pollution. Our experience in the Barcelona subway system, with its considerable range of different station designs and operating ventilation systems, is that each platform has its own specific atmospheric micro environment.

To design solutions, one will need to take into account local conditions of each station. Only then can researchers assess the influences of pollution generated from moving train parts.

The ConversationSuch research is still growing and will increase as subway operating companies are now more aware about how cleaner air leads directly to better health for city commuters.

Fulvio Amato is a tenured scientist at the Spanish National Research CouncilTeresa Moreno is a tenured scientist at the Institute of Environmental Assessment and Water Research (IDAEA), Spanish Scientific Research Council CSIC.

This article was originally published on The Conversation. Read the original article.