Hyperloop Station

Master Thesis Hyperloop Station Prof. Dr.-Ing.Marcus Hackel Prof. Dipl.-Ing. Mattias Ludwig Wiebe, Brenton 146483 04.12.90 Hochschule Wismar Fakultät Gestaltung Architecture, Masters

Introduction

Author’s Declaration

The future is bright. Technology is advancing at accelerating rates. Cities are overgrowing in population as transport systems attempt to keep ahead of the masses. Travel between cities has become faster, cheaper, safer, and increasingly convenient.

I hereby declare that I am the sole author of this thesis. I have used no aids other than those referenced. This is a true copy of the thesis, as accepted by my examiners.

Spending one study year in Germany, I became quite experienced at traveling between European cities via rail, airplane, motor vehicle, and even boat. I found interest in the infrastructure that connected cities, particularly rail transportation.

The locations at which these modes of transportation met, differed greatly from city to city. I have begun to appreciate the complexities of station design from the architectural to urban scale.

Because of Europe’s compactness, travel is fast and relatively inexpensive. In contrast, North America, is not nearly advanced in the area of transport. Due to its vastness between major cities and the lack of high speed rail, travel is expensive, slow, and unsustainable. While public transit and inner-city networks show sophistication, the connection between cities is outdated with slow trains and congested automobile highway traffic. Air travel is relatively expensive and airports are a long distance from city centers. Issues with North American suburban sprawl and car-dependent urbanization patterns need solving by means of fresh transportation networks and technologies.

I authorize Hochschule Wismar to lend this thesis to other institutions or individuals for the purpose of scholarly research.

I further authorize Hochschule Wismar to reproduce this thesis, in total or in part, at the request of other institutions or individuals for the purpose of scholarly research.

I understand that my thesis may be made electronically available to the public.

Wismar, 2016 Brenton Wiebe

Contents 6

theory

18

hyperloop

26

site context

36

process

58

design

102

references

Theory

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Abstract The concept of stations as nodes and places are often described and visualized by Bertolini (Bertolini 1996, Bertolini 1998, Bertolini and Spit 1998, Bertolini 1999) in two-dimensional plan view. The urban fabric is also commonly visualized as a two dimensional flat city, with integration occurring solely at grade. As is the case with train stations and train tracks, the nature of the track is limited to traveling on a horizontal plane, which in turn creates vast, wasteful railyards required for its own infrastructure. This thesis will explore the vertical dimension of node and place along with the integration of a new mode of transportation into an existing city center.

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Node and Place Bertolini’s concept of ‘node-value’ and ‘placevalue’ of transport stations, (Bertolini 1996, Bertolini 1998, Bertolini and Spit 1998, Bertolini 1999), is the foundation of this thesis. The concept has developed from research on station development which has been sparked by the renaissance of High Speed Rail, and used for the restructuring of urban areas.

As a geographical entity, a railway station has two basic, though partly contradictory, identities.

(See Figure 1) It is a node: a point of access to trains and, increasingly, to other transportation networks. At the same time, it is a place: a specific section of the city with a concentration of infrastructure but also with a diversified collection of buildings and open spaces. (Bert & Spit 1998) Furthermore, the integration of these ‘nodes’ and ‘places’ into cities can house physical human interactions in and around them, which in turn feed social and economic activities, leading to increased livability. (Bertolini 1999).

Both node and place have different degrees of strength. The strength of ‘node’ depends on the number of destinations easily accessible from the node, contributed by different modes of transport. The strength of place depends on the size, quality, and variety of public spaces and amenities, often realized in the form of shopping centers, restaurants, and hotels. What Bertolini further discusses is the balance between both node and place. (Bertolini 1999) Figure 2 explores

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the different node and place relationships within a station area and the degrees of livability. In the diagram, the y value corresponds to the node-content of an area, or to the accessibility of the node, and thus to its potential for physical human interaction (following the reasoning: the more people can get there, the more interaction is possible). The x value corresponds to the place-content of an area, or to the intensity and diversity of activities there, and thus to the degree of actual realization of the potential for physical human interaction (according to the idea: the more activities are there, the more interaction is actually happening). (Bertolini 1999, p.201).

The optimal graph location of node and place balance is when the node and place sustain each other, as seen along the center diagonal line in the accessibility zone. When balance is maintained but the node and place are too small, the station will become stagnant with few human interactions, defined as the dependency zone.

The opposite side of the spectrum produces too much human interaction, defined as the stress zone. When a node becomes too large without sufficient place and visa versa, it becomes unsustained. (Bertolini 1999, p. 201, 202) Balance, (as described by Conceicao 2015), refers not to a state of static equilibrium, but rather to a dynamic search for equilibrium. The constant changing features of ‘node’ and ‘place’ dimensions of station areas require their constant adjustment, at each moment. This dynamic movement is captured on a macro scale as the ever-growing city.

Station as a Node

Station as a Place

Station as a Node and Place

Node

Figure 1 Station as a node and place (Bertolini and Spit 1998)

Unsustained Node Stressful

Accessible

Dependant

Unsustained Place Place

Figure 2 The node-place model (Bertolini 1999)

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Station Evolution Furthering the concept of node and place balance, it becomes necessary to explore the evolution of station areas. The following analysis explores the success and failures of station (re)development periods and the relationship of node and place.

Although Bertolini’s concept is recent, it can still be relevantly applied to the history and evolution of train stations. (Paksukcharern, 2003). It is effectively, the manifested design of stations that have, in the past resulted in both magnets and repellents of city life. (Conceicao 2015) Prior to the invention of modern transport systems (locomotive, automobile, airplane, etc.), the evolution of traveling and transport has advanced in parallel with the evolution of technology: The underlying goal has always been to further decrease travel time while increasing the ability to transport larger loads. Humans have striven to compress time and space between two locations (from city to city or within a city). Successful transport is often linked to the success of a city. The Romans were successful conquerors because their roads were successful in refueling armies and covering great distances.

The same can be said about the cities that grew with the steam locomotive. (Lay 1992) Mankind’s pursuit to compress time and space between cities took a giant leap with the invention of the locomotive. The train station has evolved rapidly, from the invention of the first steam locomotive to the current application of

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High Speed Rail. The station has also undergone drastic changes, first from ‘a place to leave’ to now, ‘a place to be’. (Mulder 2008) .

Figure 3 categorizes the evolution of train stations into five different periods based on the node and place values in chronological order.

Genesis Period (1830-1850) With the invention of the steam engine in 1804 amidst the industrial revolution, a network of railway tracks began to connect cities and a new typology of architecture was formed; the train station (Meeks, 1975). The railway quickly became the principle mode of transport for goods and labor needed for industrialization. The initial relationship between the city and the railway was unprecedented and resulted in an experimentation phase or ‘Genesis Period’ from 1830 to 1850. The period was A mix of enthusiasm for the potential and fear of the unknown consequences of the new technology. (Conceicao 2015) People were uncertain whether the station would have a positive or negative influence if it was located in the city center. The excitement of some for the railway’s potentials was counterbalanced by the distrust of others (Meeks 1975) The result was the timid act of terminating the tracks at the outskirts of the city, labeling the stations as dirty industrial machines, unfit for the inner city. Often, the tying-in of stations resulted in physical, functional, and social conflicts resulting from the lack of integration between transport and urban policies. (Conticelli & Tondelli 2011)

Genesis 1830-1850

Expansion 1850-1900

Modern 1900-1970

Contemporary 1970-2020

Pneumatic 2020-Future

Node at edge of city

Development consumes node

Place within node

Node & place fusion

Multi-directional node & place

Horizontal node and place

Egress above and below tracks

Tracks below and above ground

Multi-level stations

Vertical station

Figure 3 Timeline of Train Station Periods

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Engineer Train Sheds

Similarities can be made between airports and train stations of the day. As with airports, the train station required an additional mode of transport to reach the city center. The Genesis period viewed the train station solely as a node. It soon became evident that by stopping the tracks at the city border, the railway was not reaching its full potential. (Meeks 1975) Since the early days of their encounter, railways and cities formed a complex relationship and influenced each other in many ways (Roth & Polino 2003). In the origins period, the station was considered strictly an infrastructure engineering project, with limited architectural influence. In the Genesis and Expansion periods, the design was divided into two separate realms; the architect designed the passengers building that faced the city, and the engineer designed the train shed that faced the tracks. (See Figure 4) Unlike other buildings in this period, the train station required large spanning structures made from the modern materials of glass and steel.

(Parissien 1997)

Architect Head Building

Expansion Period (1850-1900) The expansion period saw the city grow and besiege the train stations, originally placed on the outskirts of town. Naturally, the growth of the city occurred around the train station and in some cases, shifted the city center towards the train station. New train stations being built at the time, came up with interesting ways of integrating

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Figure 4 Work distribution

into the city: Amsterdam central station built on artificial island, centered within city’s concentric structure. In Venice, in order to make room for both the station and its forecourt, a convent and the church of Santa Lucia were demolished in 1861. The station, in turn, took up the name of the church. Centrally locating the station was of the utmost importance. (Meeks 1975) Becoming more central, the station formed an architectural expression with new engineering feats, not seen since cathedrals. The station had become the city gate with more social events occurring in the station area. People from all over the world would arrive and depart at the station, creating interest, excitement, and the ‘hustle and bustle’ atmosphere. Social events such as political campaigns and war send-offs began to define the station as something more than a node. As previously defined, the station was becoming more of a place. (Conceicao 2015) Architecturally, the typology of train station was undefined. Facades masked with neoclassicism, neo-renaissance, etc. were the architecture attempt of representing the social importance attached to transport. (See Figure 5) Often, the arching spans of the train sheds were reflected in the front facade. However, the designs were commonly formalist, with most common station front entrances highlighted by Doric columns and a classicism facade. The larger the station, the more extravagant the design, modeled after palaces and cathedrals with similar large spanning spaces. Particularly in the USA, the Beaux-Arts

style became dominant. (Parissien 1997) Throughout the expansion period, three principal types of stations were explored; the one-sided station, two-sided station, and head station, which became the most popular. The head building type was able to house more non-transport functions such as hotels and restaurants. The design was also easier to integrate with the city and its tracks, not fully cutting the city in two. Soon, tunneling pedestrian walkways below the one-sided and two-sided station tracks proved to soften the barrier of the tracks around the station. Still, the tracks further away from the tunnels created a barrier effect within the city. (Meeks, 1975) In the greater context of connecting a rail system to the city center, the issue of the tracks cutting the urban fabric in half was ongoing.

Furthermore, the wide rail yard corridors required at terminal stations led to city scarring .

(Conceicao 2015) Before the advent of placing rail below or above ground, the railway corridors created a barrier effect as defined by Jane Jacobs.

Soon the physical barrier of the tracks became social barriers, as grime, heaps of equipment, exhaust fumes, noise and vibrations began to detract human habitation near the tracks.

Along with the deterioration of environmental quality, safety became a factor with inadequate safeguards, and level rail crossings. Jacobs notes that the immediate environment on either side of the tracks proves particularly dysfunctional , with dead ends referred to as social vacuums . It is only the buildings that serve or are served by the train

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that succeed. (Jacobs 1991) Modern Period (1900-1970) The era of electric locomotives brought a new technology of transport to the modernized world. Respectively, train station design also evolved from neoclassicism into modernism.

In this period, existing stations had either been completely engulfed by the city, or new stations were being located central in the city. As defined by (Conceicao 2015), the stations of this period were working as a node and the surrounding urban area working as a place. Still, place had not yet been integrated within the functioning station area. Non-transit functions within the station were kept to a minimum, in order to keep operation costs low (Paksukcharern 2003).

Particularly in North America, the decline of rail can be attributed to the rise of the automobile and air transport. Enthusiasm for the railway was soon overshadowed by favor of private automobile transportation which allowed complete freedom of travel and air transport which was faster, newer, and more exciting. Also, train stations were associated with the afflicted social areas due in part to the barrier effect and the overall dirty image of expansive infrastructure.

Contemporary Period (1970-2016) The advent of the high speed rail has once again revolutionized train technology, leading to a reboot of popularity in train transport.

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The new technology of magnetic levitation has made transport faster, cheaper, and more environmentally friendly. Redevelopment of existing railway stations and station areas has brought more consideration into urban design aspects. Attempts to design the station, along with its surrounding area as one integrated place have become the norm, creating a strong connection between train station and urban fabric.

The contemporary period has been strengthened by efforts to create high-speed networks across the world. Partly responsible for this shift in transport, again was the automobile. The urban sprawl in recent years has not been able to be supported by the automobile due to problems with traffic congestion and pollution. The solution to these problems has been rail. The stated goal of the EU is to develop a trans-European highspeed rail network (Peters & Novy 2012) Train Station Area Development research has directed the focus towards the concept of node and place balance. Nodes have improved with the (re)development of major, intercity railway station buildings into centrally located, intermodal hubs. Places have improved with the parallel (re)development of underused land and development rights inside or immediately adjacent to the station buildings. (Peters & Novy 2012) Stations have become much more equipped with non-transport related functions (hotels, restaurants, shopping, etc.), acting as the center of urban activity.

Figure 5 - Photograph of Vancouver Waterfront Station

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Along with a strong sense of place, the aspect of the node has been reinforced with multi-modal connections linking everything from local to international destinations (Conceicao 2015). The ease of connection between transport modes and their infrastructures allows commuters a more seamless experience. Ideally, the transport node can support every mode of transport; train, bus, trams, metro, car (sharing), bicycles, boats, and direct connections to air transport.

The importance of both private and public transport complementing each other, rather than competing, has only recently emerged.

Also, non-motorized forms of travel have been given priority to the station, featuring, walkable and easily accessed locations (lowering carbon footprints). (Peters & Novy 2012) The following is a review of the different combinations of station layouts (See Figure 6).

Often dependent on the specific site and the existing condition, the configuration of the tracks and station (within the city) have concluded to three main design approaches, ground tracks, elevated tracks, and underground tracks.

Ground Tracks Tracks that travel on grade are the original configuration and most common, as they are most cost-effective and simple to (re)develop.

However, they often have the strongest impact on urban surroundings, acting as social vacuums.

Crossing the tracks is either dangerous at grade or difficult with multi-level crossings above or

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below the tracks. The railroad corridor often occupies a large footprint, leaving minimal space for surrounding development.

Elevated Tracks The effects of elevated tracks should in theory, soften the impact on urban surroundings by allowing the at-grade passage below (or occasionally above) the tracks. However, road infrastructure often travels parallel with elevated tracks, creating the same barrier the elevated tracks attempted to destroy. This priority of the automobile over the train leaves a very limited amount of connection points beneath the tracks.

Also, elevated tracks create noise, pollution, visual impacts, and limited flexibility when redeveloping the station, the infrastructure, and surrounding buildings.

Underground Tracks Tracks located below grade have a very soft impact on urban surroundings and have become popular among train station (re)developments within dense urban centers. Similar to elevated tracks, the opportunity for at-grade passage across the tracks is rarely executed in these situations. Coming at a high cost, underground tracks are often constructed in order to build more road infrastructure at grade. For the user, there is a lack of connection with the street level, along with a lack of light in the underground platforms. The access and locations of these stations are often unclear with large distances between entrances and transport modes.

above grade

at grade

below grade

Pneumatic (2020 - future)

terminal station

through station

In 2013, Elon Musk first released the “Hyperloop Alpha” paper, a document explaining his idea for what he has called, “the fifth mode of transportation”, the hyperloop. The system would consist of a network of low-pressure tubes in which pressurized pods are transported at speeds reaching 1200 kilometers per hour, supported by a cushion of air. Musk’s proposal was meant to address several major problems in existing modes of transportation (planes, trains, boats, cars): safety, speed, cost, convenience, susceptibility to weather, sustainability of power source, earthquake resistance, and disruption to those along the route.

urban fabric

station

transport network

means of egress

Within dense, urban centers, the tubes will run underground. In suburban areas, the tubes will run above ground along highways.

Figure 6 - Terminals and Through Stations (modified from Conceicao 2015, p65)

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Hyperloop

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Passenger Pod A typical passenger pod will be able to accommodate 2 rows of 10 people (20 people total), along with their luggage. A center aisle within the pod allows access to a toilet in the rear of the pod as well as access to storage in the nose.

For the purpose of this thesis, pod dimensions of 15.0m x 2.5m x 2.5m will be assumed.

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Freight Pod Transporting shipping containers in a Hyperloop pod will reshape the transport industry. A smaller container size would need to fit into the passenger pods in order to be used in the Hyperloop network. The Hyperloop shipping container size would be 1/8 the size of a standard shipping container (6.1m x 1.2m x 1.3m), allowing for grouping and stacking within city ports.

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hyperloop network

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vancouver

2 west 4 coast connection

15 mins to seattle

30 mins to portland

60 mins to san francisco

120 mins to los angeles

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Site Context

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The Challenge Integration of a 5th mode of transportation into a dense city center. How does a Hyperloop Station physically fit into Vancouver’s city centre?

Existing transportation footprints in Vancouver: (approximate areas)

Air:

> 13.2 km²

(Vancouver International Airport) Rail:

> 0.9 km²

(not including rail corridors and skytrain) Ship:

> 1.1 km²

(Port of Vancouver) Road:

40 - 50 %

(roads, highways, parkades, etc.)

Hyperloop: (tubes below grade)

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< 0.2km²

29

pre-1880

1887

-Pre-settlement -Untouched land -Tracks extend west -Ships explore further inland

-Tracks extend west -Station established near to lumber mills and wharfs -Vancouver port established

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Station

Street (bus) network

Hyperloop network

Tram network

Railway network

Vancouver Airport

Ship network

Float Plane Airport

Skytrain network

Helicopter Airport

1897

1927

-Tram network introduction -Development across greater Vancouver area

-Eastern False Creek filled-in -Terminal stations developed -Tram network expanded -Port expanded

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1955

1980

-Trams exchanged for bus network -Street network increased -Airport located 14km south of downtown

-Southern stations merge -Street network increased -Access into downtown optimized

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Station

Street (bus) network

Hyperloop network

Tram network

Railway network

Vancouver Airport

Ship network

Float Plane Airport

Skytrain network

Helicopter Airport

1994

2016

-Skytrain line introduction -Expansive port reduction -Train line shrinkage -Float plane / helicopter center

-Skytrain network expanded

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2020

2050

-Hyperloop Station introduction -Vancouver connected to network -Skytrain network expanded -False creek railyards removed

-Hyperloop network expanded -Port of Vancouver reduced -Hyperloop transporting cargo

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Street (bus) network

Station

Tram network

Hyperloop network

Vancouver Airport

Railway network

Float Plane Airport

Ship network

Helicopter Airport

Skytrain network

This exercise demonstrates the importance of node placement within a city. The attempt to create new terminal stations outside the city center in 1927 proved unsuccessful. The location of the current Waterfront Station will continue to stand as the principal node of Vancouver.

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PROCESS

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Goals

minimize footprint maximize public space maximize time efficiency preserve waterfront station connect seawall west to east orient arrivals to city reflect Hyperloop network integrate with infrastructure explore new technologies simplify concept display movement

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Existing Station - 4 levels of office space + ground level retail - 10+ retail stores - total building area: 13815 square meters - approximately 50,000 people per day Station History 1910 - built for Canadian Pacific Railway 1914 - pacific terminus for passenger trains 1976 - CPR ceased operations - station change 1977 - changed to inter-modal transit hub 1977 - Seabus began operations 1985 - skytrain Expoline connection 1991 - designated as a Heritage Railway Station 1995 - West Coast Express train connection 2009 - skytrain Millennium connection 2020 - Hyperloop connection (Kalman, Ward 2012)

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The existing Waterfront Station is a Vancouver landmark and must be maintained and treated respectfully. Views of the station from the street and water must also be maintained.

Currently the station is underused, but it has the potential to fully operate in conjunction with the hyperloop station, as a head building . Waterfront station has a large concourse space for the passage of large crowds arriving and departing, capable of supporting the node . The station also has sufficient support space for restaurants, retail, etc.

The addition of a hyperloop station is similar to what a train shed would be considered in the Genesis era. (See figure 4) Train sheds were utilitarian and demonstrated structural ingenuity with impressive technologies, large spaces, and natural day lighting.

The Hyperloop Station will be â&#x20AC;&#x2DC;plugged inâ&#x20AC;&#x2122; to the existing Waterfront Station building. The connection will occur below grade, allowing the original station to remain untouched.

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Conventional elevators in tall buildings require a large footprint

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Double-decker elevators move more people by stacking cars but cars experience phantom stops and extra power is consumed when moving empty cars.

TWIN elevators is a flexible system that allows you to park cars that are not in use.

http://www.thyssenkrupp-elevator.com/fileadmin/media/pdf/multi_brochure.pdf

MULTI elevators are rope-less linear motors with the ability to travel horizontally. MULTI optimizes traffic with a greater handling capacity and overall efficiency.

NODE (train shed)

PLACE (head building)

Applying the concept of a circulating MULTI elevator by Thyssenkrupp would allow only two pairs of elevator shafts, further minimizing the floor plate.

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Vancouver Roundhouse (1953) 44

4300 m 2

2400 m 2

650 m 2

500 m 2

500 m 2

Floor Plate Design Process: The amalgamation of loading, unloading, maintenance, and pod rotation into one gesture further decreases the building footprint. Rotating the main platform allows for loading and unloading to occur while the Hyperloop pod is turning into its departure position.

During the 19th century, the most efficient way to rotate locomotives was with the help of the roundhouse. A roundhouse was a circular or semicircular train shed with a turn-table located in the centre. Early locomotives were not able to travel backwards, and needed to be rotated 180 degrees for the return journey. The system

was efficient and allowed for a small footprint in comparison to a long-curving turnaround track, spanning great distances and covering valuable land.

Applying the simplicity of a rotating floor plate to the Hyperloop Station, allows for time and space efficiency with the smallest possible footprint. Vertical repetition allows the height of the building to match the Hyperloop traffic demand while maintaining the same footprint.

A stackable system of floor plates and elevators allows the design to grow in height based on demand of Hyperloop traffic.

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6.5 minutes

1.0 minute

0°

• departures enter platform • pod enters platform

36°

• pod door 1 opens • arrivals unload • pod cleaning

6.5 minutes

108°

• pod door 2 opens • baggage load

6.5 minutes

72°

• • • •

baggage unload arrivals exit pod door 1 closes pod cleaning

6.5 minutes

144°

• departures load • pod maintenance • final inspection

1.0 minute

180°

• pod reverses and departs

28 minutes / pod turnover (unload 20 passengers + load 20 passengers ) = 86 passengers / hour / floor

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Vancouver Traffic Demand

2,320 passengers per hour 86 passengers per platform per hour

= 27 platforms

Traffic numbers are assumed to be comparable with the Vancouver International Airport.

(Embarking and disembarking 2,320 passengers per hour. 20,315,978 passengers per year)

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48

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aerial imagery

existing node

existing place

50

physical barrier

old vs new

historic gastown

developed waterfront

shore reclamation

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view corridors

potential sites

cover tracks

52

seawall extension

consolidate

enter hyperloop

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54

55

56

57

58

Design

59

60

t

granville st

hub s

w cordova st

61

south elevation

62

east elevation

63

howe

south perspection

64

granville

station

w cordova

hub street

existing infrastructure

east perspection

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A

B

DN

C

LOAD

UP

DYNAMIC STATIC

DN

UNLOAD UP

A hyperloop pod elevator

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B human elevator

C stairs

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Plugging into the Waterfront Station from below grade utilizes the open space of the concourse without effecting the stationâ&#x20AC;&#x2122;s organization.

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form follows circulation

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71

skin

structure

circulation

rotating roundhouse

h u m a n e l e va t o r

p o d e l e va t o r

exit stairs

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The buildingâ&#x20AC;&#x2122;s skin acts as an information board, displaying the departure times and destination for each platform.

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The ground level of the building boasts of its minimal footprint. Steel and glass fins rise through a concrete plaza, creating a space for an open Hyperloop pod showroom allows the public to familiarize themselves with the new technology.

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wall to ï¬&#x201A;oor connection

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77

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At the top interchange, all functional circuits are connected. Both human and pod elevators cross over from departures to arrivals. The stair circuit continues to the top, finishing in an outdoor roof deck viewing platform as well as an enclosed viewing platform on the highest level.

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elevator shaft detail

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glazing detail

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Views of the Vancouver North Shore mountains give a reference of location to arrivals. The Waterfront Station is also visible from any level on the opposite elevation.

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85

86

87

south perspective

88

north perspective

89

vancouver traffic demand

2,320 passengers per hour 86 passengers per platform per hour

= 27 platforms

90

91

92

The Hyperloop Station concept could be implemented into any city, with the height of the station directly relating to the Hyperloop traffic demand. Multiple stations could be placed strategically throughout megacities amidst the dense skyscrapers. The following images are solely conceptual imagery.

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new york traffic demand

6487 passengers per hour 86 passengers per platform per hour 75 = platforms

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95

96

london traffic demand

8,796 passengers per hour 86 passengers per platform per hour = 102 platforms

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98

shanghai traffic demand

11,301 passengers per hour 86 passengers per platform per hour = 131 platforms

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1:500 - Acrylic, MDF

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101

References: Bertolini, L. (1996) Nodes and places: Complexities of railway station redevelopment. European Planning Studies p.

331-346 Bertolini, L. (1998) Station area redevelopment in five European countries: an international perspective on a complex planning challenge. International Planning Studies, p. 163-184 Bertolini L. Spit T. (1998) Cities on Rails: the Redevelopment of Railway Station Areas. E & FN Spon, London Bertolini, L. (1999) Spatial development patterns and public transport: The application of an analytical model in the Netherlands. Planning Practice and Research, 14(2):199–210.

Conceicao, A. (2015) From city’s station to station city. Delft University, Delft Paksukcharern, K. (2003). Node and Place: a study on the spatial process of railway terminus area redevelopment in central London. Doctoral Thesis. University of London, London.

Lay, M.G. (1992) Ways of the world: a history of the world’s roads and of the vehicles that used them. Rutgers University Press Mulder, R. (2008) The high-speed railway station of the future - How to achieve it?. Presentation to the sixth UIC High-Speed Rail Congress, 17 - 19 March. UIC, Amsterdam.

Meeks, C.L.V. (1975) The railroad station: an architectural history. New Haven: Yale University Press Conticelli, E., & Tondelli, S. (2011) Railway Station Role in Composing Urban Conflicts. TeMA, 4(4), pp.

47-58.

Roth, R., & Polino, M-N. (2003) The city and the railway in Europe. Aldershot: Ashgate.

Parissien, S. (1997) Station to station. Phaidon Press Limited p. 25-29 Jacobs, J. (1991) The Death and Life of Great American Cities, New York: Random House, Inc. Peters, D., & Novy, J. (2012). Train Station Area Development Mega-Projects in Europe: Towards a Typology. Built Environment , 38 Musk, E. (2013) Hyperloop Alpha (PDF) Kalman, H. Ward, R. (2012) EXPLORING VANCOUVER The Architectural Guide. Douglas And McIntyre Ltd., Canada

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Historic Maps (in order): City of Vancouver Archives (1932) MAP 56.02 - [Draft map of Indian villages and landmarks, Burrard Inlet and English Bay, before the whiteman came] (ca. n.t.s.) Vancouver (B.C.) Matthews, James Skitt, Major City of Vancouver Archives (1893) MAP 50 - Burrard Inlet (ca. 1:36235) London (England). United Kingdom, Admiralty City of Vancouver Archives (1893) MAP 230 - City of Vancouver (ca. 1:21,120) Vancouver (B.C.). Vancouver (B.C.).

Engineerâ&#x20AC;&#x2122;s Office City of Vancouver Archives (1927) MAP 772 - Greater Vancouver, British Columbia: regional major street plan (ca. 1:99 000) Vancouver (B.C.). Vancouver (B.C.). Town Planning Commission City of Vancouver Archives (1955) MAP 168 - City of Vancouver, British Columbia (ca. 1:18,103). Vancouver (B.C.).

Vancouver (B.C.). Planning Department City of Vancouver Archives (1980) MAP 778 - City of Vancouver, British Columbia : co-ordinate street index map 12 (ca. 1:14,400). Vancouver (B.C.). Vancouver (B.C.). Engineering Services Google Maps. (1994) Vancouver, B.C. Retrieved from www.google.ca/maps/ Google Maps. (2016) Vancouver, B.C. Retrieved from www.google.ca/maps MULTI Elevator: (Images and information) http://www.thyssenkrupp-elevator.com/fileadmin/media/pdf/multi_brochure.pdf Flight Data: Vancouver - YVR - http://www.yvr.ca/en/media/facts-and-stats New York - JFK - http://www.panynj.gov/airports/pdf/JFK_Dec_2015.pdf London - LHR - https://www.caa.co.uk/Data-and-analysis/UK-aviation-market/Airports/ Shanghai - PVG - http://en.shairport.com/2016-01/08/content_22998394.htm Photographs: Province Newspaper (photographer). (1953) C.P.R. yards on False Creek. Retrieved from http://www3.vpl.ca/dbtwwpd/exec/dbtwpub.dll

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Together with this thesis, a video rendering captures the movement of the proposed Vancouver Hyperloop Station.

Scan PR code or visit: brentwiebe.squarespace.com/videos

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