Christian Snowden_Thesis Book Final 2012 by Chris Snowden

M a i n S t r e e t S tat i o n _ R i c h m o n d ’ s H i g h - S p e e d R a i l H u b

w r i t t e n b y CHRI S TIAN S NOWDEN

Main Street Station: Richmondâ&#x20AC;&#x2122;s High-Speed Rail Hub Christian Michael Snowden Accepted in Partial Fulfillment of the Requirements For the Degree of Master of Architechture at: The Savannah College of Art and Design ÂŠ September 2012 Christian Snowden The author herby grants SCAD permission to reproduce and distribute publicly paper and electronic thesis copies of document in whole or in part in any medium now known or hereafter created.

Signature of Author and Date______________________________________________________________________________

_______________________________________________________________________________________________/___/___ Arpad Ronaszegi, Professor of Architecture, Committee Chair

Date

_______________________________________________________________________________________________/___/___ LaRaine Papa Montgomery, Professor of Architecture, Faculty Advisor

Date

_______________________________________________________________________________________________/___/___ Justin Gunther, Professor of Historic Preservation, Topic Consultant

Date

Main Street Station: Richmondâ&#x20AC;&#x2122;s High-Speed Rail Hub

A Thesis Submitted to the Faculty of the Architecture Department in Partial Fulfillment of the Requirements for the Degree of Master of Architecture

Savannah College of Art and Design

By Christian Michael Snowden Graduate Thesis (Arch 799) Savannah, GA September 2012

DEDICATION

I would like to dedicate this thesis to the two people I am most grateful to have in my life, my parents. You both have allowed me to become an exceptional human being and were the initial spark that led to my choice of pursuing architecture as my life passion. To my father, who has always been a great friend, has made me a fellow Volvo lover and is the man I respect most in my life. To my mother, who has devoted her life to seeing me succeed at everything I have attempted, and never allowing my learning disabilities to disrupt my life and desire to become an architect. I canâ&#x20AC;&#x2122;t imagine another mother who would do anything for her son, most of the time without a simple thank you. I love you very much and canâ&#x20AC;&#x2122;t imagine living without your unwavering support and hard work throughout my life.

I also dedicate this thesis to my grandparents, Pops and Grandma Val. Without your financial support, I am almost certain my life would have taken a much different path. I have been fortunate to not only attend one of the best private high schools, but also a very expensive private art school. I love and miss you both very much.

I also dedicate this thesis to Professor LaRaine Montgomery. I first met you during a portfolio review session before I began my education here at SCAD, and since then you have been like a second mother. You have taught me to always be my best and to never settle for less. I will always keep close the lessons and skills you instilled in me during Graphics for the Building Arts, Studio II and throughout this past year. I know there are many chapters in life, but it is hard to believe that I have closed this chapter. It has been a chapter that would not have been as meaningful without your presence.

ACKNOWLEDGEMENTS The completion of this thesis would not be possible without the support of my committee members; Arpad Ronaszegi, LaRaine Papa Montgomery, and Justin Gunther. Each committee member, offering his and her highly influential knowledge, continuously pushed for the most developed investigation possible. A sincere thanks to my friends and fellow architecture students, your advice and support helped to complete this thesis. I am especially indebted to Christopher Ireland, who helped to propel my design into an architectural masterpiece.

TABLE OF CONTENTS

001

Thesis Abstract 015 Thesis Proposal 017 Chapter 1

A Need For High-Speed Rail

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Chapter 2 Urban Sustainability 056 Chapter 3 Case Studies 088 Chapter 4 Site and Building Analysis 112 Chapter 5

Schematic Building & Site Design

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Chapter 6 Design Development 264 Chapter 7

List of Citations

298

TAB LE OF C ON T EN T S

List of Figures & Illustrations

LIST OF ILLUSTRATIONS

Chapter 1 1.01 Todorovich, Schned & Lane. “High-Speed Rail: International Lessons for U.S. Policy Makers.” Cambridge: Lincoln Institute of Land Policy, 2011. p 5 1.02 Todorovich, Schned & Lane. “High-Speed Rail: International Lessons for U.S. Policy Makers.” Cambridge: Lincoln Institute of Land Policy, 2011. p 9 1.03 Todorovich, Schned & Lane. “High-Speed Rail: International Lessons for U.S. Policy Makers.” Cambridge: Lincoln Institute of Land Policy, 2011. p 11 1.04 Todorovich, Schned & Lane. “High-Speed Rail: International Lessons for U.S. Policy Makers.” Cambridge: Lincoln Institute of Land Policy, 2011. p 12 1.05 Todorovich, Schned & Lane. “High-Speed Rail: International Lessons for U.S. Policy Makers.” Cambridge: Lincoln Institute of Land Policy, 2011. p 12 1.06 Todorovich, Schned & Lane. “High-Speed Rail: International Lessons for U.S. Policy Makers.” Cambridge: Lincoln Institute of Land Policy, 2011. p 19 1.07 Todorovich, Schned & Lane. “High-Speed Rail: International Lessons for U.S. Policy Makers.” Cambridge: Lincoln Institute of Land Policy, 2011. p 43

Chapter 2

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 13

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 13

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 15

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 16

Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 17

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 46

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 48

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 23

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 24

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 25

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 30

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 29

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 33

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 40

LIST OF ILLU ST R AT ION S AN D F IGU RES

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 35

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 45

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Gehl, Jan. Places for People. Melbourne: Gehl Architects. Web. 21 Oct. 2011. <www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>. p 49

Chapter 3

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THESIS ABSTRACT

is not only functional as a departure point, but IS the new entrance to the city of Richmond. The new Main Street Station will address physical and social voids by transforming current harsh asphalt landscapes and vacant lots into a vibrant focal point of urban renewal and enhanced community connectivity.

T H ESIS AB ST R AC T

The architecture of this thesis acts as a large urban sculpture and as an iconic high-speed rail station that

016

THESIS PROPOSAL

Richmondâ&#x20AC;&#x2122;s Main Street Station holds a significant roll in the redevelopment of the region, as plans are made for it to become a stop on the Southeast High Speed Rail Corridor. With its proximity to Washington, D.C. the station is an obvious candidate for rail service between the two cities with multiple daily trips. Not only is high-speed rail the future frontier of travel to and fro, Richmond, but there has also been an emergence of bus companies (other than Greyhound) that currently depart from the station. It makes sense to design the appropriate multimodal transit hub to house all pertinent travel modes on one site.

Specifically, the intent is to adaptively reuse and revitalize the existing train shed, which was originally completed in 1901.

The train shed will retain its original function and will gain an important cultural and mixed use function similar to New York Cityâ&#x20AC;&#x2122;s Grand Central Terminal and Union Station in Washington, D.C. The Station will need to address security and safety guidelines. The 123-by-517 foot train shed on the north side of the station is historically designated as well, and was one of the last gable-roofed train sheds ever built, as architects finally went to arched balloon sheds when the structures needed to be longer than that.

Located in Shockoe Bottom the Station is a focal point between the downtown financial district, Churchill, Union Hill, the VCU

Medical Center, Tobacco Row and the River District. The site is bound by Interstate 95 to the West, Broad Street to the North, Main Street to the South and one block of vacant lots to the East to 17th street. Vehicular circulation through the site will be important in allowing for easy drop-off or parking opportunities. There will be a place for taxis and buses to wait for arriving passengers. The area to the northwest will serve as an open public plaza that will include the recently discovered negro burial ground, the Lumpkins Jail 017

that previously was located on the site during the 1800s. While the area to the east of the shed will offer parking, retail businesses, and restaurants. A large urban redesign must be considered to allow for this new station to function properly.

Research must encompass the future of American high-speed rail. Millions of dollars have already been allocated to develop the high-speed rail lines between important American cities, so it is evident that high-speed rail is more than a possibility. Utilizing the existing Main Street Station entails research regarding adaptive reuse and historic

T H ESIS PR OPOSAL

Method of Inquiry:

preservation. Specifically, the redevelopment of past train stations and surrounding areas as well as the success of original designs must be considered. Amtrak will most likely provide future national high-speed rail service, and highspeed rail guidelines must be researched and established. Urban design plays a huge role in the redevelopment of the area. Intended Outcome: The intended outcome of the thesis is to create a unified design that addresses urban planning, high-speed rail service, and adaptive reuse of the historical station. There is a need to create a arrival and departure site for the City of Richmond. Because the station is located at an important transitional node between downtown and Shockoe Bottom the urban design and redevelopment must be seamless yet create a sense of gathering. Also, because there is no specific standard for high-speed rail stations, a new station typology will need to be created.

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C H A P T ER 1 A NEED FOR HIGH-SPE E D R AIL TH E SEC O N D R A I LWAY A G E & T H E FU TU R E OF AM E R IC AN

S ECTI ON 1 I n t rodu c t ion S ECTI ON 2

High - S pe e d Ra il + His t ory

S ECTI ON 3

Be n e f it s of High - S pe e d Rai l

S ECTI ON 4

S t a t ion L oc a t ion & De s ign

S ECTI ON 5

Th e Nort h e a s t Corridor

S ECTI ON 6 Con c lu s ion

TR AVE L

Intro d u c t i o n

new high-speed rail lines. China has invested several hundred billion dollars in building the most extensive high-speed rail system by 2012. Also, a couple of oil rich Middle Eastern countries are planning to spend billions of dollars to link the region together. Saudi Arabia has already begun construction

High-speed rail (HSR) has been utilized throughout the world

on a 276-mile high-speed rail line connecting the Islamic holy

and is now being planned and developed in the United States.

cities of Mecca and Medina. There are preliminary plans to

Countries such as China, Japan, Spain, Germany and France

connect Baghdad and Basra in Iraq. Within The European

have invested heavily in modern high-speed rail systems to

Union (EU) system France is planning more than 2,500 miles

satisfy the current and future travel demands of its citizens.

of new high-speed rail lines. Spain is constructing 1,500 miles

Meanwhile, over the past 50 years the United States has

of high-speed rail lines, and England has proposed the second

focused on the development of its interstate highway system

phase of its national high-speed rail network. (Todorovich,

and aviation systems (Image 1). With the 2009 launch of the

Schned & Lane 2)

High-speed Intercity Passenger Rail Program (HSIPR), the

023

The United States has been slow to invest in high-speed

United States has begun its journey to create its own network

rail, but planning and policy making are now being pursued

of connectivity between and within its urban centers.

with a greater dedication than ever before. â&#x20AC;&#x153;In 2009 and 2010,

the U.S. Congress appropriated $10.1 billion towards a new

At least 19 countries are currently building or planning

C H APT ER 1 SEC T ION 1

competitive grant program for high-speed rail, and President Barack Obama’s 2012 budget proposal assigns $53 billion over the course of six years to begin developing a national

could connect up to 80 percent of Americans” (Todorovich, Schned & Lane 5). This initiative is broadly supported across the country by at least 39 states that have sought funding since 2009. But support is not widespread. Although, $10.1 billion has been infused into the new program, the existing

1.01

TOTAL FEDERAL SPENDING ON HIGHWAYS, AVIATION, AND RAIL,

agencies such as the Federal Railroad Association (FRA)

1956-2009

A N EED F OR H IGH -SPEED RAIL

high-speed and conventional passenger rail network that

have had to simultaneously plan and make policies pertaining to high-speed rail. The FRA’s usual role is to enforce safety regulations of America’s railroads. (Todorovich, Schned & Lane 5)

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H ig h - S p e e d R a i l

speed rail is more than just upgraded tracks and new trains. High-speed rail is a “complex system of rail operations and maintenance technologies and procedures, commercial and management policies and approaches, and innovative financing sources and mechanisms” (Todorovich, Schned &

025

The term high-speed rail refers to “a variety of modern railway

Lane 6). Each component of this network contributes to high-

technologies that allow passenger trains to reach higher

speed rail’s utility and competitiveness. (Todorovich, Schned

velocities than conventional trains” (Todorovich, Schned &

& Lane 6).

Lane 6). The internationally recognized definition of high-speed

refers to rail operations at or above 155 mph. As of January of

of high-speed rail have emerged that consist of various

2011, trains in 11 countries operate at speeds up to 185 mph

combinations of new track and train technology. The first

with several reaching 215 mph. The world’s fastest passenger

and oldest of the models is termed ‘dedicated’ that refers

train operates out of Shanghai, China and reaches a top speed

to independent tracks for high-speed rail. The Japanese

of 260 mph using magnetic levitation technology (maglev).

introduced this system in 1964 with the Shinkansen Line or

High speed rail lines require advanced signaling systems to

“new trunk line”, the world’s first high-speed rail line. This

allow trains to operate at greater frequencies, thus creating a

system was developed because Japan’s existing rail lines

greater capacity to move passengers from city to city. High-

were to heavily congested with freight and conventional

Over the last 50 years, four major operational models

C H APT ER 1

model to successfully connect its cities.(Todorovich, Schned

new high-speed trains (Givoni 593-594). The second model

& Lane).

is ‘mixed high-speed’, that refers to both conventional tracks

dedicated, high-speed tracks that serve high-speed trains

New Tech n o l o g i e s

exclusively. France’s TGV (Train à Grande Vitesse) exemplifies this model, and does so quite efficiently. (Todorovich, Schned & Lane 6)

The third model, ‘mixed conventional’ has dedicated,

high-speed, standard gauge tracks that serve both highspeed and conventional trains equipped with a gaugechanging system; and conventional, nonstandard gauge tracks that serve only conventional trains. Spain’s AVE (Alta Velocidad Espanola) utilizes this model. The fourth model, ‘fully mixed’, meaning that most of the tracks are compatible with all high-speed rail, conventional passenger, and freight trains. Germany’s ICE (Inter-City Express) utilizes this simple

There are two prominent high-speed rail technologies that

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that serve high-speed and conventional trains; as well as

SEC T ION 2

passenger trains and the track gauge did not support the

have developed over the last few decades; known as a tilting mechanism and magnetic levitation (maglev). In regions where high-speed trains must use existing conventional rail, sharp curves can create centrifugal forces that cause significant discomfort to passengers. To combat this discomfort, rail engineers developed a mechanism that counteracts these forces by slightly tilting the trains as they slow down to enter these curves. Many Italian and Swedish high-speed trains, 026

as well as Amtrakâ&#x20AC;&#x2122;s Acela Express and Cascades service,

Hi s to ry o f High- Sp e e d R a il

use this tilting technology. This technology avoids the high cost of constructing new dedicated high-speed rail lines in areas without sufficient demand to justify such a huge investment (Givoni 596). Maglev technology is completely different than traditional steel-wheel-on-steel-rail technology.

High-speed rail is not a new transportation technology.

Electromagnetic force is stored in very powerful magnets

Japan has been the international pioneer since they opened

embedded in the guideways and the underbody of the trains

the first high-speed rail line in 1964. When the Shinkansen

that cause the train to hover and propel itself forward at

Tokaido line opened it had an initial speed of 130 mph, but the

extremely high speeds. This is a dedicated track technology,

maximum speed has risen to 168 mph, bringing Tokyo and

so regular passenger and freight trains are incompatible. Test

Osaka within a three-hour journey of each other. The Tokiado

maglev trains in Japan have reached over 360 mph. China

line has served more than 5 billion passengers and is by far

is the only country with existing maglev train in commercial

the worldâ&#x20AC;&#x2122;s busiest high-speed rail line. High-speed rail did

operation. (Givoni 597)

not catch on until 1981, when France introduced its TGV line connecting Paris with Lyon, Franceâ&#x20AC;&#x2122;s second largest urban center. The TGV operates at 168 mph reducing the travel time to two hours for the 280-mile journey. France was able to

027

C H APT ER 1

system that utilizes conventional tracks on the approaches to

in 2003, shortly there after it had already built the worlds most

main stations. This was done to avoid major disruption due

extensive high-speed rail line. By January 2011, “China had

to construction and unnecessary scaring of the urban fabric.

opened 3,914 miles of high-speed rail line (nearly 40 percent

(Todorovich, Schned & Lane 7-8)

of the world total), had 2,696 miles under construction, and

was planning another 1,802 miles” (Figure 1.02) (Todorovich,

In 1991, Germany’s Deutsche Bahn opened its

first Inter-City Express (ICE) service between Hamburg and

Schned & Lane 8).

Munich via Frankfurt. Originally this system was designed for both freight and passenger trains, but has since switched to

A N EED F OR H IGH -SPEED RAIL

speed rail is China. China opened its first high-speed rail line

SEC T ION 2

lower construction costs by adopting a mixed high-speed rail

limited or no freight service. In 1992, Spain’s Alta Velocidad Española (AVE) line between Madrid and Seville at speeds up to 192 mph. The only other country to construct high-speed rail in the 1990s was Belgium, which connected Brussels to London and Paris in 1997 via the Eurostar system. Since 2000, high-speed rail service has been introduced in England, South Korea, Switzerland, Taiwan, The Netherlands, Turkey, and the United States. The eighth and recent entry into high-

1.02

HIGH-SPEED RAIL IN OPERATION AND UNDER CONSTRUCTION WORLDWIDE 028

029

1.03

MEGA-REGIONS OF THE UNTIED STATES

C H APT ER 1

(Todorovich, Schned & Lane 11). Mega-regions stretch over hundreds of miles with populations greater than 10 million people. They provide an ideal setting for high-speed rail

areas and their central business districts within corridors or The factors that are beneficial to high-speed rail ridership, such

networks of 100 to 600 miles” (Figure 1.04) (America 2050,

as congestion in competing modes of travel and population

Todorovich, Schned & Lane 12). For distances greater than

density, are found primarily in 11 large mega-regions that

600 miles, the aviation system will provide the most cost-

contain 75 percent of America’s population and jobs (Figure

effective and energy-efficient transportation option.

A N EED F OR H IGH -SPEED RAIL

networks because “they concentrate multiple metropolitan

SEC T ION 2

F ocu s o n M e g a - R e g i o n s

1.03). In the most recent draft of the National Rail Plan, the United States Department of Transportation highlights the growing population, road and air congestion in U.S. megaregions as important challenges that could be addressed by investments in freight and passenger rail.

Mega-regions are “large networks of metropolitan

areas linked by overlapping commuting patterns and business travel, economic activity, urbanization, and cultural resources” 1.04

THE BEST TRANSPORTATION MODE FOR DIFFERENT TRIP DISTANCES 030

Many U.S. mega-regions, including those in California,

the Northeast, the Midwest, Cascadia, and Texas, contain corridors of comparable length and connect metropolitan regions comparable in size to successful high-speed rail corridors around the world (Figure 1.05). Also, the distances between urban centers in these corridors are long enough for the trains to reach their top speeds, making them time competitive with other models. For example, â&#x20AC;&#x153;to reach 200 mph, high-speed trains require about 16 miles of straight and flat track to accelerate (Amtrak 2010). High-speed trains also need considerable distances to brake and come to a stop, so stations must be well spaced along high-speed corridors to maximize reductions in travel time. (Todorovich, Schned & Lane 13)

031

1.05

COMPARISON OF INTERNATIONAL HIGH-SPEED RAIL CORRIDORS

TO CALIFORNIA AND THE NORTHEAST

C H APT ER 1

Over nearly half a century, European and Asian countries have

High-speed rail is first and foremost a transportation

proven that high-speed rail is capable of producing a vast range

improvement that provides a framework for other secondary

of transportation, economic and environmental benefits. Each

benefits. The first transportation benefit is shorter travel

high-speed rail corridor commands unique considerations

times. High-speed rail crates travel time savings for people

and treatments, based on the characteristics of the mega-

who otherwise would have used automobiles or buses to

region it serves as well as the metropolitan regional planning

travel between urban centers. It improves overall access to

context of each station along the line. It is important to not

many destination in mega-regions and brings those places

only to outline the range of benefits high-speed rail can offer,

closer together, â&#x20AC;&#x153;a phenomenon referred to as the [shrinking

but also suggest how to maximize their potential.

continent]â&#x20AC;? (Todorovich, Schned & Lane 15).

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Tran s po rtati o n Be ne fits

SEC T ION 3

B en efits o f H i g h - S p e e d R ai l

The second benefit is a Mode Shift. This refers to the

ability of high-speed rail to capture a large share of passenger volume, where it is competitive with other intercity modes of 032

033

transportation. International experience suggests that, “high-

frequencies than conventional rail and have fewer delays and

speed rail usually captures up to 80 percent of air or rail trips,

better on-time performance than airplanes and cars. “The

if the travel time by high speed rail is less than two and a half

average delay of a Shinkansen train on the Takaido lone is

hours” (UIC 2010a, Todorovich, Schned & Lane 16). Mode

only 30 seconds” (Todorovich, Schned & Lane 16). Spain’s

shift to rail provides the greatest benefit to regions whose

AVE provides a full refund to its passengers if the train is more

road and air capacity is constrained.

than five minutes late.

The third is the benefit of safety. International high-

The fifth and sixth transportation benefits are greater

speed rail systems have maintained excellent safety records.

capacity and efficient land use. By adding capacity to the

Until a deadly high-speed train accident in China in July

railway network, high-speed rail has the ability to divert a large

of 2011, high-speed rail lines that operate on dedicated

share of passenger rail service to new, dedicated rail lines. This

tracks had never experienced a single injury or fatality (UIC

frees up capacity on conventional rail lines for other intercity

2010a, Todorovich, Schned & Lane 16). If high-speed rail is

and commuter trains as well as freight trains. In Japan the

implemented in the United States and all safety standards

main motivation for implementing the Tokaido line between

are strictly met, then there would be fewer transportation

Tokyo and Osaka was, “to provide additional capacity to the

related deaths and thus more passengers would choose

transportation network, rather than to reduce travel times”

rail for intercity travel. The fourth is the predictable reliability.

(Givoni 2006, Todorovich, Schned & Lane 16). A typical high-

Dedicated high-speed rail serves usually operate with greater

speed line has the capability to transport approximately the

C H APT ER 1

Eco n o m i c Ben efits

freeway, but only using a fraction of the land. The right-of-way width of a typical two-track high-speed rail line “is about 82

feet)” (Todorovich, Schned & Lane 16). The difference in land use savings amounts to 24.3 acres per mile of high-speed

Transportation networks increase business market access

rail. These land savings could have significant environmental

and economic development is more likely to occur in places

impacts and cost savings for urbanized areas where land

with more and better transportation infrastructure. In theory,

is costly for highway expansion. (UIC 2010a, Todorovich,

“by improving access to urban markets, high-speed rail

Schned & Lane 16)

increases employment, wages, and productivity; encourages

A N EED F OR H IGH -SPEED RAIL

feet- one-third the width of a standard six-lain highway (246

SEC T ION 3

same number of people in the same direction as a three-lane

agglomeration; and boosts regional and local economies” (Todorovich, Schned & Lane 16).

The first economic benefit is higher wages and

productivity. The time savings and increased mobility offered by high-speed rail enables workers in information exchange and service sectors to move about the megaregion more freely and thus lowers the cost of face-to-face 034

035

communication. This increased connectivity boosts worker

U.S. Conference of Mayors (2010) concluded that, “building

business competitiveness and productivity ultimately leading

high-speed rail would increase visitor spending annually by

to higher wages. (Todorovich, Schned & Lane 16). The

roughly $225 million in the Orlando region, $360 million in

second benefit is deeper labor and employment markets.

metropolitan Los Angeles, $50 million in the Chicago area,

By connecting more communities’ job centers to each other,

and $100 million in Greater Albany, New York” (Todorovich,

high-speed rail expands the overall commuter shed of a

Schned & Lane 17).

mega-region. The deepened labor markets “give employers

access to larger pools of skilled workers, employees access to

rail creates thousands of construction related jobs in design,

more employment options, and workers access to more and

engineering, planning and construction, as well as jobs

cheaper housing options outside of expensive city centers”

in continuing maintenance and operations. In Spain, the

(Stolarick, Swain, and Adleraim 2010, Todorovich, Schned &

expansion of the high-speed AVE system is expected to create

Lane 17).

30,000 construction jobs. In China, over 100,000 construction

The third benefit is expanded tourism and visitor

workers were involved in building the Beijing and Shanghai

spending. Just as airports bring an increased number of

high-speed rail line. Also, there is a possibility that this would

visitors and their spending power into the local economies,

allow for the creation of new development of manufacturing

high-speed rail easily attracts new tourists and business

industries for rail cars and other related equipment, and

travelers who might not have made the trip otherwise. The

generate large amounts of related employment. (Todorovich,

The fourth benefit is direct job creation. High-speed

C H APT ER 1

to effectively bring economies closer together by literally

The fifth and sixth economic benefits are urban

regeneration

and

station

development

and

Spatial agglomeration refers to high-speed rail’s ability

shrinking time distances, especially when the locations are

agglomeration. High-speed rail can produce growth in real

within ‘rail-friendly’ 100 to 600 mile ranges. Agglomeration

estate markets and anchor investment in commercial and

economies occur when, “firms benefit from locating close to

residential investments around train stations. This is especially

other complementary firms and make use of the accessibility

true when they are built in tandem with a broader set of

to varied activities and pools of skilled labor” (Todorovich,

public ‘interventions’ and urban design strategies. These

Schned & Lane 17). Also, high-speed rail has been described

‘interventions’ ensure that high-speed rail lines are integrated

as altering the economic geography of mega-regions. By

into the urban and regional fabric, which in turn ensures the

effectively economic agents closer together, “ high-speed rail

highest level of ridership and economic activity. (Todorovich,

can create new linkages among firms, suppliers, employees,

Schned & Lane 17) A specific example of this is the city of

and consumers that, over time, foster spatial concentration

Lille, France that had its high-speed rail station built at the

within regions” (Todorovich, Schned & Lane 18).

A N EED F OR H IGH -SPEED RAIL

spatial

SEC T ION 3

Schned & Lane 17)

crossroads of lines linking London, Paris and Brussels. This smaller French town experienced greater than average growth and substantial hotel and office development. (Todorovich, Schned & Lane 35) 036

E n v i ro n m e n t a l B e n e fi ts

the energy of planes per passenger mile. As high-speed rail ridership increases, so does its relative energy efficiency, whereas a high-speed train carrying no passengers ceases to be efficient in any way. In regions where the number of total trips is not growing, high-speed rail can bring about a

037

High-speed rail has the potential to provide greater

net reduction of energy use through mode shifts by capturing

environmental benefits and energy efficiencies than other

passengers of automobiles and airplanes. In the case of

modes of long distance travel. It is not as simple as building

California where population will continue to grow, high-speed

the new line, several conditions must be met to obtain these

rail can help reduce the energy and climate impacts on a per

potential benefits. The first environmental benefit is energy

passenger basis. (Todorovich, Schned & Lane 19)

efficiency and ridership. High-speed rail offers, â&#x20AC;&#x153;greater

operating efficiency on a per passenger mile basis than

rail is currently the only existing mode of long distance travel

competing modes, such as single-occupancy automobiles or

that is currently not reliant on motor fuels. High-speed rail

airplanes that require significant amounts of fuel to get off the

is powered by electricity, which is of course not without

groundâ&#x20AC;? (University of Pennsylvania 99, Todorovich, Schned

environmental problem depending on its source (Figure 1.06).

& Lane 19). A prime example is the Shinkansen trains that

If the electricity is powered by fossil fuels, such as natural gas

use one-sixth the energy of automobiles and one-quarter

or coal that discharge harmful greenhouse gas emissions,

The second benefit is a new energy mix. High-speed

C H APT ER 1

America are powered by diesel fuel and run on existing freight lines. A recent study by the University of Pennsylvania (2011)

powered by electricity from the current energy mix, would divert nearly 30 million riders from cars and planes, attract 1.06

ORIGINS OF ELECTRICITY USED BY EUROPEAN RAILWAYS IN 2005

6 million new riders, and still reduce car emissions of carbon monoxide by more than 3 million tons annually” (University of Pennsylvania 94-95). The system would also reduce the

A N EED F OR H IGH -SPEED RAIL

found that, “a new high-speed rail line in the Northeast Corridor,

SEC T ION 3

are electrified. Most other conventional passenger trains in

carbon dioxide emissions if the energy mix were shifted to then its environmental benefits are limited. However, electricity

low carbon emitting sources. Nuclear power is a large source

is generally considered an improvement over petroleum-

of electricity for passenger rail in countries such as Belgium,

generated power. This provides a high advantage to the

France, Germany, and Spain (Figure 1.06). France uses the

United States as it aims to reduce its dependence on foreign

largest amount of nuclear energy with a share of more than 85

oil.

percent for railway operations. Spain’s railway network uses Currently, Amtrak’s Northeast Corridor and parts of

18.4 percent renewable sources for its electricity. Japan’s

its Keystone Corridor (connecting Harrisburg to Philadelphia)

high-speed rail uses geothermal and hydropower to meet

038

up to 56 percent of its energy needs. (Todorovich, Schned &

Lane 20).

passenger trains to be able to take a full head-on impact of

The third benefit is technological innovation. The energy

a freight train. This increase in structural crash prevention

efficiency of different models of high-speed trains also varies

presents a challenge for U.S. high-speed trains to achieve

significantly. With all other factors being equal, increases in a

better aerodynamics and lighter weight. The U.S. will need

trainâ&#x20AC;&#x2122;s speed requires proportional increases in the amount

to focus on crash avoidance systems and strict physical or

of energy needed to propel it. Designing trains to be lighter

time separation between passenger and freight trains rather

in weight and more aerodynamic can offset these increases

than the current method. Also, as of 2015, all U.S. trains will

in energy needed. Japanâ&#x20AC;&#x2122;s Shinkansen trains now use nearly

require advanced train control technologies on board. This

one-third less energy than the original trains introduced in

new technology ensures that trains are separated by a safe

the mid-1960 and they travel significantly faster. This was

distance and automatically applies the brakes if trains get to

achieved by switching from concentrated traction systems to

close to each other.

distributed traction systems. The latter system replaces trains using a locomotive with trains that have powered axels on every passenger car. This lightens the load on the axels and increases the reliability of the operations, as well as, lessening the impact on the track. 039

U.S.

regulations

require

crashworthiness

C H APT ER 1

complex interaction of physical, economical, logistical and political considerations. Similarly, the designs of the stations exemplify a rich variety, from modernization and adaptive

new, purpose-built structures. (Todorovich, Schned & Lane The potential of high-speed rail to promote urban regeneration

28)

in conjunction with new or enhanced rail stations is just one of

its most promising economic benefits. “The experience with

create different dynamics between existing concentrations of

land development around high-speed rail stations has been

activities and the increased access provided by high-speed

mixed, but one thing is clear: high-speed rail can not generate

rail. The first type is center-of-city stations. This location can

growth by itself. High-speed growth can play a prominent role

reinforce established concentrations of development and

in economic regeneration, bit it is difficult to isolate its impacts

their potential to spur further development is amplified by

from other complementary actions that are necessary to

the extent of nearby transit connections and the connectivity

stimulate a larger economic development success story”

of the existing urban fabric. The second type is edge-of-city

(Giovani 608). High-speed rail stations have been located in

stations. This type can alter the center of gravity of a city’s core

almost every setting, from the highest density centers to the

and spur redevelopment of underutilized areas at the urban

most rural landscapes. In each case, the location reflects a

periphery. The third type is suburban and exurban stations.

There are four main types of station locations that

A N EED F OR H IGH -SPEED RAIL

reuse of historic buildings to the construction of completely

SEC T ION 4

S tation L o c a t i o n & D e s i g n

040

These types can create new centers that concentrate growth

any given location are moderated by the existing economic

around the station or enable corridor development between

and physical circumstances. These observations can guide

the station and a nearby node. It is important to note that some

corridor and station location decisions in the United States

stations are located too far from key regional destinations

and other countries contemplating the introduction of high-

and fail to attract development or ridership. The fourth type

speed rail.

is special purpose stations. These stations can either retain their function as intermodal facilities, such as airports, or can develop as mixed-use centers themselves. (Todorovich, Schned & Lane 28)

Any of the four station location types can create a

redevelopment dynamic between the existing center and new activities. A principle finding in researching the different types of stations, it is evident that, well connected stations at the city-center, when coupled with other investments, offer the greatest potential for urban revitalization. Center-city locations generally are more advantageous than peripheral sites, but case studies reveal the degree to which high-speed rail in 041

C H APT ER 1

travelers seek alternative modes of transportation from the automobile. Since November 2009, “Amtrak has seen 20 consecutive months of ridership growth and is on pace to

Todorovich, Schned & Lane 39). Amtrak is anticipating that Built over a period of 180 years, carrying an estimated 260

by the year 2030, ridership will grow 59 percent and train

million rail passengers a year, the 445-mile Northeast Corridor

movements 38 percent on the Northeast Corridor. Despite

(NEC) between Boston and Washington, DC is America’s most

the Northeast Corridor’s dynamic role in sustaining mobility in

extensively used rail line and one of the most highly traveled

the Northeast Mega-region and supporting a plethoric inter-

corridors in the world. Eight different commuter railroads

modal transportation network, several issues undercut its

and Amtrak’s inter-city services share the corridor. Inter-city

potential for expansion. (Todorovich, Schned & Lane 40)

rail passengers on Amtrak’s Northeast Regional and Acela

Express services account for 13 million annual passengers,

recent years to update and improve the rail corridor, many

which is 45 percent of Amtrak’s total U.S. inter-city ridership.

long stretches have deficient tracks, bridges, power,

(Amtrak 2010a, Todorovich, Schned & Lane 39)

communications, and other systems that need to be upgraded.

Demand for both commuter and intercity rail services

The whole corridor has an estimated backlog of $52 billion to

on the corridor is expected to grow as gas prices rise and

just achieve a state of good repair, maintain facilities, replace

A N EED F OR H IGH -SPEED RAIL

set an annual ridership record in 2011” (Amtrak 2011c,

SEC T ION 5

Th e N or t h e a st C o r r i d o r

Although billions of dollars have been spent in

042

aging assets and expand the corridors capacity and reliability

V i s i o n s f o r the Northe a st Corrid or

through 2030 (Amtrak 2011b, Todorovich, Schned & Lane 40). There is major congestion on several key segments of the corridor that operates at 100 percent capacity. Minor outdated operating problems often cause severe congestion and delays, as well as repairs on other segments along the

There is a current proposal by Amtrak for a dedicated, two-

corridor cause backups throughout the system.

track high-speed rail right-of-way running the length of the

Lacking a dedicated track network, Amtrakâ&#x20AC;&#x2122;s Acela

Northeast corridor. The proposal calls for frequent 90-minute

trains must operate on congested tracks that also carry

trips from New York to Washington, DC, and 100-minute

Northeast Regional Service and eight different commuter rail

service from New York to Boston (Figure 1.07). Eventually

lines in addition to some freight trains. The average speed

there will be a high-speed rail connection to Richmond,

of an Acela train is 62 mph traveling between New York and

Virginia and eventually North Carolina and the rest of the

Boston, and 86 mph between New York and Washington,

United Statesâ&#x20AC;&#x2122; eastern coast.

DC. The current trip between New York and Boston is 3 hours

and 30 minutes, and about 2 hours and 45 minutes between

considerably high with estimates ranging from $89 to $117

New York and Washington, DC.

billion for a new, dedicated system, and between $14 and $54

Infrastructure costs in the Northeast corridor are

billion for upgrades to the existing corridor (Amtrak 2010a, 043

C H APT ER 1

rail or investments in further economic growth. (University of

construction, the $2.7 trillion economy in the Northeast, the

Pennsylvania 134)

high population density and the growing congestion of its

A N EED F OR H IGH -SPEED RAIL

current runways, roads and rails all make a strong case for the large monetary investment. The Northeast corridor is also financially viable. According to a University of Pennsylvania study, the system â&#x20AC;&#x153;could completely cover its operating costs and a portion of its capital costs through farebox and supplementary revenuesâ&#x20AC;? (University of Pennsylvania 130).

SEC T ION 5

Todorovich, Schned & Lane 44). Even with the high cost of

The implementation of high-speed rail in the Northeast

Corridor is a responsibility that needs to be assumed by the public sector because it can absorb the high upfront costs and manage the risks of infrastructure investment. After the public sector has taken on the financing of high-speed rail, opportunities could emerge for private sector investment. The value recaptured from the resulting public/private partnerships

1.07

PROPOSED NORTHEAST CORRIDOR HIGH-SPEED RAIL SERVICE

PLAN

could provide a mechanism for reinvestment in high-speed 044

C on c l u s i o n

For the past two centuries, each generation of Americans

that can and will fundamentally change the way our cities

has embraced the latest transportation mode to shape the

work. The 21st-century narrative will be one not of global

country’s mobility systems and with them, the nation’s destiny.

cities, but of global mega-regions. By building the nation’s

Now is the time for American high-speed rail that will sustain

premier world-class high-speed rail network, the northeast

the country’s economic potential through the 21st century.

corridor can lead the way.

With the federal government committed to high-speed rail, the country is poised to take up the challenge of such a substantial, transformative new infrastructure project—one 045

C H APT ER 1

SEC T ION 6

A N EED F OR H IGH -SPEED RAIL

046

C H A P T ER 2

SUSTAINAB L E UR B ANISM

S ECTI ON 1 I n t rodu c t ion S ECTI ON 2 Ne w G ov e r n a n c e S ECTI ON 3

Ca s e S t u dy : Me lbou r n e , A u s t r al i a

Intro d u c t i o n

answers to the common problem of reducing emissions of cities, but most countries, including the United States, have dug themselves into a very deep hole. The only solution is to design and develop sustainable cities.

058

According the Brundtland Commission report of

Global climate change challenges our cities with extensive

1987, â&#x20AC;&#x153;Sustainable development is a development that meets

problems that put into perspective the past planning,

the needs of the present, without compromising the ability of

governing and use of our cities. Most cities are products of

future generations to meet their own needs.â&#x20AC;? (Radovic 12).

developmental processes that favor economic effectiveness

In order to achieve this simple statement, designers must

and human consumption over environmental needs. It is no

promote increases in density, mixed-use areas, connectivity,

longer possible to overlook the effects that human lifestyles,

a high-quality public realm and other sustainable strategies.

travel methods, building habits and city planning have on

Cities need to increase their density to be sustainable.

the environment. Almost 80 percent of CO2 emissions are

They need to reduce the consumption of land required by

generated from urban activities, which makes cites the largest

agriculture, reduce travel distances and improve the use of

contributors to global warming. Not only are humans affecting

infrastructure. Greater density means greater security risks

the environment but these climate changes are affecting the

for citizens, so cities will need to develop passive surveillance

lives of urban dwellers globally and at the local level. There are

systems and promote useful public transportation, as well as

C H APT ER 2

In addition to increasing density, mixed use buildings,

modern movement in architecture focuses on the design of

spaces and functions are the cornerstone to healthy and

the building itself and not the urban space between. This has

sustainable communities. Benefits of mixed-use areas

resulted in a loss of understanding and skills in the design of

include an increase in viability of local businesses, reduce

public spaces, in particular the most important public spaces

dependency on cars and promote walking, increased

in cities, the streetscapes. The space between buildings

personal safety and convenience. Where connectivity fails

has become leftover space usually used by automobiles.

the notion of sustainability falls apart, barriers are formed and

Experts such as Jan Gehl state that a high quality of the

areas become disconnected, dysfunctional and citizens tend

public realm â&#x20AC;&#x153;attracts people and activities, increases

to become hostile. Good connectivity allows for improved

economic performance, encourages new forms of street

access to local facilities and a freer movement within and

activity, increases the pride of the community and improves

out of cities. Connectivity also reduces vehicle emissions,

the potential for social engagement and cultural activitiesâ&#x20AC;?

encourages walking, provides greater choices of movement,

(Radovic 44, Adams 44). Pride in the public realm can assist

improves land values and natural surveillance. Implementing

in reducing crime and vandalism, encourage tree planting

tram and rail to connect areas of cities reduces the use of the

and reduce the waste washed into the storm water system. It

automobile. (Radovic 43)

can even promote greater use of recycling and an increase in

sustainable mindsets. (Radovic 43-44)

Modern cities have lost a high quality of the public

SU STAIN AB LE U R BAN ISM

realm. Suburban living has destroyed city centers and the

SEC T ION 1

reduce energy consumption. (Radovic 42)

059

N ew G o v e r n a n c e

problems. There needs to be a new far-reaching holistic mindset to replace the obsolete thinking of the industrial age. Inhabitants of cities need to acknowledge their behavior as the root of the problem. To live in a city the inhabitants are part of the problem and must be part of the solution. The city is an

060

To make cities sustainable there needs to be a radical change

organism that is dependent on its surroundings and cannot

of mindset, new building and planning strategies, but most

pretend to survive on infinite resources but must acknowledge

importantly new models of governance. Governing bodies

it is an integral part of earthâ&#x20AC;&#x2122;s environment. Cities should

must have the ability to successfully support development

function in harmony with nature rather than blatant opposition

and foster a new generation of urban leadership. According

to it. Cities have the capacity to become self-sustaining and

to the Copenhagen Agenda for Sustainable Cities there are

energy producing instead of energy consuming. To realize this

10 principles for sustainable city governance.

potential, â&#x20AC;&#x153;we must develop the concept of bringing the city

The first principle is to rediscover the city. By

back to nature, create awareness of the need for resource

rediscovering the city it is possible to begin to think of them as

reduction and motivate city users to change their behavior

the solution to the global climate challenge that humans face.

and consumption patternsâ&#x20AC;? (Strand and Kappelguard 6). By

Our cities are the cause of current threats to the environment,

encouraging and supporting the development of forward

failing health standard and the universal economic and social

thinking initiatives that can be incorporated into existing cities

C H APT ER 2

sustainability. (Strand and Kappelguard 6)

of sustainable living and in effect they motivate a change

The second principle is to redefine city value.

of behavior of the individual. This social momentum in turn

Sustainable city values include the quality of recreational,

benefits those citizens who do not have the resources to live

housing, working, eating and shopping environments, as well

and act in a sustainable fashion. (Strand and Kappelguard 7)

as the quality of water and air. These sustainable city values

are also economic, social and environmentally inclusive. If a

everyday experts are actually the city users who navigate,

city is to be truly sustainable, all of its citizens have access to

live and participate in city life. The day-to-day experience

decent standards of living. Anything less creates social tension

of these â&#x20AC;&#x2DC;city expertsâ&#x20AC;&#x2122; is critical in understanding how cities

and economic instability that directly affects the quality of life

work. Providing better access to city hearings and ensuring

for all citizens. High quality of life is just as important to a cityâ&#x20AC;&#x2122;s

that decision-making processes are more transparent are

global competitiveness as economic performance, and thus

important. Although public hearings must have citizen

the two are interconnected. If cities are attractive to live and

participation, it is imperative that not just the usual active

work in, they will most definitely become attractive to business,

citizens join the discussions. Citizens that would not normally

investors and tourists. City planners must encourage and

take part in discussions on their own must be extended an

reward sustainable behavior and it must be made very clear

invitation. If we are to reduce carbon dioxide emissions, more

to city users that what they do and how they behave makes a

public transportation must be provided as well as encouraging

The third principle is to involve everyday experts. The

SU STAIN AB LE U R BAN ISM

difference. As a whole, social communities act as promoters

SEC T ION 2

and their urban surroundings, they can become drivers for

061

062

and motivating citizens to switch from using their cars to

and Kappelguard 9). Urban development has to be looked

taking a tram, train or bus. Engagement must be strengthened

at from every angle including health and transport services,

through, “dialogue and knowledge exchange, facilitated

environmental units, working environments, recreational

through activities that strengthen the interaction of citizens,

services and economic factors. Working groups need

together with commissions and community networks, where

to be brought together that include planners, architects,

city users participate as city experts” (Strand and Kappelguard

administrative and technical staff from different sectors to

8). Most people should be encouraged to use their democratic

tackle both large-scale projects and smaller tasks that benefit

rights to support social movements that promote this kind

the entire process. The urban designers that will solve the

of holistic approach to interaction. A bottom-up approach

problems we face must be trained and educated with others

is required to achieve maximum involvement and long-term

in the multidisciplinary field from the beginning. Building in a

commitment from citizens. (Strand and Kappelguard 8)

‘green’ manner is not effective if the travel time by car is too

The fourth principle is to break down silos. To create

great. To solve environmental challenges affordable housing

sustainable cities “we need to break down silos and abandon

in the city center must be addressed which will reduce

the traditional organization of city administrations that builds

transportation times and CO2 emissions. Most importantly

upon isolated fields of knowledge and replace these with

it is crucial to convince politicians and decision-makers that

new and flexible structures that support joint efforts across

the urban problems we face can only be solved if extensive

administrative sectors and academic disciplines” (Strand

institutional reform occurs and if well informed leadership

C H APT ER 2

Kappelguard 9)

development at all levels, resources must be more evenly

The fifth principle is to redistribute urban decision-

distributed. Any new governing body must have a large-scale

making. No city administration can tackle the growing urban

vision and a long-term strategy that also takes into account

design challenges on its own. The economy, the environment

the well-being of local regions and the public in general.

and cities’ social situations are interlaced issues, therefore

and administrations and institutions need to adhere to new

‘de-designing’ urban planning the focus becomes the people

processes that carefully coordinate decision-making. Not only

and the environment rather than buildings and design itself.

do new administrations need to tackle urban development

According to John Peterson, “it seems we have to reassess

at the metropolitan level, but also develop and strengthen

our role as designers – the expectations for design solutions

the city’s relationship with surrounding areas through the

need to be broader and include much more complex visions for

necessary business partnerships, investment, collaborative

urban development” (Borreskov, Østergård and Rasmussen

planning and partnered strategy formulation. There also needs

11). The new objectives for architects and city planners it to

to be immense cooperation between local city governments

motivate sustainable living via the designs of buildings and

and national government to coordinate activities and

city landscapes. An example of an appropriate apartment

safeguard long-term investments. These strong relationships

building would be to exclude an underground parking garage

between different levels of government will allow for effective

to promote residents to use city transportation or ride a bicycle

The sixth principle is to de-design urban planning. By

SU STAIN AB LE U R BAN ISM

distribution of known abilities. In order to bring sustainable

SEC T ION 2

positively encourages people to work together. (Strand and

063

064

to work. Architects and designers must work together with

that 40 percent of these emissions come from private industry.

transportation planners, politicians, the business community,

Private industry owns up to 90 percent of an entire city’s

experts on the environment, health and other fields in an effort

buildings, and heating, cooling and powering of office space.

to integrate aspects of living, eating, recreation and working

A commitment from big industry and business to have a

that motivate sustainable lifestyles. Thinking for architects and

shared vision for a sustainable city is crucial. The public sector

designers must be in a broad perspective, choosing to design

needs to work with the private sector in a mutual relationship

entire urban landscapes, rather than individual buildings. But

rather than the public sector controlling the private sector via

the design of a building does have a profound impact on the

rules and regulations. There must be a long-term sustainable

urban surrounding, with social, environmental and economic

bottom line in the minds of all those involved in city life. The

implications for users and inhabitants. Involving citizens in

director of Urban insight, Chris Steins is quoted as saying, “if

the development of sustainable design is crucial for learning

you just say: ‘Stop polluting’, nothing will happen. But if you

their direct input about what would motivate them to become

create a market for sustainable behavior, businesses will see

active citizens. It is the people who make the cities, not the

the potential and then take action” (Strand and Kappelguard

buildings. (Strand and Kappelguard 11)

12). For most businesses and industries, attracting a large

workforce is important to remain afloat and survive global

The seventh principle is to promote corporate urban

responsibility. With cities accounting for 80 percent of all

competition.

carbon dioxide emissions worldwide it is important to note

Naturally, business and industry has an interest in

C H APT ER 2

ability to provide affordable housing, accessible infrastructure

and challenges of sustainable city development. Decisions

and transportation and good educational, social and

made in one major city on resource usage, housing and

recreational services. Companies in the private sector must

infrastructure affect the entire area surrounding the city as well

feel they have a shared responsibility for the outcome and

as a social, economic and environmental impact on the entire

that they are part of the decision-making process concerning

world. Countries and cities around the globe need to create

future city developments. But with all corporations there is

shared visions for urban sustainability and new global networks.

an economic bottom line, so there must be a “functional

The number of global partnerships set on urban networks

framework of green incentives that reflect market demands

and international initiatives is increasing rapidly. While this is

and build on market mechanisms” (Strand and Kappelguard

a step in the right direction, these global networks only share

12). In other words, the only way companies will think

information with one another, rather than committing to radical

sustainably is with a system of rewards such as cheap loans,

changes in patterns of action. Cities located in regions of the

tax reductions, and fast-track administration of green building

developing world, where environmental, social and economic

initiatives, so as to not disrupt the normal flow of business.

challenges are most prevalent, are not participants in this

(Strand and Kappelguard 12)

global network. Economic cooperation with other cities must

The eighth principle is to go global for real. Cities

be established rather than the normal competitive mindset.

and urban regions regardless of size, wealth, location and

“Global urban responsibility is not only about allocating the

SU STAIN AB LE U R BAN ISM

administrative systems, all face the same common problems

SEC T ION 2

improved quality of life, which is heavily dependent on a city’s

065

066

funding needed to ensure the survival of poorer societies â&#x20AC;&#x201C; it

that changing needs of society can be met. But flexibility can

is also about education, knowledge sharing and assistance

not be mistaken for chaotic choices or impulsive changes in

in building the democratic structures fundamental to the

behavior. Planning needs to think twenty or fifty years ahead

development of sustainable citiesâ&#x20AC;? (Strand and Kappelguard

rather than a inadequate 5 years. Long-term visions and

13). Developing and implementation of new technologies

master plans are critical but need to be flexible to allow for

and organizational structure require sizable resources. If

easy implementation in the long run. There is ridiculousness

investments for projects are shared at an international level of

to implementing a long-term plan in one fell swoop. The plan

partnership, more cities and urban regions will have access

needs to be broken down into short-term goals. There has

to measures that would otherwise be beyond their financial

to be an idea that our cities can become climate proof and

ability. (Strand and Kappelguard 13)

not just climate adaptive. There still are unavoidable climate

The ninth principle is to embrace chaos, crisis and

changes such as temperature change and rising water levels.

change. Sustainable strategies need to be flexible in order to

These are situations to adapt to and attempt to prevent further

deal with any changes needed and demands of citizens, as

damage. In radical situations, some communities may need

well as unpredictable situations in with world at large. Rapid

to be moved as well as construction practices changed by

decision making and immediate action in crisis situations is the

building in higher lands for example. Either way, forecasts and

way urban structures should be organized. There is a need to

risk analyses need to be applied to city planning in an effort

constantly update and evaluate current policy and plans, so

to understand the challenges cities will face in 50, 100 or 500

C H APT ER 2

that take into account past experience and future efforts.

on behavior or their residents. The leaders really must believe

(Strand and Kappelguard 14)

in the cause of sustainability and be good role models by

living lifestyles that encourage and motivate citizens. (Strand

The tenth principle is to encourage passion in urban

leadership. People want leaders who truly care and have a genuine passion for their job and the city, a passion that is the primary driving force. Political leaders need to put the long-term interest of citizens ahead of self-interest and

and Kappelguard 15).

SU STAIN AB LE U R BAN ISM

and Kappelguard 15). Sustainable cities are highly dependent

SEC T ION 2

years from now. Innovative solutions need to be developed

politics. Future leaders must be holistic thinkers capable of realizing the different challenges and areas of focus that are interconnected. Urban leaders must have considerable courage, decisiveness and impact to prioritize long-term interests, as well as able to confront opposing interests. Just as in a civil marriage, leaders must also listen to their other half (the citizens). â&#x20AC;&#x153;The city is only as good as the people who lead it. You can have wonderful architects and planners, but if you have lousy leaders, you will not have anything doneâ&#x20AC;? (Strand 067

C ase st u d y : M e l b o u r n e, Au s tral i a

district into a central activities center. The important thing to note is that the newer vision was not intended to dismiss

068

The following case study discusses Melbourne, Australia

the original physical characteristics that made it uniquely

and the city’s desire to revitalizing its city center by bringing

Melbourne.

its citizens back. Melbourne implemented most of the ten

sustainable governing strategies discussed above in the mid-

Melbourne’s relationship with the Yarra River, shared planning

1980s, making Melbourne a forward thinking city for its time.

powers and partnerships on key projects such as returning

In the 1980s, Melbourne, Australia’s residents finally had seen

residential use to the city using the Postcode 3000 project,

enough urban decay and destruction. Residents agreed that

the closure of Swanston Street to through-traffic, and

there city had been overgrown by inappropriate international

the development of the City Square, Federation Square,

style developments, destruction of heritage areas, the

Burrarung Marr, a new 8 hectare park, Docklands and a new

congested growth of automobile use and the decline of their

Plenary Hall” (Radovic 35, Rob Adams 35). All of these have

central city. This prompted new state and local governments to

been combined to create significant improvement to the city.

be elected which in turn allowed for a strong city improvement

agenda to redesign the future path Melbourne would follow.

the design philosophy was simple and appropriate given the

Over a period of the last 20 years Melbourne gradually

limited resources available to Melbourne at the time. The

implemented a simple vision to transform its ailing business

plan called for the city to build on its existing strengths in a

This agenda include, “a joint vision to improve

Outlined in the 1985 City of Melbourne Strategy Plan,

1982: 204 private residential apartments

SEC T ION 3

way that blended well with local character. It also called for a

C H APT ER 2

1992: 736 private residential apartments

turn-around strategy to reintroduce a residential community to allow for the transformation of the business district into

SU STAIN AB LE U R BAN ISM

a central activities center with a wider range of uses. The cityâ&#x20AC;&#x2122;s existing strengths and physical patterns outlined in the 1994 book Places for People, urban renewal strategies are discussed specifically for the City of Melbourne, but can be implemented in almost any city in the United States and the world. Places for People was written and researched by an architect and professor named Jan Gehl. In 1993, Jan Gehlâ&#x20AC;&#x2122;s book examined the issues and opportunities regarding public space and collected data on public life. Places for People was republished in 2004 with further recommendations from the 1994 publishing.

In order for a city to be sustainable, it must have a higher

2.02

MELBOURNE RESIDENTS 1992

density. One of the greatest accomplishments of Melbourne is the larger residential community that began to grow in the 069

1.2 A

LARGER RESIDENTIAL COMMUNITY

1.2 A

LARGER RESIDENTIAL COMMUNITY

2002: 6958 private residential apartments

ments

late 1980s. There were several whole block redevelopments

This page: Examples of large-scale residential development with apartments in the upper storeys and retail tenances or residential occupation at street level

Legend Institutional accommodation Flat/apartment/unit/ serviced apartment Student apartment Under construction

in the city center that had a profound impact on the social and physical fabric of the city. These redevelopments places for people 2004 15 places for people 2004 13

include Federation Square, QV, Melbourne Central, Spencer Street Station and Southern Cross.

2.02

MELBOURNE RESIDENTS 2002

2.03

EXAMPLE ADAPTIVE REUSE

According to Gehlâ&#x20AC;&#x2122;s

findings, there were 830 percent more residents from 1992 to 2002 and 3,311 percent more apartments from 1992

070

90000

81,732

1993 2004 61,299

60000 50000

Universities and other educational institutions contribute to an active, lively urban environment by creating a people climate oriented towards young people. Students make a strong contribution to the cityâ&#x20AC;&#x2122;s vitality and cultural diversity, providing a youthful stimulus and often international perspective. They also tend to engage more overtly with the street scene and other public spaces because they are more available to spend time out of doors, and in so doing make a strong contribution to the local economy.

50,482

46,443

40000 30000

10000

Melbourne has expanded the number of educational institutions in the city centre over the past decade, in most cases integrating these facilities into the city fabric. The number of students attending academic institutions and/or living in the city centre has expanded by 62 per cent since 1993 - yielding nearly 82,000 students in 2004.

20,433

20000 4,039

0 Domestic Students Overseas Students

Total Students

Type of Students

Suburban and regional educational institutions, such as Victoria University, are now establishing central city campuses for different schools and faculties.

(above and below) of has consolidated its status as a city to 2002 (Figure 2.01 & 2.02) (Gehl 12). TheRMIT addition university through continuous expansions in the city centre.

new structures built on top of existing buildings, allowed for the adaptive reuse of62% various historical buildings by more students redevelopment (Figure supporting economically sustainable in the central city

2.03). There is also large-scale residential development 1993-2004

SU STAIN AB LE U R BAN ISM

No. of Students

70000

2004

INCREASING STUDENT POPULATION

SEC T ION 3

Domestic and overseas students enrolled at central city campuses

80000

1. 3 A N

INCREASING STUDENT POPULATION

C H APT ER 2

1. 3 A N

Student housing is mostly located outside the central city, but some student apartments are located in the city centre. Student populations are expected to continue to rise as the number of student places at Melbourneâ&#x20AC;&#x2122;s universities and institutes increases, and is supported by growth in inner city low-cost housing.

Traditional university towns throughout the UK, Europe and the US have long demonstrated that the presence of major research institutions in the city is a huge advantage in bringing Universities, colleges & schools technology, talent and tolerance to the local community. More 1983 + 1993 (no longer existing) Existing from 1983recently, onwardsRichard Florida argues that an increased student population is a vital part of the creative/knowledge city, From 1993 onwards where high concentrations of creative people results in a high At 2004 concentration of creative economic outcomes.4

Legend

with apartments in the upper stories and retail tenants or residential occupation at the street level. (Gehl 11-13) Outdoor spaces on- and off-campus provide important

Florida (2003) The Rise of the Creative Class: 218

meeting places for students to work and socialise.

places for people 2004 Another16 accomplishment is the increased student

population in Melbourne (Figure 2.04). Universities and other

places for people 2004 17

educational institutions contribute to active and lively urban environment (Figure 2.05). Students make a strong impact

2.04

INCREASED STUDENT POPULATION IN MELBOURNE

2.05

UNIVERSITIES AND EDUCATIONIONAL INSTITUTIONS 071

on the cityâ&#x20AC;&#x2122;s cultural diversity and vitality as well as and international perspective. Also, students engage more often with streetscapes and other public spaces because they have more time to do so than professionals. By spending more time outside students make a strong contribution to the local economy. Between 1993 and 2004 there were 62 percent more students in the city center (Gehl 16). Richard Florida argues that an increased student population is vital to the creative knowledge of the city. High concentrations of creative 2.06

PUBLIC WALKWAYS AND AREA IMPROVEMEMNTS

people result in a high concentration of creative economic outcomes. (Florida 218)

Melbourne has also improved its walking environment

through an organized plan of streetscape improvements. Improving city streetscapes provide a number of benefits including safety, comfort and pedestrian engagement. The level of pedestrian priority space has increased substantially over the last 20 years (Figure 2.06). Since 1993, there 072

STREETS FOR PUBLIC LIFE

C H APT ER 2

1. 4 I MPROVED 198os

SEC T ION 3

has been an increase of 117 percent of seating in outdoor Legend

environments. The number2004 of bars has increased from 95 to 356 between 1993 and 2003 (Gehl 18). Swanston Street was

SU STAIN AB LE U R BAN ISM

redeveloped in the early 1990s and strengthened the street’s

Public spaces accessible all hours 1980s to late 1990s (now resumed) Spaces at 1993 open all hours Spaces at 2004 open all hours Pedestrian zone at lunchtimes 2004

status and local character as the main street of Melbourne. The upgrading of Swanston Street since 1994, has extended to the northern part of the city from Latrobe to Franklin streets. 198os

These upgrades include footpath widening, bluestone paving 2004 and tree planting (Figure 2.07). The construction of the QV (a

retail shopping area) and redevelopment of Melbourne Central have created active street frontages in the northern sector of Swanston Street. Construction of Federation Square and City Square has reinvigorated the southern end of Swanston Street, along the river.

More specifically the City of Melbourne has created

2.07

PUBLIC WALKWAYS AND AREA IMPROVEMEMNTSplaces for people 2004

what it calls an ‘active edge policy.’ These guidelines dictate that shops and food service outlets must have a 073

1. 4 I MP 1. 4 I MPROVED 1993

2004

1993

2004

1. 4 I MPROVED

Legend Grade A (high) Grade B (medium) Grade C (low)

1993

198os

STREETS FOR PUBLIC LIFE

STREETS FOR

2004

Legend Grade A (high) Grade B (medium) Grade C (low) 2.08

PUBLIC WALKWAYS AND AREA IMPROVEMEMNTS Legend

Grade A (high) Grade B (medium)

198os 074

2004 2004

198os

Grade C (low)

2.09

places for people 2004 21

PUBLIC WALKWAYS AND AREA IMPROVEMEMNTS

possible, constructed in a manner sympathetic to adjacent bluestone kerb and channels. Sawn bluestone is also the standard material for all new kerbs and gutters, except where equality of access issues, bicycle lanes or vehicle safety issues require an alternative treatment. C H APT ER 2 SEC T ION 3

display window or entrance measuring at least 15’ or 80 percent of the ground floor façade (whichever is larger). The rhythm, scale, architectural detail, windows and colors

SU STAIN AB LE U R BAN ISM

must be keeping with the existing streetscape. Buildings must use high quality and durable materials. Windows must be glazed with clear glass to allow for good lighting at night for additional security (Figure 2.08 and 2.09). Roller shutter doors are to be removed and replaced with transparent shop front security screens mounted internally. (Gehl 18) To increase pedestrian interaction and activity there are certain streets that close for lunchtime. The city’s tram system is being upgraded with new technology that reduces ambient noise. Also, public toilets, where possible, have been relocated from footpaths to central road medians. Also, the city has expanded ‘micro-scale’ retail such as newsstands, fruit and flower stalls and information pillars. (Gehl 20)

Melbourne has created an integrated policy for street

2.10

PUBLIC WALKWAYS AND AREA IMPROVEMEMNTS

treatment and furniture. These policies extended the city’s local character by implementing uniform elements into its urban fabric. The city’s bluestone pavements are an integral part of the heritage of the city and one of the defining elements of its character (Figure 2.10). There is a consistent, elegant and 075

1.12 A N

INTEGRATED STREET FURNITURE COLLECTION

streetscape (Figure 2.11). (Gehl 46-47)

Melbourne has made itself a greener city with

approximately 3,000 trees in the city center. These trees make a vital contribution to the health and amenity of Melbourne’s Information pillar

Drinking fountain

Newspaper pillar – closed

A cafe furniture standard, covering items such as furniture, protective screens, umbrellas, awnings and planter boxes, has also been developed. Its aim is to ensure that materials and ﬁnishes are attractive and durable, unobtrusive and complements the culture, character and signiﬁcance of the street.

Incorporation of small scale street vendors such as the newsstand and magazine kiosk, the fruit vending stall and ﬂower stall, all address practical retailing requirements but also stimulate use and street activity levels. Other items such as the news pillar, retractable kerbside cafe canopy and information hub make a strong impact on the personal scale, vitality and colour of the streetscape.

Finally, planning controls have introduced compliance with DDA (Disability Discrimination Act) requirements throughout the entire municipal area. Speciﬁc initiatives include: pram ramps, braille tiles, disabled parking bays, widened footpaths with clear access to shop frontages, audible trafﬁc signals, tram superstops, ramps for universal access into public buildings, fully accessible toilets, safe city car parks, and an approved mobility centre at Federation Square.

2.11

UNIFORMITY OF STREETSCAPE ITEMS

streets and public spaces (Figure 2.12). Trees “increase

Newspaper pillar – open

amenity, trap airborne pollutants, absorb carbon dioxide and Fruit stall

provide structure and definition to open spaces, creating a

adaptable palette of public furniture, lighting and micro-scale

more pedestrian-friendly environment and human scale”

retail that has been established all throughout Melbourne.

(Gehl 48). Streetscapes represent the most significant public

There is a café furniture standard that covers items such as

spaces in the city, and Melbourne has the highest possible

furniture, protective screens, awnings, umbrellas and planter

standards for tree maintenance. Melbourne’s city council

boxes. These all have guidelines to “ensure that materials

annual tree planting program plants 30-40 trees per year in

and finishes are attractive and durable, unobtrusive and

the city center. These trees were selected to form a regular,

complements the culture, character and significance of the

continuous canopy overhead. Biodiversity is important to

street” (Gehl 46). Other items such as the information hub,

sustainable landscapes and a range of tree types is being

news pillar and retractable curbside cafe canopy make a

planted to ensure a healthy and diverse tree population into

strong impact on the personal scale, energy and color of the

the future. (Gehl 48-49)

A comprehensive lighting strategy, covering functional and ornamental programs has been developed and is being implemented throughout the city. Notably, pole-mounted dual ﬁttings that cover the pedestrian footpath independently of the road corridor has greatly improved nighttime safety in King Street, and will be adopted in other non-tram streets in the city.

076

Self-cleaning public toilet

In many respects, the suite of street furniture that has been designed and dispersed throughout the central city has become a ‘signature’ to its local character. From the sawn bluestone pavements upwards, a consistent, elegant and adaptable palette of public furniture, lighting and microscale retail has been established throughout the city.

places for people 2004

GREENER CITY

2004

1987

SEC T ION 3

in the central city, alth and amenity of ncrease amenity, trap dioxide and provide ces, creating a more human scale.

1.1 3 A

2004

SU STAIN AB LE U R BAN ISM

niﬁcant public spaces of s are maintained to the s annual tree planting ,000 per year throughout ely 30-40 per year in the e streets within the CBD Planes. These have been us canopy to reinforce the nd’ landscape scale of s are created, greening possible, including s and tree islands.

ce, the places for planting ed. Where space is and lanes, a variety of ide compatible scale, le emphasis on local ainable landscapes, een, exotic and native ealthy and diverse tree

C H APT ER 2

ER CITY

The well-established Plane Tree canopy along Swanston Street (above) and St Kilda Road (below) contributes greatly to both the daytime and nighttime landscape.

In the ﬁve years since planting, the treeOF canopy outside the City SquareITEMS has developed into an enclosed pedestrian avenue. 2.12 UNIFORMITY STREETSCAPE

2.13

UNIFORMITY OF STREETSCAPE ITEMS

places for people 2004 49

077

Federation Square

1. 5 N EW

SQUARES , PROMENADES AND PARKS

Melbourne’s three major public spaces in 1994 were Southgate Promenade, Bourke Street Mall and the southern half of Swanston Street Walk. Each of these has been upgraded and improved, and a diverse range of smaller, but nonetheless signiﬁcant and meaningful, spaces have been introduced into the city. Major new public spaces have been developed at City Square, Federation Square and Birrarung Marr, and the State Library forecourt has been wholly rejuvenated. Collectively these represent a big step forward for a city previously lacking urban squares in the city centre.

Squares, promenades and parks introduced to Melbourne after 1994

2.15

Southbank Promenade Southbank Promenade has been extended westwards to include the Crown Casino and Melbourne Exhibition Centre river frontages. The promenade extends Southgate’s wellscaled terraces and promenade, sunny spaces, vibrant restaurant edge and slowly moving ‘passing parade’ of the river.

The role of the city’s public spaces as locations for animated activities (both organised and incidental) has become increasingly important as the city centre’s entertainment and residential uses extend and diversify. In general they offer adaptable settings with the ﬂexibility to accommodate diverse activities. These public areas have also begun to form a network and the future will indicate further dimensions associated with their impact on Melbourne’s public life.

NEW SQUARES, PROMENADES AND PARKS

2.16

FEDERATION SQUARE

The city has developed a number of new squares, promenades

entertainment and residential uses extend and diversify. These

and parks (Figuremore 2.14). The three major public space for people and spaces are the activities on streets and squares Southgate Promenade, Bourke Street Mall and the southern squares, malls, promenades half of Swanston Street1994: Walk.42,260m There is 271 percent more space 2004: 72,200m2 for people and activities on the streets + new city park:and squares (Gehl 22). Birrarung Marr: 69,200m2 Collectively these new spaces represent a big step forward for

adaptable spaces are flexible in accommodating diverse and

22 places for people 2004 a city that previously had no urban squares in the city center.

tourists (Figure 2.15). The square has brought high successful

The city’s public spaces become increasingly important as the

and a center of cultural activity to Melbourne. In design terms,

71%

078

Federation Square ha and centre of cultura ‘atrium’. The develop to engage citizens, vi eagerly accept the in independent buildin draws inspiration fro laneways.

eclectic activities. There has also been smaller public spaces that were realized all over the downtown area. (Gehl 22)

At 52,600 square feet, Federation Square offers a

creative mix of attractions to engage citizens, visitors and

1. 5 N EW

ARES , PROMENADES AND PARKS

SQUARES , PROMENADES AN

Birrarung Marr 69,194m2 Birrarung Marr is an inspiring new public park that reinforces qualities deﬁning Melbourne’s traditional parks through contemporary design. It focuses on environmentally sustainable principles, offers diverse recreational experiences and provides a robust setting that accommodates various events. The design abstracts the concept of water as a natural land-shaping process and represents the original lagoons and billabongs that were located on the site.

C H APT ER 2

developed to form a place for special venue for alfresco community’s desire realised within the d urban space on top of adaptable, granitic sand nality and amenity of ut many European parks nteraction is supported e edge activities.

SEC T ION 3 SU STAIN AB LE U R BAN ISM

2.17

CITY SQUARE

2.18

places f

BURRARUNG MARR PARK

“the layout of the independent buildings within a larger whole-

square is actually built over an underground car park. The

of-block scale draws inspiration from the city’s network of

park is highly adaptable and its “granitic sand ground plane

arcades and laneways” (Gehl 23). City Square, a 9,000 square

derives from functionality and amenity of similar surface

foot area, has been redeveloped to form a welcoming public

treatments throughout many European parks and squares”

square that offers space for events, informal interaction and

(Gehl 24). The Burrarung Marr is an inspiring new 221,420

public gathering (Figure 2.16). The relaxed park-like feel has

square foot park located along the Yarra River (Figure 2.17).

a balance of nature and the necessary semi-paved landscape

The park reinforces the local character of traditional city parks

to accommodated high volumes of pedestrian traffic. The

through contemporary design. The park “focuses on highly 079

1.6 A

REVITALISED NETWORK OF LANES AND ARCADES

sustainable principles, offers diverse recreational experiences Redevelopment of Melbourne’s laneways has contributed and provides a robust setting that accommodates various immeasurably to the character of the city centre as a dense

and lively area multiple activities. Physical improvement events” (Gehl 25). The design abstracts the concept of for water

of the city’s lanes provides for the comfort, engagement and

entertainment of pedestrians, inviting a range of popular as a natural land-shaping process and represents the original

lagoons and billabongs (small lakes) that originally (Gehl 25).

Melbourne has

arcades. Lanes provide

uses. They also create opportunities for innovation, surprise and unique approaches to both permanent and transient were located there design (refer further 1.8 below).

Totalling some 230 lanes, places, streets, arcades and alleys, these routes serve as important north-south connections, expanding the city’s pedestrian network while supporting revitalized its network of lanes and the formal structure of the grid. The network of animated spaces also provides settings for activities that can not be a sense of comfort, entertainment and accommodated in the ‘little streets’, since they also carry vehicular trafﬁc.

engagement of pedestrians (Figure 2.18). Not only are these

With the increase in inner city living, many laneways have the

lanes now more functional, but also they create opportunities additional function of providing user-friendly and safe entries to many residences. Increasing residential occupation of,

specialised retail activity within, the little streets, lanes for innovation and surprise. According to Janand Gehl, there are and arcades introduces activities that are mutually enriching

active lanes, arcades and alleys increased from 960 feet to 2.11 miles (Gehl 30). These routes between buildings serve Eating out is a conspicuous feature of Melbourne life, and the laneways and ‘little streets’ contain some of the city’s

liveliest areas. as important north and south connections, expanding the

city’s pedestrian network while keeping with the grid. With 080

places for people 2004

Streets, lanes, arcades and rights-of-way are a set of spaces that offer intense, intimate experiences.

2.19

2.19). From 1993 to 2004 the total length

inner city development by allowing retention of heritage to coincide with increased residential density of streetscapes accessible and and better use of space.

A TYPICAL LANE

and out. The laneways therefore support sustainable over 230 lanes, places, streets, arcades andinside alleys (Figure

REVITALISED NETWORK OF LANES AND ARCADES

of safe and user-friendly entries to many residences. The laneways promote sustainable inner city development by

with the increased residential density and better use of

Legend Cafe precinct Retail precinct or mixed retail/ cafe precinct Upgraded pedestrian only thoroughfare Services only or shared vehicle/ pedestrian thoroughfare (not upgraded) Lanes upgraded in 1993

SU STAIN AB LE U R BAN ISM

allowing preservation of heritage streetscapes to coincide

2004

SEC T ION 3

an increase in city living these lanes have the added function 2004

C H APT ER 2

1.6 A 1987

space. Collectively, Melbourne’s laneways offer highly varied Degraves Street (above) and Lt Collins Street (below) are ﬁne examples amongst many in the city’s laneway revitalisation program.

experiences, ranging from art installations to garbage dumps, restaurant hubs and residential areas to main thoroughfares. 2004 (Gehl 28-30)

The number of places to sit and pause has actually

remained constant since 1993, reflecting the substantial 1992

furniture installation program undertaken between the mid 1980s to the mid 1990s. The street furniture that has been designed and dispersed throughout the city center has become a signature feature of the city’s character. When new

2.20

places for people 2004 230 LANES, PLACES, STREETS, ARCADES AND ALLEYS

parks or squares were added, benches were surrendered from other locations to accommodate the increased number 081

Legend 1-4 seats 5-15 seats 16-30 seats 31+ seats

1.7 M ORE

Outdoor cafes 1983

PLACES1.7 TO M SITORE ANDPLACES PAUSETO SIT AND PAUSE

Outdoor cafes 1993 2004

2004

Legend

Legend 1-4 seats 5-15 seats 16-30 seats 31+ seats

1993

1983

1-4 seats 5-15 seats 16-30 seats 31+ seats

Outdoor cafes 1983

2.21

Outdoor cafes 1983 places for people 2004 33

INCREASE IN CITY SEATING FROM 1983-2002 Outdoor cafes 1993

Outdoor cafes 1993

of pedestrians. Also there have been widespread secondary seating options offered such as steps and planter box edges. Curbside cafes have substantially increased the number of seats offered to 5,376 seats by the end of 2004, a 177 percent increase since 1993 (Figure 2.20) (Gehl 32). There is a sweeping emphasis on outdoor lifestyle and the laneways have contributed greatly by increasing the number of smaller cafĂŠs. From 1993 to 2004 there was an increase of 275 % more cafes and restaurants (Gehl 32). 082

2002

places for people 2004 33

There are now aplaces number and places for people of 2004 attractions 33

to go as well as city-wide art programs. Melbourne has truly benefited from an abundant growth of sporting facilities and

2003

SEC T ION 3

cultural institutions that draw visitors from local, regional,

AND PLACES TO GO

Australia-wide and worldwide. Most of these new attractions are located near the Yarra riverfront, the eastern parklands

Major new attractions include: The Ian Potter Gallery, the Ian

SU STAIN AB LE U R BAN ISM

and the north-south civic spine of the city (Figure 2.21).

C H APT ER 2

1. 9 A TTRACTIONS

Legend Entertainment/recreation Gallery/museum/public display Cultural & community use

Potter Gallery (NGV) and the Australian Centre for the Moving Image at Federation Square, the National Gallery of Victoria redevelopment, Melbourne Exhibition Centre, Crown Casino, Melbourne Museum, Immigration Museum, Melbourne Aquarium, City Lending Library, MCG redevelopment (Gehl Buildings and venues such as the refurbished GPO (top) and BMW Edge at Federation Square (above) offer new

experiences, respectively, in shopping and public events. 40). Each of these new attractions has been connected to

large, new public space improvements. By building new museums, art galleries, theaters and sports grounds provide a â&#x20AC;&#x153;symbolic common ground for Melbourne and its citizens and visitorsâ&#x20AC;? (Gehl 40). Citywide art and cultural programs

2.22

ATTRACTIONS AND PLACES TO GO

places for people 2004 41

have brought installations, interactive landscapes, and events and celebrations into public space (Figure 2.22). The 083

1.8 C ITY - WIDE

ART PROGRAMS

subjects and locations of the art engage passers-by and encourage unprompted interaction. “Art activities build social connections, strengthen social inclusion and foster community development, noting the particular needs for marginal and high needs groups” (Gehl 34). By developing art for specific locations this attracts or conveys a human dimension or a level of interpretation to streetscapes and other public spaces in cities.

Since the 1980s, Melbourne has promoted bicycle

networks and facilities throughout the city. Cycling has

outs have been exciting city landmarks.

grown significantly throughout Melbourne because of its flat topography and wider streets (Figure 2.23). Currently the

Legend

morials and monuments nd historic events – the s now being harnessed, n to the streets, public less.

Traditional statue (monument/ memorial) Fountain or water feature Public art Temporary art installation

2.23

following recommendations are being implemented around the city. Provide dedicated bicycle lanes along all major roads that places for people 2004 35

INSTALLATIONS, INTERACTIVE LANDSCAPES AND CULTURAL EVENTS

are clearly marked by either using colored lines or separation medians between automobile traffic. Especially along major boulevards locate bicycle paths between on street parking

084

2004

SEC T ION 3

and pedestrian walkways or introduce raised bicycle lanes

CYCLE AND PUBLIC TRANSPORT ACCESS

C H APT ER 2

1.11 I MPROVED separate from traffic. Integrate public transport with bicycle transport and supply bicycle parking facilities at transport

SU STAIN AB LE U R BAN ISM

stations or other popular interchanges. Allow for other modes of transportation to have the carrying space for said bicycles. Create continuous and fully accessible public walkways and cycle paths along rivers, integrated with the citywide network of open space corridors. Provide more end of trip facilities and secure bicycle parking facilities in key locations including public transportation interchanges, sporting or cultural venues and academic institutions. Introduce new planning policies to ensure all newly designed buildings incorporate trip end facilities. Encourage private off-street parking garages and lots to increase the number of bicycle parking areas. Introduce cycle signals in tandem with pedestrian signals at

Legend On-road bike path Other bike path (eg. off-road, refuge lane) Tram route Bus route Train station Train subway entry

2.24

BIKE AND OTHER MODES OF TRANSPORTATION

places for people 2004 45

intersections.

Public

transportation

plays

important

part 085

sustainable

urban

success

Melbourne.

Public

Co n cl u s i o n

transportation has traditionally been, and will continue to be, a preferred mode of transportation in the city (Figure 2.23). Of the 570,000 people visiting the city each week in 2004, 58 percent of all travel was undertaken by public transportation. Of the 45 percent of all weekday trips, train travel comprised

Cities are the answer to sustainable living. Redesigning the

31 percent, tram travel comprised 12 percent and 2 percent

structure of government is necessary to implement sustainable

for busses (Gehl 44). The establishment of tram super-stops

urban design strategies. Older policies and leaders have no

at key destinations and interchange points has assisted tram

effect on the future. New mindsets of citizens to sincerely

travel. Bus travel is being improved by adding a major bus

want to change their own behavior must occur. Urban design

terminal and interchange at Spencer Street Station.

in coordination with building design is crucial in maximizing sustainability in cities. Reactivating unused urban spaces into mixed-use areas stimulates citiesâ&#x20AC;&#x2122; economic and business potential and creates new possibilities of urban interaction between citizens. By also reactivating city streetscapes and creating new squares a pedestrian culture will reemerge. Promoting alternate modes of transportation is key in moving away from the worldâ&#x20AC;&#x2122;s dependency on automobiles and oil

086

culture. Introducing walking and bicycle culture as well as light

C H APT ER 2 SEC T ION 3

SU STAIN AB LE U R BAN ISM

087

C H A P T ER 3

CASE STUDIES

S ECTI ON 1 I n t rodu c t ion S ECTI ON 2 TG V S t a t ion de ly on - s a la t o s Ly on s , Fra n c e S ECTI ON 3 L è ige - G u ille m in s S t a t ion L è ige , Be lgiu m S ECTI ON 4 K in gs Cros s S t a t ion A ddit i o n L on don , E n gla n d

090

C H APT ER 3

Case studies are important to the process of designing a

design successes and to prevent replecation of previous design mistakes. There is always opportunity to improve on

C ASE ST U DIES

specific type of building. It is important to learn from previous

SEC T ION 1

I n tro duc t i o n

any aspects of design.

Three train stations will be analyzed for their circulation,

relation to their surroundings, connection to existing buildings and their success as world-class stations. The most important aspect of train station design is circulation. These studies will include plans, sections, and elevations. The three stations to be analyzed are Lèige -Guillemins TGV Railway Station (Lèige, Belguim), Lyon-Salatos TGV Railway Station (Lyons, France), and King’s Cross Station Western Concourse Addition (London, England).

091

4.01 092

EXTERIOR PERSPECTIVE

C H APT ER 3

Loc a tio n Arc hi te c t Co m p le te d Co st

which designers of Victorian-era stations could only dream”

L èige, Belgu im S an tiago Cala t ra v a 2009 $ 4 3 0 million

of rail travel, achieving an openness and transparency about

(Minutillo).

In total, there are 39 ‘ribs’ that span 518 feet to cover

the full length of an arriving train. Narrow canopies over the In the early 1990s, the city of Lèige, Belgium was ready

platforms extend from the main structure when the number

for a huge makeover to both revitalize the medieval town and

of train cars are doubled and allows for cover for passengers.

capitalize on its strategic railway location between major cities

The station is open air, like most stations in Europe and

in France, Germany and the Netherlands. Santiago Calatrava

thus does not have a façade on the longer east and west

was selected in 1997 to design a new high-speed railway

elevations. This openness allows for clear views to the city.

station. The new station would replace a 1950s building that

The platforms are raised about 15 feet above the ground. At

occupied a much smaller lot on the same site. Also the new

grade there are ten circular shops that truly animate the space

station would accommodate newer tracks for high-speed

below the platforms. Concrete arches that were cast-on-site

train travel.

support the slab between the two levels. Glass blocks that

The design is quite spectacular with its large spanning

allow light to penetrate to the first level separate the slab. Also

roof hovering 115 feet above the five platforms and nine

at night, the glass blocks allow light to penetrate up to the

C ASE ST U DIES

tracks. “The steel and glass assembly ushers in a new era

SEC T ION 2

Lè ige - G u i l l e m i n s T G V Railw a y S t a t i o n

093

3.02 094

EXTERIOR PERSPECTIVE

3.03

EXTERIOR PERSPECTIVE

C H APT ER 3 SEC T ION 2 C ASE ST U DIES

3.04

TRAIN PLATFORMS +SOARING ROOF

3.05

TRAIN PLATFORMS +SOARING ROOF

platform level.

the motorway; that area’s higher elevation is accessible from

the mezzanine level above the platforms.

Although the station’s design does seem to be overly

dramatic, Calatrava’s design is highly rational and arriving

Like most of Calatrava’s buildings the overall design

passengers are easily oriented to the correct destinations

of the building celebrates movement. Nothing about the lofty

within the station. Auxiliary spaces include offices, parking,

structure is static and actually appears to change shape at

and bike and luggage storage. Behind the station, Calatrava

every angle. The color of the building is white, Calatrava’s

also designed a small pedestrian bridge that traverses over

signature color, and provides a nice contrast to the town’s grey 095

3.07

SHOPS BELOW PLATFORM LEVEL

boulevard extending east to the River Meuse is realized the

3.08

STRUCTURAL DETAIL

disparity may be lessened. For now the large empty plaza that

3.09

STRUCTURAL DETAIL

3.10

STRUCTURAL DETAIL

3.11

STRUCTURAL DETAIL

3.06

ELEVATORS FROM PLATFORM LEVEL TO MEZZANINE

medieval backdrop. While the scale and color of the station may overwhelm the low, dark brick buildings immediately surrounding it, when Calatravaâ&#x20AC;&#x2122;s master plan for a new

sits in front of the station is being used as a makeshift parking lot. (Minutillo) 096

C H APT ER 3 SEC T ION 2

C ASE ST U DIES

097

3.12 098

EXTERIOR BIRDSEYE PERSPECTIVE

C H APT ER 3

Lyon s, Fran ce S an tiago Cala t ra v a 1993 N/A

C ASE ST U DIES

Loc a tio n Arc hi te c t Co m p le te d Co st

SEC T ION 3

Ly o n- Sa l a t o s T G V R a i l w ay Sta tion

Santiago Calatrava designed this TGV railway station

for the Saint-Exupery airport near Lyons. The station not only serves as an interface between the airport and the railway but also as a major stop on the TGV rail line running east over the French Alps. Located on the high-speed rail line between

3.13

EXTERIOR PERSPECTIVE

Paris to Marseilles, this station set new standards for station design in the early 1990s. Calatravaâ&#x20AC;&#x2122;s design is a form of great

of the station sculpturally pays tribute to a bird about to rise in

visual and urban impact, which has definitely had an influence

flight. The station is made up of two main parts: a passenger

on the redevelopment of the area.

building which contains the main atrium for departures and

In the initial sketches it is easy to see how the final form

arrivals; and the vault over the platforms, which incorporates

was inspired by images of the human eye. The main elevation

the gallery, used by passengers. At 400 feet long, 330 feet 099

3.14

100

INTERIOR SHOWING STRUCTURE OF THE ROOF

3.15

INTERIOR SHOWING STRUCTURE OF THE ROOF

wide and 130 feet tall, the passenger terminal rises above a

platform and tracks.

central steel core. The large atrium runs into the vaults that

cover the platforms and tracks and cuts the building into two

linked by an enclosed pedestrian bridge. The central hall has

symmetrical wings. The atrium is triangular in form and directs

walls of glass and a roof that curves upward and eastward.

passengers from the main entry point to the airport check in

Beneath this main hall is a multilevel concourse with various

desks, the service facilities area and the long gallery over the

services and facilities: ticket offices, restaurants and bars,

The station is in alignment with the airport and is

C H APT ER 3 SEC T ION 3 C ASE ST U DIES

3.16

SITE CAST CONCRETE ROOF STRUCTURE + SKYLIGHTS

shops, temporary exhibition space, access to the airport, station-master offices and the airport police station. The roof opens into two widely spread wings and is made up of four steel arches that converge in a curved and tapering spine. A single V-shaped abutment in reinforced concrete supports the arches to the west. There are six sets of track that run under 101

3.17

SITE CAST CONCRETE ROOF STRUCTURE + SKYLIGHTS

the building and occupy a covered structure that extends just over 1,600 feet. All of the reinforced concrete structures were formed onsite, using the ‘slip-form’ technique which makes it possible to produce fluid, continuous forms of almost flawless finish. The main materials used include Concrete (about 33,000 cubic feet), steel (1,300 tons), and glass (the walls of the hall and the 160 panels that cover the platforms). (Ferrarini) 102

3.18

SITE CAST CONCRETE ROOF STRUCTURE + SKYLIGHTS

C H APT ER 3 SEC T ION 3 C ASE ST U DIES

3.19

EXTERIOR PERSPECTIVE SHOWING “WINGS” AND CENTRAL SPINE 103

3.20 104

BIRDSEYE PERSPECTIVE RENDERING OF NEW ADDITION

C H APT ER 3

L on don , Engl a n d John M cAslan + P a rt n e rs 2 0 1 2 ( origin a l 1 8 5 2 ) $ 8 8 6 million

C ASE ST U DIES

Loc a tio n Arc hi te c t Co m p le te d Co st

SEC T ION 4

K ing’s C ro s s S t a t i o n We ste r n Conc o u r s e A d d i t i o n

The 160-year-old King’s Cross station (completed

in 1852) is a Grade I–listed historic building, and any plans required lengthy consultation. Also, no work could begin until the roof slab was in place for a new ticket hall at the London Underground station below, and rail authorities naturally SATILITE IMAGE OF ADDITION STILL UNDER CONSTRUCTION

allowed no trains to be canceled during construction. The

3.21

essential purpose of the new addition is to allow enough space

exiting through the original front door of the station. It replaces

for the increasingly large numbers of passengers to move easily

the existing concourse, a low, crowded 1970s structure of

and efficiently as they emerge from the underground or enter

dim design, that has never been loved for the way it blots the

from the street, buy their tickets and catch their trains. It is a

view of the plain, handsome twin-arched front of the original

departures space only, as in airports, with arriving passengers

station facade. (Moore) 105

3.22 106

CUT-AWAY SHOWING CONNECTIONBETWEEN EXISTING STATION AND ADDITION

C H APT ER 3

roof of steel, aluminum and glass that rises 66 feet above the ground at its highest point. Engineered by Arup, the enormous

feet from the historic station’s western façade. One of the many constraints included no additional load could be placed

C ASE ST U DIES

canopy spreads out from a great steel funnel located a few

SEC T ION 4

The design for the Western Concourse is a shell-like diagrid

on the original station wall itself. Intersecting branches of steel spread downward, spanning out in a 243-foot radius from that central point. A ring of 16 supporting columns at the outer edge takes the load. With no supporting columns in 3.23

PROGRAMATIC CUT-AWAY SHOWING CONNECTION TO OLD STATION

3.24

ELEVATION WITH ADDITION TO EXISTING STATION

107

108

3.25

ROOF STRUCTURE OF NEW CONCOURSE

3.26

SECTION

C H APT ER 3 SEC T ION 4 C ASE ST U DIES

3.27

ROOF STRUCTURE OF NEW CONCOURSE AT NIGHT

between, the Western Concourse is now the largest singlespan structure in Europe. (Moore)

Outside, the semicircle of the concourse deliberately

mimics (and, in fact, fills) the curve of the nearby Great Northern Hotel. Completed two years after the original Kingâ&#x20AC;&#x2122;s Cross station, the hotel was also designed by the same

3.28

CENTRAL CANOPY STRUCTURE 109

architect, Lewis Cubitt. The geometry repeats again inside the concourse, where a mezzanine level—supported by decorative iron brackets and covered with 5 million gleaming, white ceramic tiles, coated to repel dirt—follows a similar sinuous line. To meet the design brief from the station’s owner, Network Rail, the structure provides space for shops and cafés that overlook the ground-floor plaza. (Underhill)

Inspiration for the roof’s airy steel and glass design

came partly from the 19th century. “I have always liked the great Victorian glasshouses as at Kew Gardens,” says McAslan, who’s also a keen admirer of Grand Central Terminal in New York. But other influences, he says, included the soaring airports designed by Eero Saarinen—Dulles International in Washington, D.C., and John F. Kennedy International in New York. As at an airport, the departure and arrival areas of King’s Cross are now separate, and McAslan hopes that the elegance of the concourse will capture something of the 3.29 110

CANOPY STRUCTURE

C H APT ER 3

SEC T ION 4

glamour of air travel. (Underhill) Meanwhile, the original glass roof of the barrel vaulted

sheds has been cleaned up and had its glass restored, while

C ASE ST U DIES

unnecessary clutter in the space below has been removed, making it more bright and airy than it has looked at any time since it opened, 160 years ago. (Moore)

3.31

3.30

EXISTING TRAIN SHED WITH RESTORED GLASS

EXISTING TRAIN SHED WITH RESTORED GLASS 111

C H A P T ER 4

SITE ANALYSIS

SECTI O N 1 I n t rodu c t ion SECTI O N 2 S it e L oc a t ion SECTI O N 3 His t ory of A re a SECTI O N 4 Con t e x t u a l A n a ly si s SECTI O N 5

Ma in S t re e t S t a t io n H i s t o r y

SECTI O N 6 Bu ildin g A n a ly s is

114

C H APT ER 4

than expected and by the end of the 1800s the city was economically sound once again. The city has almost always

Richmond, Virginia could be the greatest city in the United

Richmond is located two hours from Washington, D.C., less than two hours from the beach, and less than an hour away from the Appalachian Mountains. Richmond has a plethora of unique places to live, work, explore and play. Known as the ‘River City,’ Richmond was recently voted the best river town by Outside Magazine. With its clean river water (cleaner than past centuries), white water rapids, uninhabited islands that have bridge access, river rocks to lounge around and get a tan, and a canal district ; it is no wonder why Richmonders enjoy being outdoors.

Known for it’s rich history, during the Civil War, the city

held the title of capital of the Confederate States of America.

Row was home to such cigarette companies as Phillip Morris and Lucky Strike. Richmond had the first electric streetcars in the nation, a system they should have kept. Thomas

SIT E AN ALYSIS

States, or at least the city has the potential to earn that title.

been associated with tobacco. The area known as Tobacco

SEC T ION 1

Introd u c t i o n

Jefferson, the writer of the Constitution, designed the state capital building.

Although the city was once known as the murder

capitol of the US, in recent years murders and crime have gone down close to 75%. Now the city is home to six Fortune 500 companies and the Federal Reserve Bank. Urban Renewal is occuring all over the city as people are moving back to the downtown area. Richmond is a town filled with people who absolutely love to live, eat, play, attend shows, drink, ride and above all share their spare time with other Richmonders.

Even though the city was burned and destroyed at the end of the Civil War, the people of Richmond rebuilt quicker 115

Richmond, Va

116

4.01

THE UNITED STATES + VIRGINIA HIGHLIGHTED

4.02

VIRGINIA + CITY OF RICHMOND HIGHLIGHTED

C H APT ER 4

were first built near Shockoe Creek close to businesses along the river. By 1817, the population was approximately

Richmond, Virginia is located on the fall lines of the James

the site of a trading post. The town was named Richmond, because the bend in the James River reminded Byrd of Richmond-on-the Thames in England. Byrd commissioned William Mayo to survey the town. Mayo’s 1737 plan defined the town’s boundaries as Shockoe Creek on the west, presentday Broad Street on the north, present-day 25th Street on the east, and a town commons along the James River to the south. Future city expansions continued Mayo’s right- angled street plan axis or orientation, as well as his city block squares of four half acre lots (National Park Service).

The city remained a small village trading post until

1779 when the Virginia capital relocated from Williamsburg to Richmond. By 1789, with the influx of government

slave trade site until 1860. In 1836 numerous railroad lines converged in Richmond. After the Civil War (1861-65) and being the Capital of the Confederacy, Richmond rapidly rebuilt

SIT E AN ALYSIS

River, and was founded by William Byrd III in the 1730s at

14,000 (Penninger, 35). Due to the port, Richmond was a key

SEC T ION 2

E ar ly H ist o r y o f R i c h m o n d

brick buildings in the 20 block business district that had been destroyed. The city became a successful manufacturing city of the New South; with flour milling, tobacco manufacturing, iron and foundry work, and fertilizer industries (Penninger, 22). A railroad boom and the westward extension of the James River Canal resulted in Richmond becoming a center of iron manufacturing and iron and coal shipping. Tobacco industry continued to grow in the late 19th and 20th centuries (National Park Service). In 1914, the Federal Reserve chose Richmond as regional bank due to the city’s financial success and strategic geographical location. (Penninger, 24)

professionals, the city grew to 300 houses. Residential buildings 117

4.03 118

THE ENTIRE CITY OF RICHMOND

C H APT ER 4 SEC T ION 2 SIT E AN ALYSIS

4.04

CITY OF RICHMOND: DOWNTOWN, SHOCKOE BOTTOM AND CHURCH HILL 119

120

4.05

MAP OF THE CITY OF RICHMOND

SIT E AN ALYSIS

MAP OF THE CITY OF RICHMOND

SEC T ION 2

4.06

C H APT ER 4

121

4.07 122

CITY OF RICHMOND: DOWNTOWN, SHOCKOE BOTTOM AND CHURCH HILL

C H APT ER 4

The site is bound by Broad Street to the north, 17th Street

Interstate 95 to the west. The site is located in Shockoe Bottom, one of Richmond’s oldest areas. Its location is at the focal point where six districts meet. Interstate 95 currently travels through the site in the north and south direction. It is estimated that nearly 230,000 cars pass by the site daily. (Main Street Station)

Located on the site is Main Street Station. The station

was completed in 1901. Other buildings on the site include: The Seaboard Freight Depot (1909), the railroad YMCA building (1902), Lovings Produce (Early 1900’s), and 17th Street Farmers Market (late 1700’s/ current building 1986). Also located on the site is the archeological site of Lumpkins

A ddre s s 1 5 0 0 E a s t Ma in S t reet

SIT E AN ALYSIS

to the east, Cary Street to the South, and 15th Street and

Own e r Cit y of Ric h m on d

SEC T ION 2

Th e S ite P e r i m e t e r

L ot A re a 2 0 . 4 A c re s Tot a l ( 1 9 . 6 Acres u s ab l e) Cu re n t L a n d Us e -E x is t in g t ra in s t a t io n b ei n g u s ed pa rt ia lly by A m t ra k - Th e Cit y ’s E c on omi c & C o mmu n i t y De v e lopm e n t De pa r t men t h o u s es t h e u ppe r f loors of t h e h i s t o r i c h ead h o u s e -P a rk in g f or V CU/ V C U M ed i cal C en t er an d C i t y of Ric h m on d

Slave Jail. as well as a ‘Negro Burial Ground’ on the other side of Broad Street next to the interstate. 123

H is t o r i c S a n b o r n I n s u ran ce M aps o f th e Area

4.08 124

1886 HISTORIC SANBORN INSURANCE MAP + EXISTING SITE PERIMETER OVERLAYED (BEFORE STATION)

C H APT ER 4 SEC T ION 3 SIT E AN ALYSIS

4.09

1905 HISTORIC SANBORN INSURANCE MAP + EXISTING SITE PERIMETER OVERLAYED 125

4.10 126

1905 SANBORN INSURANCE MAP + OLD SHOCKOE CREEK HIGHLIGHTED

C H APT ER 4

Shockoe Creek, now entirely underground, was a significantly

Valley of Richmond, which includes the neighborhoods of: Upper Shockoe Valley, Shockoe Bottom, Shockoe Slip, Shockoe Hill, and Tobacco Row Historic District. The precise

SIT E AN ALYSIS

large creek that once flowed through the entire Shockoe

SEC T ION 3

S h ock oe C re e k

boundaries of these Shockoe neighborhoods is subject to frequent confusion. â&#x20AC;&#x153;Shockoeâ&#x20AC;? became the anglicized version of Shacquohocan, the Native American name for the creek, which referred to large flat rocks where the creek met the James River. William Mayo used Shockoe Creek as the western boundary of his 1737 survey plan of the new town of Richmond, founded by William Byrd III. Shockoe Creek at one time featured pedestrian bridges, and ran up the valley from the James River along the line of present-day 15 th Street. (National Park Service)

127

A Hi s to ry of Flood ing/ T h e F l o o d Wa ll Richmond Virginia is located at the fall line of the James River. Unfortunately the cityâ&#x20AC;&#x2122;s location makes it vulnerable to all floods originating in the 6,760 square miles of drainage area upstream. Flooding in the cityâ&#x20AC;&#x2122;s two business districts, Shockoe Valley on the north bank and Manchester on the Southside, has resulted in centuries of serious and extended business losses to commercial and industrial activities in the area. In the last 60 years there has been a major disruption to the railway system (both freight and passenger) and highway transportation, and prolonged interruption of public utility 3.11

THE FLOOD WALL

operations.

In 1972, Hurricane Agnes gained strength over the

Caribbean Sea and began making its way up the Southeastern U.S. coast, hitting Florida with tropical storm force winds. The storm weakened as it moved up the coast, but still caused 128

C H APT ER 4

worst flooding since May of 1771 occurred in Richmond with a recorded flood height of 36.5 feet, which flooded a 200-block

3.12

FLOODING AT MAIN STREET STATION AFTER HURRICANE AGNES

3.13

A VIEW OF TOBACCO ROW FROM THE JAMES MONROE BUILDING

3.14

A VIEW OF TOBACCO ROW FROM THE JAMES MONROE BUILDING

SIT E AN ALYSIS

area of Downtown. (City of Richmond)

SEC T ION 3

severe flooding throughout the state. On June 22, 1972, the

129

A Hi s to ry of Flood ing/ T h e F l o o d Wa ll Continue d

In the mid 1980s, after Hurricane Hugo flooded

the area yet again, plans began to be formulated to build a floodwall. After years of planning and government backing, the Richmond Floodwall was dedicated on October 21, 1994. There were two floodwalls built on the north and south side of the James River. The floodwall on the North side of the river is 4,277 linear feet long and has concrete walls ranging from 4 to 30 feet tall. The flood wall protects 150 acres of Shockoe Bottom. The other floodwall on the Southside of the river is 13,2046 linear feet long and has concrete walls up to 50 feet tall. The Southside floodwall also includes earthen levees up to 30 feet high. This floodwall protects 600 acres of Manchester.

130

4.15

THE FLOOD WALL SHOWING FLOOD LEVEL MARKERS FROM

HURRICANES CAMILE (1969), JUAN (1985), AGNES 1972 AND 1772.

C H APT ER 4

In 2005, ten years after the floodwall was built, the

very powerful Hurricane Gaston tore through Richmond flooding many parts of the city and causing millions in property

Shockoe Bottom was not saved from flooding water that was trapped (ironically) on the inside of the floodwalls.

4.16

LARGE FLOODWALL DOOR FOR 14TH STREET

4.17

2005 DESTRUCTION FROM HURRICANE GASTON

4.18

THE FLOODWALL ALONG THE SOUTSIDE BANKS OF THE RIVER

SIT E AN ALYSIS

damage to the entire city. Because the storm was so powerful,

SEC T ION 3

131

T h e Sl ave Tra il The Richmond Slave Trail is a walking trail that chronicles the history of the trade in enslaved Africans from Africa to Virginia until 1775, and away from Richmond, to other locations in the Americas until 1865. It begins at the Manchester Docks, which along with Rockets Landing on the north side of the river, was a major port of the downriver Slave Trade. This made Richmond the largest source of enslaved Africans on the east coast from 1830 to 1860. The Slave Trail follows

RICHMOND SLAVE TRAIL

the route traveled by some of the thousands of Africans who made their journey south by crossing the James River chained together in a coffle, or by getting on ships bound for New Orleans. The trail then follows the route through the slave markets, beside the Reconciliation Statue commemorating the international triangular slave trade, past the Lumpkins

4.19

Slave Jail site and the Negro Burial Ground, to the First

132

African Baptist Church. (Richmond Slave Trade Commission)

C H APT ER 4

The manchester docks are where slaves were unloaded from

National Slavery Museum and will contain a geneology

the slave ships.

center as well.

2. Kanawha Canal

6. Lumpkins Slave Jail

In the late 18th-century the Kanawha Canal was

This jail was owned by Robert Lumpkins, and included

constructed using a large mostly slave work force. Many

lodging for slave holders, a slave holding facility, an auction

African American boatmen traversed the canal, while black

house, and a residence for his family.

Richmonders carted cargo to an from the boats.

7. Negro Burial Ground

3. Slave Auction Houses

Many of Richmondâ&#x20AC;&#x2122;s first citizens lie buried here in unmarked

There were several dozen of these auction houses in

graves. Richmondâ&#x20AC;&#x2122;s gallows was above on a hillside. It was

Shockoe Bottom. Davenport & Co., located at 15th and

here that the 28 year old Gabriel, an articulate and literate

Cary streets, was an auction house from the center of the

slave was executed. In 1800, Gabriel and his colleagues

district.

conspired to take over the Richmond government to make

4. Reconciliation Statue

equal people of all races. He was betrayed and hung.

This statue commemorates the international triangular slave

8. First African Baptist Church

trade .

This church was a center for of African American life in pre-

5. Seaboard Freight Depot Building

Civil War Richmond. (Richmond Slave Trade Commission)

SIT E AN ALYSIS

The seabord Freight depot is slated to become the next

SEC T ION 3

1. Manchester Docks

133

134

4.20

HISTORIC STREETCAR MAP OVERLAID ON A MODERN MAP OF RICHMOND

4.21 PHOTO OF EARLY RICHMOND STREETCAR

C H APT ER 4

companies even bought land and placed amusement parks and picnic sites at the end of trolley lines to further encourage

In 1888, the nation’s first complete electric streetcar system to

business area was installed in Richmond, with 12 miles of track and 23 cars. Designed by Frank Sprague, a New York engineer, this system replaced horse and mule drawn rail cars on 4 miles of downtown track. Richmond, the second largest city in the south, was now referred to as the “electric city”.

separated by race and economic class, contributing to the decline of downtown neighborhoods. After various violent trolley car worker strikes and boycotts involving wages and

SIT E AN ALYSIS

reach out to growing residential areas beyond the downtown

suburban land purchase. Richmond became a city increasingly

SEC T ION 3

S TR E E T C A R N E T W O R K

conflicts between black and white labor unions, in 1906 Virginia General Assembly passed a law requiring racially segregated seating on streetcars. (Tyler-McGraw, 201-217)

The streetcar system was expanded to 82 miles of primarily suburban track, and was in operation until 1949, when it was replaced by a bus system and automobiles. The four wheeled streetcars were connected to an overhead wire called a troller,

S u bu rban i zati o n Tre nd s a nd I mp a c t

so the cars were often called trolleys. The new transportation

Prior to 1880s, Richmond’s spatial layout was similar to

provided by streetcars became a significant factor accelerating

European walking cities offering integrated working, residence

the development of suburban neighborhoods only populated

and commercial functions. There was significant distinction

by white residents, who slowly moved west of downtown to

between city and countryside, the most prestigious living

escape pollution, and to maintain racial segregation. Streetcar

space was in the center city with shortest walking distances, 135

and working class neighborhoods were close to factories. In

incentivized white urban flight and contributed to inner city

the 1890s, although downtown areas remained the center of

decay in Richmond. By 1940s Richmond’s neighborhoods

Richmond business, the streetcar system spurned intense

were sharply differentiated by age, architecture, social class

financial investment in suburban business and neighborhood

and race.

development. For white middle class suburban residents, the

devalued, declining, or destroyed by urban modernization.

city built cobblestone streets, terracotta pipes, sewer systems,

(Penninger)

Historic architecture and neighborhoods were

and a grand boulevard with civil war monuments. The poorest whites, all economic classes of black residents, and immigrant workers, resided in unsanitary, deteriorating, overcrowded

136

Ro l e o f Hi storic Pre se rva tion

older neighborhoods, lacking city planning and services.

Mary Wingfield Scott (1895-1983), Architectural Historian, left

From 1890 – 1911 new Virginia laws increasingly separated

an important legacy in reversing Richmond’s inner city trend

races, and racial segregation became the only form of zoning

toward urban decline. Her historic preservation philosophy and

and city planning. Residential development for Blacks was

activism, community education, value of urban green space,

separate and unequal. Newer all white neighborhoods created

and documentation of Richmond’s historic built environment

by developers were largely unplanned and unregulated.

were forward thinking. In 1935, she founded the William

Federal Housing Act (1934) loans favored new development

Byrd Branch of the Association for Preservation of Virginia

housing over inner city housing improvements, which further

Antiquities, which became the Historic Richmond Foundation.

C H APT ER 4

1944-62, and sponsored architectural walking tours, which

was reflected in the “Downtown Plan”, started in 1997

raised public awareness and political activism regarding the

and updated in 2008-2009 (Tyler-McGraw) The city’s 2009

value of historic preservation. Scott’s books Houses of Old

“Downtown Plan” concentrates on the Downtown District and

Richmond (1941) and Old Richmond Neighborhoods (1950,

specifically promotes:

1975 reprint)

provide an important record of Richmond’s

“Preservation of historic neighborhoods, mixed-use

built environment prior to 1860, although she excluded public

blocks, integration of variety of transportation options for

buildings. She urged Richmond to adopt the 1945 Baltimore

residents, encouragement of

Plan which enforced fire and zoning codes for slum owners.

system of urban parks, ambitious street tree plantings, all

In 1957, Richmond City Council adopted the Historic

new downtown construction respect and reinforce its urban

District Ordinance, largely due to the William Byrd Branch.

location and adjacent building scale and character, aggressive

Validating Scott’s work, Congress enacted the 1966 Historic

historic preservation coordinated with history trails and

Preservation Act. The NHPA established federal inventory

museums, adaptive reuse to incorporate modern uses into

and protection of significant historic properties or whole

district, and mixed-income/diverse neighborhoods.”

districts, and tax incentives to encourage adaptive reuse of

SIT E AN ALYSIS

Scott’s historic preservation vision for the City of Richmond

SEC T ION 3

The Branch published “Houses of Old Richmond” newsletter”

walking tours, integrated

(City of Richmond Downtown Plan)

historic buildings. 1976 federal tax credit legislation further encouraged the rehabilitation of historic Richmond buildings. 137

In ters tate 95

(1958)

“The position of the station, jammed next to the interstate like this, is a clear metaphor for what the past 50 years of the interstate system has accomplished” (Viktoria Badger).

In the mid 1950s construction began on the new interstate system. Interstate 95 was completed in 1958 and with it many buildings were demolished as the path of the interstate was thrust through the city effectively dividing neighborhoods and creating dead zones. Originally Interstate 95 came within 20-25 feet of Main Street Station’s clock tower, but in the 1970s the downtown expressway added another feeding lane making the distance between 7-10 feet of the clock tower. The construction of Interstate 95 arching around the building rather brusquely and symbolically demonstrated the eclipsing of the stations purpose. By the early 1970s, rail travel was 4.22 138

CONSTRUCTION OF I-95 OVERPASS (1958)

C H APT ER 4 SEC T ION 3

SIT E AN ALYSIS

CONSTRUCTION OF I-95 (1958) 4.23

139

140

4.24

THE NOISE POLUTION CAUSED BY I-95 + RAIL ON THE WESTERN SIDE OF THE SITE

C H APT ER 4

as Americans were becoming more of an automobile society.

tower is the last memorable thing you see before zooming

Today there is a rough estimate that 230,000 cars pass by the

through the city on I-95. (Main Street Station)

4.25

SIT E AN ALYSIS

I-95 + CLOCK TOWER (1976) *NOTICE THE 1970s PIMP MOBILE

station daily. When heading northbound, the stationâ&#x20AC;&#x2122;s clock

SEC T ION 3

on a clear path for dismissal as a legitimate form of travel

141

S ite C o n t e xt Located around the site are many businesses, corporations, city and state government buildings, hospital and college buildings, museums, historic buildings, residences, food and bar establishments, churches and schools, as well as many other building types.

142

MAP KEY

C H APT ER 4 SEC T ION 4

SIT E AN ALYSIS

BUILDING OCCUPANCY TYPES 4.26

143

144

4.27

EXISTING RAIL LINES IN RICHMOND

C H APT ER 4

Currently the elevated rail lines are owned by the CSX Freight

over Richmond, Including two large rail yards. One of these yards is located within a mile of the site. Across the James

SIT E AN ALYSIS

Company. CSX has extensive freight rail lines that extend all

SEC T ION 4

Ex i s ti n g Rai l L i ne s

River is the Norfolk Southern Railwayâ&#x20AC;&#x2122;s Richmond rail yard.

Amtrak currently utilizes one of CSXâ&#x20AC;&#x2122;s rail lines along

the east side of the station (In red). This has been used by

to the Newport News/ Hampton Roads area along the coast. In 2003 Main Street station re-opened as a functioning station and Amtrak service resumed connecting Main Street Station to the coast.

4.28

EXISTING RAIL LINES IN RICHMOND

Amtrak for many years and transports people from Richmond

145

Vehic ula r Circ ula tion (I n te r sta te s) Interstate 95 North and South pass right through the site. The Downtown expressway meets with Interstate 95 right at the station. Cars traveling on Interstate 95 South use exit 74 B - Franklin Street (blue). Once off the exit cars can either take a left on to Franklin Street that leads to the station or continue down 15th street and take a left onto Main Street. Cars traveling on Interstate 95 North use exit 74 C - Broad Street (orange). Once off the exit, cars are able to continue straight across Broad Street on 17th Street until they meet Main Street. Those traveling on the Downtown Expressway merge onto Interstate 95 North and use the same exit (light orange).

4.29 146

VEHICULAR CIRCULATION (INTERSTATES)

C H APT ER 4 SEC T ION 4

Vehicula r C i rc u l a t i o n ( R o ad s) The station is located between Broad Street to the

SIT E AN ALYSIS

north and Main Street to the south. Broad Street is the longest roadway in Richmond. When driving on Broad Street from either Church Hill or the VCU area it is necessary to take a turn towards Main before the interstate to get to Main Street Station (green). Main Street is only two ways beginning at 10th Street heading east (blue). As a result not many cars travel in an eastward direction until 14th Street. Cars coming from Rockets Landing or Tobacco Row will use Main Street. Cary Street is a popular one-way street that heads downtown from Carytown and beyond (orange). From Manchester, the 14th Street Bridge (pink) is the fastest route to get to Main Street. 4.30

VEHICULAR CIRCULATION (ROADS) 147

4.31 148

VEHICULAR CIRCULATION WITHIN A 1-BLOCK RADIUS

C H APT ER 4 SEC T ION 4

SIT E AN ALYSIS

TOTAL PARKING ON SITE 4.32

149

150

4.33

NEIGHBORHOODS AND DISTRICTS

C H APT ER 4

The site is a focal point of the entire downtown area and is

Bottom or Shockoe Valley. Located to the east of the site is the continuation of Shockoe Bottom. Other neighborhoods

SIT E AN ALYSIS

located in the oldest section of Richmond known as Shockoe

SEC T ION 4

S u r roun d i n g N e i g h b o r h o o ds / D i s tri cts

and districts to the east include: Tobacco Row, Church Hill, Union Hill and the Fairmount Neighborhood to the northeast. To the west of the site is primarily the Downtown or Business District. To the northeast of the site is the VCU Medical Center and the VCU School of Medicine. Also, just west, heading up Main Street is Shockoe Slip. Located along the James River is the area known as the River District, that includes the Canal Walk. Just across the James River is the area known as Manchester.

151

T OBA CCO ROW During the 1840s, Richmond was the largest tobacco production market in the world. Between the late 19th and early 20th century more than 50 tobacco factories existed in Shockoe Bottom, making tobacco the dominant industry in Richmond.

Tobacco Row is comprised of these brick and concrete

factories and warehouses of the many once prominent tobacco companies. Most of the remaining buildings were built between 1880 and 1930. The two by eleven block area is bound by Main Street to the north, Pear Street to the east, Dock Street to the south and 17th Street to the west. These 4.34

TOBACCO ROW

tobacco companies include: Lucky Strike, Phillip Morris, and Edgeworth Bothers. Most of the Warehouses have been adaptively reused as residential lofts and apartments as well as restaurants and business offices of financial, architectural and advertising firms. The Phillip Morris warehouse is now

152

C H APT ER 4

professionals that work in Downtown and Shockoe Bottom. Collectively, they represent one of the largest contiguous

4.35

A VIEW OF TOBACCO ROW ALONG CARY STREET

4.36

A VIEW OF TOBACCO ROW FROM CHURCH HILL

4.37

A VIEW OF TOBACCO ROW FROM THE JAMES MONROE BUILDING

SIT E AN ALYSIS

adaptive reuse projects in the country. (National Park System)

SEC T ION 4

Richmondâ&#x20AC;&#x2122;s Holocaust Museum. Current residents are young

153

CHU RCH HI LL Located to the east of the site, Church Hill, also known as the St. John Church District, encompasses the original land plat and grid of the city of Richmond. Broad Street bisects Church Hill and ultimately ends at the eastern most part of the area. Church Hill includes the city’s oldest residential area comprised mostly of row homes in many different styles. Church Hill also contains St. Johns Church in which Patrick Henry gave his famous “Give me liberty or give me death” speech. Like many of the surrounding areas, in the 1950s Church Hill saw a serious decline in both residents and physical upkeep of its buildings. Because of the decline, the Historic Richmond 4.38

CHURCH HILL

Foundation was established in 1956 to help save a preserve the setting around St. Johns Church.

Currently, Church Hill is a thriving residential area that

overlooks Shockoe Bottom and Tobacco Row. The area’s residents are comprised of young professionals as well as 154

C H APT ER 4

encouraged by the redevelopment of Richmond’s tobacco warehouses and cigarette factories along the James River.

4.39

A VIEW FROM CHURCH HILL TOWARDS MAIN STREET STATION

4.40

A VIEW OF CHURCH HILL FROM THE JAMES MONROE BUILDING

SIT E AN ALYSIS

(National Park System)

SEC T ION 4

middle aged to retired. The area’s return to stability was

155

U n i o n Hi l l The Union Hill Historic District is located in the east end of Richmond, and was listed on the National Registry of Historic Places in 2002. The neighborhood is roughly bordered by

UNION HILL

Venable Street to the north, and by Jefferson Avenue to

4.41

Mosby Street on the west, by 25th Street to the east, by

Hill was separated from the city and the rest of Church Hill by

the south. In the southwest corner is Jefferson Park, which overlooks the downtown skyline. For much of its history Union

a deep ravine and the bluffs overlooking Shockoe Bottom. The irregular and narrow streets on Union Hill follow the terrain rather than the rigid grid of the rest of the city. Where the angled streets of Union Hill collide with that grid interesting triangular blocks are created. This gives Union Hill a unique character found nowhere else in the city. Union Hill is primarily an African American residential district with a fewchurches 4.42 156

A VIEW OF JACKSON PARK IN THE UNION HILL NEIGHBORHOOD

and commercial buildings concentrated along 25th and

C H APT ER 4

The Fairmount historic district neighborhood is located just

was originally developed in 1890 as a trolley car suburb, and was eventually annexed by the City of Richmond in 1906. It is

SIT E AN ALYSIS

north of Union Hill, in a 10 X 7 block nearly level hill top. It

SEC T ION 4

F ai rm o u n t

currently primarily a low income African American residential neighborhood, known for a high crime rate in the northern end of district by a housing project. Developer efforts to plan 4.43

A VIEW FROM JACKSON PARK OVERLOOKING SHOKOE BOTTOM

commercial blocks, never quite worked, with the exception of a few grocery stores. One half the houses were built between

Venable streets. Many of the modest working class houses

1890-1900 and are rows of almost identical box-like 2 story

constructed of frame and brick, were built prior to 1867 when

town houses, with front porches, or rows of

Union Hill was annexed from Henrico County. Today, Union

bungalows with repeating designs. The 15 block Fairfield

Hill is a fragile neighborhood suffering from abandonment and

Horse Racing Course was built before the Civil War at the

neglect and many historic houses have been demolished.

northeast corner, and declined by 1890. The course may

However, Union Hill still possesses a high level of neighborhood

have delayed development. By 1890 several streetcar lines

integrity and valuing of its historic environment. (Living Places)

had reached Fairmount. (Churchill Peopleâ&#x20AC;&#x2122;s News)

craftsman

157

VCU M edi cal Ce nte r/Sc hool of Me d ic ine From its inception in 1854, the Medical College of Virginia, MCV, flourished and expanded into an extensive institute for medical care and higher education. The first building built was the Egyptian Building. During the Civil War, the college managed to have a graduating class every year. MCV constructed and filled numerous buildings throughout the first half of the twentieth century. In 1941, the West Hospital was completed and is the tallest building in Richmond at the time. In 1947, the first civilian burn unit in the country was established at MCV under the direction of Dr. Everett Evans. In 1968, the Virginia Commonwealth University is created 4.44

VCU MEDICAL CENTER

through the merger of Richmond Professional Institute and the Medical College of Virginia. In 1982, MCV Main Hospital opened, a modern, 14 story, 539 bed facility costing in excess of $60 million dollars. In 1983 the Massey Cancer Center opened and in 1986 the renovated North Hospital opened.

158

C H APT ER 4 SEC T ION 4

Throughout the 1990s and 2000s, VCU Medical center opened almost a dozen new buildings. It continues to be one of the top schools of medicine in the nation. (MCV History

SIT E AN ALYSIS

Timeline) (Ellis)

4.46

4.45

EGYPTIAN BUILDING: THE FIRST MEDICAL COLLEGE OF VIRGINIA

BUILDING

VCU MEDICAL CENTER FROM THE JAMES MONROE BUILDING

159

D o wn to wn / The Busine ss Distric t The Downtown or Central Business District, is the central urban area of Richmond, and is roughly bound by Belvidere Street to the west, I-95 to the north and east, and James River to the south. Home to many Fortune 500 companies, Richmondâ&#x20AC;&#x2122;s downtown area is similar to many large cities with tall buildings and fast moving streets. The 19 story First National Bank (now BB&T bank) building on East Main Street, was built in 1913 as the first Richmond skyscraper. Other skyscrapers were built in the early 1920â&#x20AC;&#x2122;s as business in Richmond continued to grow from the late 1800s. During the 1960s- 1970s, Richmond banks underwent significant 4.47

DOWNTOWN

expansion due to a more liberal 1962 Virginia banking law which allowed banks to make much larger loans to VA industry. Industry had previous sought higher loans outside VA (Dabney 366-7).

160

C H APT ER 4 SEC T ION 4 SIT E AN ALYSIS

4.48

DOWNTOWN RICHMOND SKYLINE FROM THE JAMES RIVER 161

In the early 1900s, department retailers saw

investment in the downtown sector, and opened up large flagship Stores. This included Sears & Roebuck, Thalhimers, and Miller & Rhoads. As the slow yet massive move out into suburban areas began affecting Downtown shopping, these department stores expanded out to the new suburban shopping centers. Eventually Sears closed the downtown store, and Miller & Rhoads and Thalhimers went out of business in the 1990s. Although retail was becoming less and less of a viable economy for downtown, banking and 4.49

FEDERAL RESERVE BUILDING

4.50

RICHMOND CITY HALL

(26 STORIES ABOVE GROUND)

(20 STORIES)

big business began booming, and in the 1960s, Richmond began the construction of over 600 buildings. This would continue into the 80s, until the last few skyscrapers were finally built. In 1978, the Federal Reserve Bank of Richmond, designed by renowned architect Minoru Yamasaki, (the same architect as the original world trade centers) was completed. In 1984, Richmond and the surrounding three counties

162

C H APT ER 4

baseball park. (Dabney 372) Richmond is the headquarters of

until 2007 and was supposed to have a twin tower that was

the Fifth District (1 of 12) of the Federal Reserve that covers

not built due to the economic downturn in the late 1980s.

the District of Columbia, Maryland, Virginia, North Carolina,

(Main Street Station)

South Carolina and Most of West Virginia. An interesting fact about the Federal Reserve building is that 49% of the total floor area is located underground.

4.51

SIT E AN ALYSIS

the James Monroe Building was the tallest building in Virginia

SEC T ION 4

began collaborating for the first time, to build the Diamond, a

JAMES MONROE BUILDING (29 STORIES)

Currently, the economy of Richmond is booming,

with several Fortune 500 companies headquartered there. Dominion Resources, MeadWestvaco, and Universal are among those headquartered in the downtown district. MeadWestvaco built its new headquarters in 2010 next to the Federal Reserve Building. Other tall buildings are home to Bank of America, Wells Fargo, Suntrust, Verizon, and Maguire Woods. The City of Richmond also has offices in some of the tallest buildings including; City Hall at 20 stories and the James Monroe Building at 29 stories (449 feet). Built in 1981, 163

4.52

CANAL WALK/ RIVER DISTRICT

4.53

CANAL WALK/ RIVER DISTRICT

begin until 1785. George Washingtonâ&#x20AC;&#x2122;s designs were used to

C a n a l Wa l k / R i v e r D i s tri ct

build the project. (SMBW)

164

The Haxall and Kanawha Canals (along the James River) were

1st conceived in the late 1700â&#x20AC;&#x2122;s. They would allow accessibility

In 1854 the Great Ship Lock was constructed, allowing almost

from the Ohio and Kanawha Rivers to the Atlantic Ocean.

300 sea-going vessels into Richmond, per year. It was not

George Washington designed the canals in 1774.

These

until 1987 that the Richmond Renaissance Organization took

canals would aid in the transport and trade that were occurring

interest in revitalizing the Richmond waterfront area. IN 1995,

in Richmond. However the construction of the canals did not

public and private partners joined forces to restore a portion of

The canals saw peak activity between 1844 and 1855.

C H APT ER 4 SEC T ION 4 SIT E AN ALYSIS

4.54

HISTORIC PHOTO OF KANAWHA CANAL FROM 1865

4.55

CANAL WALK/ RIVER DISTRICT NEAR BROWNS ISLAND

the original canals and create the new riverfront district that

Train Crossing.The canal walk as it stands now, is very long

can be enjoyed today. The Richmond Riverfront Corporation

and very narrow. Proposals to implement different walking

wants to use and develop the entire Richmond Waterfront.

conditions along the river will increase depth and use of the

This would include the areas of Tregedar Iron Works & Belle

space. The Great Ship Lock will also be enhanced to provide

Isle to the Great Ship Lock. Shockoe Bottom and Tobacco

pedestrian access to Chapel Island. (SMBW)

Row would also be included in this plan.

The current canal walk extends from Haxall Headgates

and Belle Isle past Shockoe Bottom to the Richmond Triple

165

M an ch es ter In the pre-Revolutionary period, Manchester (earlier known as Rocky Ridge) was a busy port and slave market. Around 1776, the market moved to Richmond with the James River serving as a major avenue for transporting enslaved Africans. Enslaved Arficans were transported to and from the Manchester docks along the south side of the river until the 1860s. (City of Richmond)

In the late 1800s and early to mid 1900s, the area

was filled with industrial factories and warehouses. Although there is still industry in the area, most of the factories and warehouses are empty or have been transformed into other 4.56

MANCHESTER

businesses or residences. One of the most recognizable features of Manchester is the Southern States grain tower along the banks of the river.

166

C H APT ER 4 SEC T ION 4

THE 14TH STREET BRIDGE THAT CONNECTS DOWNTOWN WITH MANCHESTER

4.58

A VIEW OF MANCHESTER FROM THE JAMES MONROE BUILDING

SIT E AN ALYSIS

4.57

167

S h o cko e Slip Shockoe Slip is adjacent to and west of Shockoe Bottom, and is named for the area’s position on the canal basin where boats load cargo. The area is roughly bounded by Cary Street between 12th and 14th streets, Seaboard Railroad tracks, Downtown Expressway, and Main and Dock streets (National Register of Historic Places). Nearly all of the original buildings burned to the ground during the Richmond evacuation fire of 1865 during the Civil War. In the late 19th century, after the war, Shockoe Slip was quickly rebuilt. An Italian Renaissance style fountain in the center of the plaza dates from 1905 and originally supplied water for the teams of horses that once hauled goods through the area. Charles S. Morgan donated the fountain whose inscription on one side reads “In memory of one who loved 4.59

SHOCKOE SLIP

animals” (National Park Service). In the 1970’s, through diverse private investors, Shockoe Slip lead a resurgence

168

C H APT ER 4

a thriving mixed-use community of restaurants, hotels, residences, small retail businesses, professional offices,

as the predominantly Italianate style brick and iron front buildings create a European flavor to the area. (Shockoe Slip

SIT E AN ALYSIS

and art galleries. Cobblestoned streets and alleys, as well

SEC T ION 4

of Richmondâ&#x20AC;&#x2122;s historic waterfront area as a has remained

Richmond) 3.60

THE MARTIN AGENCY

3.61

A VIEW OF PART OF SHOCKOE SLIP FROM THE JAMES MONROE BUILDING

169

Shockoe Bottom (Site/ Building Location) Shockoe Bottom is considered the birthplace of Richmond, and since it’s development in the early 1700s has been a mixed-use community of residences, shops, offices, and manufacturing warehouses, and public services. It is located east of the current Central Business District and State Capital area; and bounded by James River and Chapel Island on the south, by Interstate 95 on west, by Church Hill neighborhood and railroad warehouses on the north, and by Pear Street on the east.

Shockoe Bottom is “L” shaped and is low-lying in

comparison to adjacent high rising Church Hill topography. The area contains many architecturally significant 18th and 19th century buildings, as well as the City Market which has existed for 200 years at 17th and Main Streets. With an 4.62

SHOCKOE BOTTOM

increasing city focus on historic preservation and adaptive reuse, as well as the establishment of the city’s floodwall,

170

C H APT ER 4 SEC T ION 4

Shockoe Bottom remains a diverse and dynamic Richmond neighborhood characterized by urban revitalization that continues to draw private investors, entertainment and arts

SIT E AN ALYSIS

venues, and tourism. (City of Richmond Downtown Plan)

4.XX

A VIEW OF SHOKOE BOTTOM FROM THE JAMES MONROE BUILDING

4.63

SHOCKOE BOTTOM FROM THE JAMES MONROE BUILDING 171

172

Ma i n S t re e t S t a t i o n

M ai n S treet Sta tion He a d House

The beginning of the 20th century saw many of the

The head house is seven bays wide on its entry side

greatest train stations being built in America. Main street

(Main Street) and three on the flanking sides. The building is

Station was designed in the early 1890’s by Wilson, Harris,

veneered with Pompeian brick and countless architectural

& Richards of Philadelphia. Main Street station’s construction

embellishments in terracotta and stone. A five-bay terrace,

was halted due to the economic downturn after the Spanish

“with Corinthian capitals on its columns and roses carved

American War. As a result the station’s architecture was actually

into the lower face of the arches, sits above the rusticated

of a much earlier style than most of the stations being built in

stone portico with its own segmented arches; an ornate four-

the early 1900s. The station official opened on November 27,

clock, six-story tower stands at the southwest corner of the

1901. The station’s head house is considered to be Beaux

building—a familiar Richmond landmark to drivers above on

Arts style adapted slightly to the Second Renaissance Revival,

Interstate 95” (Great American Train Stations). Pierced by two

which dated from the 1880s and was used by the leading 19th

rows of dormers, the steeply-pitched hipped roof is covered

century architect Richard Morris Hunt. While most stations

in red clay tiles. The main body of the head house is four

featuring this older architectural style where demolished in

stories tall and first contained the station waiting rooms, ticket

the early 1900’s to make way for grander stations, but Main

offices, men’s and ladies’ rooms, dining and retiring rooms

Street Station was spared the wrecking ball because it was

on the first and second floors; and railroad offices on the two

recently built. (Great American Train Stations)

floors above. (Great American Train Stations)

SIT E AN ALYSIS

1905 PICTURE OF HEAD HOUSE FROM ELEVATED TRAIN PLATFORM + TRAIN SHED

SEC T ION 5

4.64

C H APT ER 4

173

4.65 EARLY 1900S POSTCARD LOOKING DOWN BROAD STREET + MAIN STREET STATION 174

SIT E AN ALYSIS

1910 PICTURE OF HEAD HOUSE FROM FROM 15TH AND MAIN STREETS

SEC T ION 5

4.66

C H APT ER 4

175

Ma i n S t re e t S t a t i o n S h ed

The train shed is 123 feet by 517 feet, built on box

columns 18 feet on center. The roof was approximately 24 feet above the platform with a maximum depth of 14 feet. A steel riveted system of trusses forms the roof structure of the shed. The roof and the platform were constructed of wood. This was one of the last gable-roofed train sheds ever built, as architects finally went to arched balloon sheds when the structures needed to be longer. Built by Wilson Brothers of Philadelphia, the firm responsible for the mammoth arched balloon sheds of Philadelphia and the Reading Railroad, the structure is one of the earliest examples of riveted steel trusses, which are now standard construction. The platform is above street level and while the platform is itself is new it is still resting on its original trestles. This makes it the largest intact train trestle system in the country. (Great American Train Stations) 176

4.67

HISTORIC PICTURE OF SHED

4.68

HISTORIC PICTURE OF SHED FROM PLATFORM LEVEL

SIT E AN ALYSIS

1960s PICTURE OF TRAIN SHED FROM THE MARSHALL STREET VIADUCT

SEC T ION 5

4.69

C H APT ER 4

177

4.70 178

TRAIN SHED FROM JAMES MONROE BUILDING

C H APT ER 4

while four sets of stub end tracks occupied the inside of the train shed. A 13 foot overhang on either side of the platform

4.71

HISTORIC PICTURE OF SHED PLATFORM GATES

4.72

HISTORIC PICTURE OF SHEDâ&#x20AC;&#x2122;S GABLED ROOF STRUCTURE

SIT E AN ALYSIS

provided some shelter for the passengers on the outer tracks.

SEC T ION 5

Two through tracks occupy either side of the train shed,

179

Timeline of Main Street Station SPRING 1900 The general offices of the Cheapeake and Ohio (C&O) Railroad move to Richmond and construction of Main Street Station begins. JUNE 2, 1900 Southbound SAL track officially opens with great fanfare near Main Street Station. NOVEMBER 2, 1901 At 12:48 p.m., the first train arrives at Main Street Station without ceremony and the next train out is the C&O’s “St Louis Limited at 2:45 p.m. 1920s More than 20 trains arrive daily at Main Street Station and the depot bustles with passengers, mail, freight and other activities. JULY 1958 Interstate 95 is completed through the Richmond area as the Richmond- Petersburg Turnpike (RPT). JUNE 1972 Floodwaters resulting from Hurricane Agnes slosh into the first floor of the terminal - not the first flood to do so. OCTOBER 15,1975 At 5:25 p.m., the last train departs Main Street Station and the terminal’s purpose disappears into history. AUGUST 1980 Richmond architects Larry Shifflett and David White announce plans for a $23 million renovation for Main Street Station as a retail and dining center. OCTOBER 7,1983 A six-alarm fire consumes the roof and upper floors, though Shifflett and White later rebuild. The redevelopment encloses the former train shed. 180

C H APT ER 4

JANUARY 1988 After three years of unsuccessful retail profits and little-to-no mall goers, the mall at Main Street Station finally closed its doors.

1993 Department of Health moves out of Main Street Stationâ&#x20AC;&#x2122;s shed.

SIT E AN ALYSIS

APRIL 1989 The Commonwealth of Virginia purchases dormant Main Street Station for state offices for the Department of Health

SEC T ION 5

NOVEMBER 14,1985 Main Street Stationâ&#x20AC;&#x2122;s retail mall opens with four days of events

1993- PRESENT The city of Richmond secures $60.7 million in funding for feasibility study, architectural and engineering services, property acquisition and construction. SEPTEMBER 1997- 2000 The City of Richmond negotiates for purchase of Main Street Station from the Commonwealth of Virginia. FALL 2003 The station opens and passenger rail train service returns to Downtown. City purchases shed and Seaboard building from the state. SEPTEMBER 21,2007 The plaza at Main Street Station opens, providing 90 spaces of additional parking and linking the station with nearby attractions. 2008-PRESENT At full build-out of the rail system, 38 trains will serve Main Street Station daily, as well as multi-modal access for busses, taxis and bikes.

181

Bu i l di n g U se s: A Ma ll; Govt. Offic e s After Amtrak had left the station in 1975, the building sat vacant for several years until two architects began to see an opportunity emerge. Larry Shifflett and David White, principal partners of SWA Architects, had a passion for the older buildings they had previously renovated and began to think they could turn the station into a retail mall. In 1978, they began planning a financial strategy that included federal grants and tax credits for restoration of old and historic buildings. After some political delays, the money came together, and in 1980, Shifflett and White announced a $23 million renovation plan. The renovation plan included three levels of retail in the train shed with a mixture of 100 shops and food vendors. The stationâ&#x20AC;&#x2122;s head house would be transformed into a seafood restaurant that would anchor the entire project. (Main Street Station) 3.73 182

THE MALLâ&#x20AC;&#x2122;S CENTRAL ESCALATOR + ESPIRIT IMAGES STORE

The SWA Development Corporation purchased the

station in 1983 and shortly there after on October 7, 1983, a

C H APT ER 4 SEC T ION 5

six-alarm fire broke out in the stationâ&#x20AC;&#x2122;s head house destroying the upper floors and the unique terra cotta roof. Shifflett and White rebuilt and continued to renovate the station. On

SIT E AN ALYSIS

November 14, 1985 the Marketplace at Main Street Station finally opened. The original plan called for upscale-discount outlet stores, but when the mall opened it was filled with a mix of everyday shops with merchandise that could be bought at any suburban mall in Richmond. About half the retail spaces were occupied at its peak, but most retail merchants went

3.74

THE MALLâ&#x20AC;&#x2122;S SECOND FLOOR MAIN CORRIDOR AFTER RENOVATIONS

broke shortly there after. None of these stores attracted large numbers of people and unfortunately no significant signage

of Virginia purchased the building for $7.9 million and set

was displayed as thousands of motorists whizzed by on

aside $3.6 million for renovations to become government

Interstate 95 without the slightest idea of what was inside. The

offices for the Department of Health. After employees of the

Palm Court Seafood Restaurant and Jazz club did not open

state complained of a large rodent problem as well as the

until April 17,1987. Two days later the mall closed briefly for a

increasing smell of coal tar creosote (a human carcinogen)

flood, but the damage had been done and in January of 1988

the Health Department moved elsewhere in the city. (Main Street

the mall closed for good. By April of 1989, the Commonwealth

Station)

183

4.75 184

EXISTING SOUTH ELEVATION ON MAIN STREET OF HISTORIC HEAD HOUSE

C H APT ER 4 SEC T ION 6 SIT E AN ALYSIS

4.76

EXISTING FIRST FLOOR OF HEAD HOUSE

4.77

EXISTING SECOND FLOOR OF HEAD HOUSE 185

186

4.78

EXISTING WEST ELEVATION OF HEAD HOUSE + TRAIN SHED

4.79

EXISTING EAST ELEVATION OF HEAD HOUSE + TRAIN SHED

C H APT ER 4 SEC T ION 6 SIT E AN ALYSIS

4.80

EXISTING SECOND FLOOR PLAN OF HEADHOUSE AND SHED (WITH RETAIL SPACES STILL INTACT

4.81

EXISTING FIRST FLOOR PLAN OF HEADHOUSE AND SHED (WITH RETAIL SPACES STILL INTACT 187

3.82 188

SECTION THROUGH EXISTING TRAIN SHED

SIT E AN ALYSIS

HEAD HOUSE ON MAIN STREET

SEC T ION 6

3.83

C H APT ER 4

189

3.84 190

MAIN STREET STATION FROM ACROSS INTERSTATE 95

C H APT ER 4 SEC T ION 6 SIT E AN ALYSIS

3.85

MAIN STREET STATION SHED FROM NORTHEAST CORNER OF SITE LOOKING SOUTH 191

192

4.86

HEADHOUSE CLOCK TOWER FROM I-95

SIT E AN ALYSIS

HEADHOUSE CLOCK TOWER DISTANCE FROM I-95

SEC T ION 6

4.87

C H APT ER 4

193

194

4.89

EXTERIOR OF HEADHOUSE FROM MAIN STREET TOWARDS THE WEST

SIT E AN ALYSIS

INTERIOR OF HEAD HOUSE - FIRST FLOOR ENTRY LOBBY

SEC T ION 6

4.91

C H APT ER 4

195

196

4.92

NTERIOR OF HEAD HOUSE - SECOND FLOOR TOWARDS PLATFORMS

SIT E AN ALYSIS

NTERIOR OF HEAD HOUSE - SECOND FLOOR TOWARDS MAIN STREET

SEC T ION 6

4.93

C H APT ER 4

197

C H A P T ER 5

SCHEMATIC B UIL DING & S IT E D E S IG N

S ECTI ON 1 I n t rodu c t ion S ECTI ON 2 Ch a n gin g K e y Urba n D e s ig n F eat u res S ECTI ON 3 P rogra m S ECTI ON 4

Ra il L in e Con f igu ra t ion s & R eq u i remen t s / C o d es

S ECTI ON 5 S ECTI ON 6

Bu ildin g Form / Ma s s in g

S ECTI ON 7

D e v e lopm e n t of S t ru c t u re (Sect i o n s )

D e v e lopm e n t of Floor P la n s / Si t e Pl an

S ECTI ON 8 D e v e lopm e n t of E le v a t ions S ECTI ON 9 Con c lu s ion

200

C H APT ER 5

of the area as well as the station. After the program had

concluded, the process of utilizing this knowledge to create

been improved upon, not only by size but also by the types

an informed design began. The schematic design phase is

of spaces, building form and the spaces within began to

the most important phase of building design, because it is the

develop. Important building code factors would help to decide

phase that transforms initial building mass into the beginnings

the layout of the station platforms and egress requirements.

of floor plans, sections and elevations.

Circulation became the most important factor in designing

The largest portion of this stage would include a

the station layout. The plans, sections and elevations would

massive overhaul of the surrounding urban landscape.

develop together throughout the schematic and conceptual

Interstate 95 posed the biggest threat to the possible success

design phase.

SC H EM AT IC DESIGN

After extensive site and existing building analysis had

SEC T ION 1

Introd u c t i o n

201

202

5.01

SHOCKOE BOTTOM WITH INTERSTATE 95

5.02

CORNER OF 15TH AND MAIN STREETS

C H APT ER 5

the roughly 230,000 cars that pass by the site daily. Also because the western side of the site contains the Richmond

development possibilities along the western side of the site.

Slave Trail, it is important to create a more serene area.

There were two main reasons for removing Interstate 95. B) The second reason was that the station is visually and A) The first reason was the increased outdoor activity that

physically cut off from the rest of downtown Richmond.

would result from removing the noise pollution caused by

Interstate 95 comes within 7-10 feet of the head house clock

5.03

SC H EM AT IC DESIGN

Removing Interstate 95 allowed for a wider range of

SEC T ION 2

R emov e I n t e r s t a t e 9 5

INTERSTATE 95 FROM WITHIN THE SITE (FRANKLIN STREET FAR RIGHT)

203

5.04

SHOCKOE BOTTOM WITHOUT INTERSTATE 95

This map shows the downtown area without Interstate 95 thrusting through and disrupting the urban fabric. A new lower speed road has been put in its place resulting in a much quieter area in Shockoe Bottom.

5.05

204

I-95 STRUCTURE

C H APT ER 5

a new entry point to the city for tourism and business. The new station design and urban planning creates a ‘quid pro

above the parking lot along the west side of the head house.

quo’ dynamic. If the city of Richmond develops the area, it

When the feeding lane for the Downtown Expressway was

in turn reaps economic benefits resulting from increased

added in the 1970s engineers utilized a hefty support column

tourism, residence and business development.

that blocks a large portion of the head house. There is little

SC H EM AT IC DESIGN

tower and its large truss structures extend downward 25 feet

SEC T ION 2

R emov e I n t e r s t a t e 9 5 ( c o n ti n u ed)

to no structure on the portion of I-95 that passes over Main Street, but because the head house is set back 20 feet from Main Street it cannot be seen from the direction of downtown. Also, 95

because above

there

are a

eight

constant

lanes deep

5.06

CORNER OF 15TH AND MAIN STREETS

Interstate

rumble

and

reverberation of the sound above. Light is also absent underneath the Interstate making the area dull and dark.

To have an iconic high-speed train station in the heart

of downtown Richmond, the building must be easily accessible and not hidden from view. The whole idea of bringing a highspeed rail hub to downtown’s Main Street Station is to create 205

206

5.07

THE NEW ROAD (15TH STREET) CONNECTING MAIN STREET TO INTERSTATES 95 AND 64

C H APT ER 5 SEC T ION 2

Th e N ew R o a d The new road will be a continuation of N 15th Street that

SC H EM AT IC DESIGN

currently intersects with Main Street. The curving portion that connected the off-ramp from Interstate 95 with Main Street was constructed sometime in the early 2000s. The new road follows the path of the existing off-ramp and the curve of the portion of 15th street added in the early 2000s. The road continues north eventually connecting to Interstates 95 and 64. The various off-ramps and on-ramps will continue to be utilized because of the steep topography difference the interstate created when it was built.

5.08

THE NEW ROAD (15TH STREET)

207

THE SLAVE TRAIL + NEW 15TH STREET 5.09 208

5.10

THE SLAVE TRAIL + TUNNEL UNDER BROAD

5.11

THE SLAVE TRAIL + RECONCILIATION STATUE

C H APT ER 5

‘theoretical path’ is not clearly defined and needs to be more transparent to those wishing to traverse the area. It is the

The Richmond Slave trail currently passes through the site

intimate and peaceful experience.

statue (number 4) on the west corner of 15th and Main Streets and continues through the site passing the Seaboard Freight Depot. The Seaboard Freight Depot is slated to become a

SC H EM AT IC DESIGN

from across Main Street. The trail passes by the reconciliation

intent of the landscape and building design to create a more

SEC T ION 2

P res er v e a n d E n h a n c e t h e Sl ave Trai l

new slavery museum and genealogy center for the City of Richmond (number 5). Moving past the Seaboard building the trail arrives at the site of the Lumpkins Slave Jail archeological site and memorial (number 6). Just north of the site, on the other side of Broad Street is a ‘negro burial ground’ that was connected to the Lumpkin Slave Jail (number 7). There is an old rail line pass-through (tunnel) that extends under Broad

5.12

THE SLAVE TRAIL + NEW SLAVERY MUSEUM

Street allowing a continuation of the trail to the burial ground. The archeological site is located in the site boundaries along interstate 95. While the current jail memorial is simple, appropriate, and refined, the noise is overwhelming. The 209

Rei n tro du c e the Stre e tc a r Syste m There were a several key changes made to the streetcar system. The largest change in the area had to do with the new portion of 15th Street. A new streetcar route has been designed that originates on Cary Street and continues up the new 15th Street and loops back around to connect with both Broad Street and 17th Street, and ultimately Main Street. Cary Street has added a single streetcar track that heads eastward down to Tobacco Row and heads up 25th Street into Church Hill. The Marshall Street line has been partially reintroduced (because the Marshall Street Viaduct is no longer in existence the line running towards VCU Medical Center could not be used). 5.13

ORIGINAL STREETCAR SYSTEM

Full service has been brought back to Broad Street as it dips down into Shockoe Valley. Also, there has been a line added that uses 9th Street and continues onto Leigh Street and 3rd Street that passes by the Richmond Convention Center.

210

SC H EM AT IC DESIGN

PROPOSED STREETCAR SYSTEM

SEC T ION 2

5.14

C H APT ER 5

211

MARSHALL STREET

Bu i l di n g s Move d or De molishe d Several buildings located within the site boundaries were

BROAD STREET

either removed or carefully repositioned on an adjoining block on 17th Street. The Lovings Produce building and the building that houses the restaurant Havana 59 were moved.

FRANKLIN STREET

widening on 15th Street. MAIN STREET 17TH STREET

15TH STREET

CARY STREET

TH ET

5.15

opportunities. Also a strip club on the southeast corner of Main and 15th Streets was demolished to allow for street

DOCK STREET

212

On the southeast corner of Broad and 17th Streets the Exxon gas station was removed to allow for better redevelopment

BUILDINGS TO BE REMOVED OR DEMOLISHED

15TH STREET

GRACE STREET

C H APT ER 5

MARSHALL STREET

Two underground and one above ground parking garages BROAD STREET

spaces “lost” when the site was redeveloped for actual human interaction. The above ground parking garage will be located 15TH STREET

on the Northwest corner of Broad and 17th Streets and will have retail along both streets. One underground parking

GRACE STREET

garage is located on the southeast corner of Broad and 17th

SC H EM AT IC DESIGN

will be added to the area to replace the close to 1000 parking

SEC T ION 2

N ew P ar k i n g G a r a g e s

FRANKLIN STREET

last underground parking garage is located on Main Street

Canal Walk further south of Dock Street.

17TH STREET

greenspace that will connect Main Street station with the

15TH STREET

across from the station’s head house. This area will be a large

MAIN STREET

CARY STREET

14 E RE ST T

DOCK STREET

5.16

green space above or retail and other redevelopment. The

PROPOSED PARKING GARAGES

Streets. This below ground parking garage will allow for either

213

A Cl ean S l a te The design process was ready to begin after all of these site problems had been effectively dealt with. I-95 had been removed, a new road was added in its place, the slave trail had been preserved, the streetcar system had been reworked and reintroduced to the city, and buildings were cleared to allow for architectural magic to occur on the site.

5.17 214

A FRESH START FOR THE SITE

MARSHALL STREET

BROAD STREET

GRACE STREET

FRANKLIN STREET

RE ET

15TH STREET

SC H EM AT IC DESIGN

MAIN STREET

CARY STREET

SEC T ION 2

DOCK STREET

C H APT ER 5

1 H 4T

15TH STREET

17TH STREET

215

FIRST FLOOR

SECOND FLOOR

TOWER

TOTAL

GENERAL CIRCULATION

213,000 SF

249,336 SF

N/A

462,336 SF

RETAIL

73,143 SF

16,079 SF

N/A

89,222 SF

PASSENGER WAITING

N/A

37,000 SF

N/A

37,000 SF

PLATFORMS

N/A

120,000 SF

N/A

120,000 SF

OFFICE SPACE

N/A

252,000 SF

OBSERVATION DECK

N/A

10,000 SF

STATION SECURITY

2,131 SF

N/A

4,262 SF

RESTROOMS

5,080 SF

2,500 SF

5,000 SF

12,580 SF

EGRESS

4,850 SF

10,500 SF

20,200 SF

MECH /ELEC/ STORAGE

2,454 SF

9,465 SF

18,000

29,919 SF

TOTAL SF :

1,037,500 SF

5.18 216

PROGRAM

C H APT ER 5

The program of Main Street station changed drastically. The

65,000 square feet of the upper floor of the shed). At the beginning of the design process, there was only the intent to add retail under the current train shed making the grand

SC H EM AT IC DESIGN

current station is around 90,000 square feet (including the

SEC T ION 3

Th e P ro g r a m

total around 160,000 square feet. The program and size of the project grew by 650% to well over a million square feet. The outdoor area to be developed is close to twenty acres of land (825,000 square feet).

217

218

5.21

RAIL CONFIGURATION 2

5.20

RAIL CONFIGURATION 1

5.19

EXISTING RAIL CONFIGURATION

R ai l L i n e C o n f i g u r a t i o n s

The existing layout utililizes a single

This track configuration is almost

This layout is the simplest but

track on either side of the station.

the original layout used (minus

allows the least number of trains to

One track being used by Amtrak/CSX

two tracks in the center) until the

be at the station at one time.

Freight (blue) and one only by CSX

1970s, when the station finally

Freight (green).

closed.

C H APT ER 5

5.24

RAIL CONFIGURATION 5

5.23

RAIL CONFIGURATION 4

5.22

This configuration has four tracks

Allows two trains to pull into the

side to travel through the shed

that terminate under the shed and

station before reversing out of

and continue foward on its journey

reverse out of the station to resume

station. The east side of the station

Allows light to penetrate below to

travel. This option does not allow

is dedicated to trains heading

proposed retail.

light to penetrate to retail below.

towards the coast of Virginia.

SC H EM AT IC DESIGN

RAIL CONFIGURATION 3

SEC T ION 4

Allows for a single train on either

219

F i n al Rai l Configura tion The final rail configuration has two tracks on the outer elevated train trestles. The outermost tracks on either side are to be utilized by both CSX Freight and passenger trains (blue). The passenger trains are north and southbound trains only along the Westside of the shed. The inner track (of the outside trestle) is to be used by high-speed trains and local passenger rail. The two inner tracks within the shed allow trains to either remain overnight or pull in and reverse FINAL RAIL CONFIGURATION

out. These four tracks would see much more rail traffic than the tracks on the eastern side of the shed because of their connection with both directions of the Northeast and Southeast corridors. Only two tracks were placed under that shed to allow for a central atrium space for circulation for both rail passengers and pedestrians shopping at the almost

5.25

90,000 square feet of delightful retail and food businesses.

220

C H APT ER 5 SEC T ION 4 SC H EM AT IC DESIGN

5.26

FINAL RAIL CONFIGURATION IN SECTION FORM 221

5.27 222

PLATFORM WIDTHS

C H APT ER 5

baggage service, turnarounds for equipment are required at the platform ends.

Once Platform length and height have been determined,

planning configurations includes the following requirements:

Tactile edging is to be installed at all new platforms to address

The minimum distance from the edge of the platform to a

both ADA requirements and safety considerations. Where

column is five feet: the minimum clearance from the edge of

clearances allow, intertrack fencing is to be installed to prohibit

the platform to a wall or other running obstruction (including

unsafe crossing of the track areas at stations. All platforms

SC H EM AT IC DESIGN

there are additional requirements that need to be considered.

Some important information to be considered when

SEC T ION 4

P latfor m W i d t h s

benches) is six feet.

are to meet all applicable local, state and federal codes, but the following Amtrak standards may be supplement to those requirements. When 12-foot wide platforms are used with full

PLATFORM HEIGHT

PREFERRED WIDTH

MINIMUM WITDH

LIVE LOADING

ISLAND SIDE W/ BAGGAGE LOADINGS SIDE W/ PASSENGER SERVICE ONLY

24’ 15’ 12’

20’ 12’ 10’

SEE BELOW 250 PSF 15 PSF

5.28

PLATFORM WIDTHS CHART

223

5.29

224

PLATFORM HEIGHTS

C H APT ER 5

Amtrak station platform heights are generally 48 inches

level equipment and 8 inches above top of rail throughout the rest of the nation, except where 15 inch or 24 inch high platforms have been provided for state supported services.

SC H EM AT IC DESIGN

above top of rail for east coast stations served by high-

SEC T ION 4

P latfor m H e i g h t s

Current Department of Transportation (DOT) Regulations reflect a flexible approach towards achieving level boarding, and permits use of ramps, wheelchair lifts and mini-high platforms as acceptable alternatives for level boarding. The DOT proposed guidelines in September 2005 that require full-length, level-boarding platforms for new commuter and Amtrak stations and does not permit the use of alternative methods. except where â&#x20AC;&#x153;infeasibleâ&#x20AC;?. (SMBW)

225

5.30

226

PLATFORM LENGTHS

C H APT ER 5 SEC T ION 4

P latfor m L e n g t h s The following assumptions are being made, and require site

SC H EM AT IC DESIGN

specific evaluation. The minimum platform length is 300 feet, at any location, and should only be utilized with stations with low ridership (under 10,000 annually) and short trains (fewer passenger coaches). A longer length may be required, based upon services offered as an outline below. (SMBW)

5.31

SERVICE TYPE

PLATFORM LENGTH PREFERRED - ALL LOCATIONS

PLATFORM LENGTH MINIMUM - NEC SPINE

PLATFORM LENGTH MINIMUM - OFF-CORRIDOR

ACELA EXPRESS NEC REGIONAL CORRIDOR SERVICE LONG DISTANCE

700’ 1000’ 700’ 1200’

550’ 850’ 850’ 850’

N/A 425’ 300’ 500’

PLATFORM LENGTHS

227

5.32 228

THE BEGINNING OF THE BUILDING FORM

C H APT ER 5 SEC T ION 5

A F ir s t Tr y a t B u i l d i n g F o rm The first shape of the building form was along the east side

along Main Street, but as the edge of the form continued north, it began to become part of the Seaboard Freight

insensitive and smothering. Also the outdoor slave trail path was disrupted. So the buildingâ&#x20AC;&#x2122;s edge was pushed inwards to allow for the Slave Trail path and some sort of courtyard to develop.

The mass at the bottom right of the site was put

there in an effort to create a more sheltered plaza (green egg) cutoff from the noise of broad street. This idea was also eventually thrown out because of its awkward separation

5.33

evident that the form hovering over the museum was

THE BEGINNING OF THE BUILDING FORM

Depot (the intended slavery museum). It was immediately

SC H EM AT IC DESIGN

of the shed. The form had a somewhat inviting entry point

from the rest of the concourse.

229

A rro ws o n t he Site The first pieces of information to look at in this initial diagram are the red arrows. These arrows represent the important views towards the site. They also indicate possible entry points. The large blue lines represent a desire to hug the shed and then project out towards the four corners of the site. This concave shape that the blue lines are making helps to create the urban landscape along both sides of the building. The

5.34

IMPORTANT ASPECTS OF THE SITE

green dotted lines indicate both the slave trail route along the

230

east side and also other paths people may choose.

C H APT ER 5 SEC T ION 5

Th e B u il d i n g G e s t u r i n g t o th e P u bl i c The buildingâ&#x20AC;&#x2122;s form began clearly resembling like two

slavery museum and the western concourse wraps around the 17th Street Plaza. Along Main Street and Broad Street,

more pronounced in this initial diagram. Here you can see the pedestrian bridge that connects the station to the new streetcar stop along 15th street.

5.35

both wings. The projections over the entry areas became

THE BEGINNING OF THE BUILDING FORM

it became important to have a unified setback distance of

SC H EM AT IC DESIGN

concave lenses. The eastside concourse curves around the

231

5.36 232

INITIAL SKETCH OF PROJECTING ENTRY ALONG MAIN STREET

C H APT ER 5 SEC T ION 5 SC H EM AT IC DESIGN

5.37

INITIAL SKETCH OF POSSIBLE STRUCTURE AND FORM OF THE WESTERN WING 233

ALONG ATRIUM

NEW AXIS

EXISTING AXIS

T h e F i rs t F loor The ground level contains a sizeable amount of general circulation (in pink) as well as retail (in teal). It was always the intention of the design to place retail under the existing elevated train tracks. Along the east side of the site there was an opportunity to allow the retail and food spaces to meet the outside plaza. While on the west side of the shed, INITIAL PORTION OF FIRST FLOOR PLAN

the thinner concourse had no room for retail spaces because of the need for an open and linear circulation path along the interior of the curtain wall.

The main atrium space was slightly offset from the

central axis of the shed because the two new train tracks and platforms above were placed on the west side. At this point the ground level retail spaces were very linear with no variation. The retail spaces on the west side of this new axis

5.38

where much deeper because the inhabited the space under

234

a total of four tracks and their platforms.

C H APT ER 5 SEC T ION 5 SC H EM AT IC DESIGN

5.39

INITIAL LINE DRAWING OF EAST SIDE RETAIL ALONG PLAZA

5.40

INITIAL LINE DRAWING OF FIRST FLOOR PLAN 235

S tati o n Es ca la tors The station has a total of 26 escalators. While this may seem excessive, escalators in a station allow for travelers to

2 1

easily wheel their luggage between floors. Also most of the escalators (by code) are forms of egress. When there is a fire the escalators automatically cease functioning and become stationary stairs. On the platform (level 2), the escalators needed to be placed every 300 feet (roughly). The longest travel distance allowed by code is 150 feet, measured to the bottom of the escalator.

2 1

Pictured to the left, is the first and second floor

of the southwest corner of the station. The double set of escalators that connect to the platforms (1) are only used as egress escalators (both moving in a down direction). While the escalators on the interior (2) move both up and down in direction and connect the entry lobby to the passenger waiting

5.41 236

FIRST & SECOND FLOOR ESCALATOR CONFIGURATIONS

area. The projecting 2nd floor form provides cover for exiting

C H APT ER 5 SEC T ION 5 SC H EM AT IC DESIGN

5.42

INITIAL FIRST FLOOR DIAGRAM SHOWING ESCALATOR POSITIONS 237

A D i ff e re n t A p p ro a c h to Retai l

A thesis committee member commented that the

retail spaces were arranged in such a linear and expected layout that was parallel with the existing train shed and the atrium that was proposed. She suggested that the floor plan be more dynamic and unexpected while still retaining easy maneuverability. Using the existing form (shell) of the building, lines were drawn in all different directions. Certain groups of lines were selected to create these new multisided shapes resulting in unique retail spaces. The final design pictured on the right side of the page still has clear paths through the building, but can and probably would cause disorientation eventually. The idea to create something more unique would continue to drive the final layout of the retail and food spaces.

238

5.43

INITIAL SKETCH FOR MORE UNIQUE RETAIL SPACES

C H APT ER 5 SEC T ION 5 SC H EM AT IC DESIGN

5.44

FINAL RESULT FOR MORE UNIQUE RETAIL SPACES 239

5.45 240

A CLOSE TO FINAL RESULT FOR MORE UNIQUE RETAIL SPACES

C H APT ER 5

This sketch is a combination of both the boring and linear retail

this is much different from the linear design, it still became too repetitive with the same size shapes. What makes retail stores interesting is the layout and content. This is why having

SC H EM AT IC DESIGN

layout with the more dynamic zigzagging option. Although

SEC T ION 5

Th e S em i - F i n a l R e t a i l L a yo u t

a unique experience for each retail space is at the top of the design priorities. The final design would incorporate this zigzagging design but with more of a varied shape and size to each of the retail spaces.

241

5.46 242

SCHEMATIC PHASE - 2ND FLOOR PLAN

C H APT ER 5

The second level contains an ample amount of general

Pictured below is the retail space (shown in figure 5.46) that

circulation and most importantly the passenger waiting areas

developed into an office tower. The original design utilized a

and the platforms. The passenger waiting areas formed in

form that stepped back from the previous edge for 5 floors.

the mass that projects outward and over the first level below.

The problem with this design was that the physical appearance

There are three passenger waiting areas. Two are located

of this form did not match the undulating skin of the east wing

along the outer east and west wings of the station and serve

with which it connected to. But this sketch was important

the single outer platforms. The center passenger waiting area

in establishing that this area of the station would contain an

serves three platforms and four trains.

office building of an unknown height and levels.

5.47

SCHEMATIC PHASE - 2ND FLOOR PLAN

5.48

SC H EM AT IC DESIGN

Retai l / To wer

SEC T ION 5

Th e S ec o n d F l o o r

THE DEVELOPMENT OF THE OFFICE BUILDING 243

bri dg e co n n ects to n ew s treetcar s to p

5.49 244

OPTION 1 - THE DEVELOPMENT OF AREA WHERE THE PEDESTRIAN BRIDGE MEETS THE STATION

b rid ge to c onne c t to VCU Me d ic a l Ce nte r

C H APT ER 5

The interior conditions (in pink) have entry doors from

the pedestrian bridge. In this early version there was a small

This upper level floor plan is located on the northwest

entry and exit condition of this portion of the station in relation to the pedestrian bridge leading to the new streetcar stop. Where the pedestrian bridge meets the building is an indoor vs. outdoor condition which occurs.

area that could become cluttered if large amounts of people are using the escalators to enter or exit the station. At this point this interior entry space did not connect to the southwestern passenger waiting area. A walkway to connect the two was in the works.

SC H EM AT IC DESIGN

corner of the site. The diagram shows the initial design for the

SEC T ION 5

P ed es tr i a n B r i d g e + I n t e ri o r Ci rcu l ati o n

Also, the bridge to connect the station to Broad Street

and VCU Medical center would later be scrapped because it served no purpose being located on this side of Broad Street.

O p tion N u m b e r 1

The platforms and exit walkways (in green) are exterior

conditions. The connection between the platforms and the pedestrian bridge include turnstiles for exiting only. This helps to keep people from unlawfully entering the platform when not permitted or without a ticket as well as pedestrian safety when freight trains are passing through. 245

Opti o n Nu mb e r 2 This configuration began to develop the right idea with regards to pedestrian flow from those entering from the bridge. An interior walkway connects the entry area from the bridge and the escalators to the passenger waiting areas towards the front of the station. There is still a problem with congestion of people heading in opposite directions around the bridge.

Opti o n Nu mb e r 3 This configuration is the closest to the final design. It also has an interior walkway that connects to the waiting areas. The escalators have been pushed against the exterior wall and a larger entry area has been developed. Circulation has much better flow to all locations on both levels.

246

C H APT ER 5 SEC T ION 5 SC H EM AT IC DESIGN

5.50

OPTION 2 - THE DEVELOPMENT OF AREA WHERE THE PEDESTRIAN BRIDGE MEETS THE STATION

5.51

OPTION 3 - THE DEVELOPMENT OF AREA WHERE THE PEDESTRIAN BRIDGE MEETS THE STATION

247

248

5.52

DEVELOPMENT OF SITE PLAN

C H APT ER 5

The plaza along 17th street is filled with multi-level pathways that connect together. The blue area is a large reflecting

From the beginning, the site was overwhelmingly large. It was

of the site along 17th Street. This plaza would serve as an outdoor gathering place with seating and pathways to station entrances. The landscape design was always considered during the buildings design process but could not be fully realized until the building form was complete.

The intent of the design was to transform a large open

space into a series of smaller more intimate spaces connected by pathways. The pathways that connect to the entrances meander through site. Sight lines were also very important in maintaining the view to the entrances. The green areas between the gray pathways are raised planters that are not only filled with lush greenery and trees, but provide seating for

habitats. Along 17th Street, there are a number of linear steps that disappear into the water. People can sit here doing various activities. A single pathway from the 17th street plaza extends under the office tower towards the northwest corner

SC H EM AT IC DESIGN

always the intention to have a large plaza along the east side

pool that would be filled with fish and plants native to water

SEC T ION 5

Dev elop m e n t o f S i t e P l a n

of the site to connect to the slave trail.

Along the east side of the site is a smaller pathway

system that helps to define the Slave Trail that travels through the site. The new Slavery Museum has been incorporated into the design of the site as well as the Lumpkins Slave Jail Memorial Site. The pathway along the eastern side extends under Broad Street to connect to the burial ground as well as empty grassy fields that could possibly be turned into playing fields for future neighborhood kids and adults.

people to read, eat their lunch and enjoy the outdoors on a nice day. 249

5.53

250

SECTION SKETCH LOOKING SOUTH

C H APT ER 5 SEC T ION 7

S ection P ro f i l e The profile began to develop as a 3-point wall assembly

introduced

yet,

the

design

had

reservations

SC H EM AT IC DESIGN

connecting to the roof. Because structure was not about

moving foward and stalled at this point for a period of time until the Revit model began to take form.

The use of building sections was important in

developing the seperations between interior and exterior conditions. It became a real challenge to always be thinking of where the exterior conditions ended and the interior conditions began.

5.54

SECTION: THE BEGINNING OF THE 3-POINT PROFILE

251

P ara m e t r i c M o d e l i n g i n Revi t

P l an to S ection R e la tionship

Parametric modeling gave the incentive to develop an

Both of the new concourse section profiles developed from a

adjustable profile that could be offset from other profiles in

single flat plane and roof into that of a 3-D, flexible, and multi-

the family and made into a form. The first profile created in

point profile. As this profile of the section began to develop

the computer was a 5-point profile. The outer 3 points were

so did the structural aspect. A triangulated truss was chosen

adjustable in all directions while the two inner points on the

to support the roof. This triangulated truss is connected to

profile would remain constant. The roof remained flat at this

two columns and ungulates up and down and stretches

time. The first form that was created was a very curvilinear

accordingly when following the shape of the roof. The

and flowing form.

innermost portion of the truss cantilevers a small amount to

Gradually the profile expanded to 7-points to allow for

cover the exterior boarding platforms. The outermost portion

an overhang over the platforms as well as a point in the center

of the truss cantilevers towards and connects to the skin very

of the roof that could be adjusted downward to help keep

delicately, usually at a sharp angle.

water from running off the side of building onto pedestrians.

This center point allowed for rain water to be collected into

constant position and height. These inner columns also help

underground cisterns through downspouts in the center of

to support the passenger platform as well as the floor area

the columns.

between the outer columns. The outer columns move along a

The inner column (towards the platforms) remains in a

linear path and are a proportional distance to the outer skin. 252

C H APT ER 5 SEC T ION 7

SECTION

SC H EM AT IC DESIGN

NEW ADDITION GRID

36’

PLAN

18’

EXISTING SHED GRID

5.55

SECTION DEVELOPMENT: STRUCTURAL PLAN 253

T h e F i n al Conne c tion After spending a couple weeks trying to design an appropriate connection between the historic shed and either of the new station concourses, a solution was realized. The design could not be too overbearing or cause any destruction to the existing shed. One of the most important aspects of the design solution was to continue allowing natural light to shine on the train platforms. It was dificult to preserve natural lighting while still allowing for proper rain water drainage and cover from the elements. The solution was to extend the newer roof portion just barely over the existing shedâ&#x20AC;&#x2122;s roof. The two roofs do not 5.56

FINAL CONNECTION BETWEEN SHED AND NEW CONCOURSE

touch but create a perfect harmony between the old and new. A skylight runs the linear length of the platform and allows natural light to pour into the platform areas.

254

C H APT ER 5 SEC T ION 7

B u ild ing S k i n At a certain point it was decided that the skin of the building

SC H EM AT IC DESIGN

would be a metal mesh screen. This created another problem regarding enclosing the upper and lower spaces of the concourse. The result was a bi-layer system, with the outside being comprised of the metal mesh with perforated holes and an inner glass curtain wall system that extends down to the first level. This inner glass curtain wall mimics the profile of the exterior mesh skin and is offset by roughly 5 feet. Structurally, a triangulated truss similar to the one supporting the roof supports the mesh skin and glass curtain wall. 5.57

DOUBLE LAYER SKIN + STRUCTURE

255

256

GRACE STREET

FRANKLIN STREET

SCHEMATIC PHASE_EAST ELEVATION

MAIN STREET

5.58

C H APT ER 5

was to allow easy accessibility to the station, the skin began to ungulate up and down to allow for entry and exits. The

This elevation was produced at a very early stage of form

comprised of glass curtain walls (shaded gray) offset inward from the outermost edge of the mass of the second floor. As the process of removing excess block massing progressed, an idea for the skin emerged. Because the design intent

point along the 17th street plaza. At this point the semitriangular surface panels were very large and still very flat. These surfaces were also floating above the ground allowing for that glass curtain wall to extend the entire length of the

SC H EM AT IC DESIGN

development. It became evident that the lower level would be

upward undulation began to indicate the location of an entry

SEC T ION 8

E lev atio n D e v e l o p m e n t ( Sch em ati c)

elevation. There was still a need to create an exact entry point rather than a vague entry area.

The projecting entry portal clearly indicates a main

entry point on Main Street. This section of the building is cantilevered out to not only indicate and entry point, but also

BROAD STREET

to provide cover from weather or warm temperatures.

257

450’

258

GRACE STREET

FRANKLIN STREET

CONCEPTUAL PHASE_EAST ELEVATION

MAIN STREET

5.59

C H APT ER 5

This elevation was much further along in the design process

develop. The delicately touching points of the skin established 228’

a connection to the ground. The upward undulations were aligned to Franklin Street and Grace Street to allow for a clear

SC H EM AT IC DESIGN

than the previous elevation. The building’s skin began to really

SEC T ION 8

El evati o n D evel o p me nt (Conc e p tua l)

path from 17th street towards the entrances.

The tower began to develop and mimicked a cobra-

like form. At this point the tower had no structure besides the Idea of have a large trusses that would follow that curve. At 228’ feet the tower is very tall in comparison to surrounding buildings. However, when compared to the neighboring James Monroe Building (the second tallest building in Virginia), the BROAD STREET

tower is a full 280 feet shorter in height.

259

5.60 260

CONCEPTUAL PHASE_EAST ELEVATION OF OFFICE TOWER

C H APT ER 5 SEC T ION 8

Tow er D e v e l o p m e n t From the elevation on the previous page, this sketch pictured

SC H EM AT IC DESIGN

at the left, was drawn by total accident and became the basis for the final design. Because the corner of Broad and 17th Streets has buildings that are shorter in height, it was important to make the entire tower seem much lighter from this perspective. The result was to have a large glass facade to allow the building to become more transparent. Also the perforations in the mesh skin would gradually become larger as the elevation of the tower extended upwards.

Because the tower was more similar to a normal linear

(vertical) stature, a building core could be placed through the

5.60

CONCEPTUAL PHASE_TOWER GROUND FLOOR PLAN

center axis. The core would have to split into two separate cores after a certain floor height, because the diagonal angle

the existing headhouse and is not meant to overwhelm the

of the tower limits the core height unless it punctured through

importance of the original headhouse clocktower.

the skin (a design feature that was not desired). The tower is a new beacon working congruently with the clocktower of 261

262

C H APT ER 5

involved a great number of escalators, whose position would

ways that can only be attributed to many long days of hard

have a direct effect on how passengers transitioned from

design alterations. The form of the building became more

one floor to another and one area of the building to another.

precise in the way its outer edge responded to the public plaza

The main atrium space became the new center axis to the

and pathways that meandered through the site. The interior

building, with retail spaces lining the entire length.

SC H EM AT IC DESIGN

Throughout the design process, the building transformed in

SEC T ION 9

C on clusi o n

elevations of the building would help to orientate pedestrians to important locations within the station. The connections between the inside and outside developed into perfectly choreographed circulation paths. The interior circulation

263

C H A P T ER 6

DESIGN DEVEL OPMENT

S ECTI ON 1 Fin a l De s ign S olu t ion S ECTI ON 2 Fin a l I m a ge s S ECTI ON 3 Fin a l P re s e n t a t ion Boa rds

F inal De si g n S o l u t i o n For decades, the area around Main Street Station had

for greater possibilities for the entire area and most importantly

remained vacant and new development had not occurred until

the station redevelopment. The west side of the station is

recently. People are gradually moving back into Richmondâ&#x20AC;&#x2122;s

devoted primarily to drop-off and pickup by individual cars,

urban center, primarily in old warehouses that have been

taxis, buses and streetcars. The Richmond Slave Trail is also

adaptively reused as apartments. Shockoe Bottom is seeing

clearly incorporated into the landscape design along the west

urban renewal projects that only point towards the prosperity

side of the building, with its connection to the new slavery

of area. The new Main Street Station is the largest puzzle

museum and the other historical memorials on the site. Along

piece in the redevelopment of the area.

the Westside of the site the new 17th street plaza creates

an inviting series of connected paths that not only lead to

266

The final site design removes Interstate 95, and allows

C H APT ER 6

areas.

vice-a-versa. The new office tower transitions smoothly from

The final building design includes two new wings added

the lower portion of the eastern wing. The entire station acts

along the east and west sides of the station. The new wings

an urban sculpture that becomes a focal point of community

blend seamlessly to the existing train shed and head house.

connectivity, transforming Shockoe Bottom into a more

The skin of the building is a series of triangulated perforated

desirable place to live, visit and work. The station is a new

corten panels that are part of a two-layer system. The interior

entrance to the city. Richmondâ&#x20AC;&#x2122;s new station is the catalyst for

layer is a glass curtain wall that mimics the outer shape of

Richmondâ&#x20AC;&#x2122;s success.

DESIGN DEVELOPM EN T

to allow for a transparency from the inside to the outside and

SEC T ION 1

important station entrances, but also create unique gathering

the building. The purpose of the Perforated metal panels is

267

BROAD STREET

MAIN STREET

10 11

12 15TH STREET

3 3 7 17TH STREET

268

6.01

SITE PLAN

0’

50’

150’

300’

C H APT ER 6

Original Head House

Existing Train Shed

New Landscaping to Promote Gathering

Office Tower

Proposed Slavery Museum (Seaboard Building)

Lumpkins Slave Jail Historical Site

Existing Farmers Market

New Road to Intersect with 15th Street

Bridge to New Streetcar Stop

New Streetcar Stop

Bus and Taxi

Passenger Drop Off Area

DESIGN DEVELOPM EN T

SEC T ION 2

SITE PLAN

269

1 7

8 6

3 1

2 7

4 3

8 7

1 1 7

270

6.02

FIRST FLOOR PLAN + LANDSCAPING

0’

60’

120’

C H APT ER 6

Entry Point / Lobby

Original Head House

Retail / Restuarants

Central Atrium Space

Tower Lobby

Restrooms

DESIGN DEVELOPM EN T

1ST FLOOR PLAN

SEC T ION 2

7 Egress 8

Support Spaces

Proposed Slavery Museum

Lumpkins Jail Historical Site

271

8 3 7

4 7

7 7

5 5

11 3

4 8

6.03 272

SECOND FLOOR

0’

60’

120’

C H APT ER 6

Original Head House

Retail / Restuarants

Passenger Waiting Area

Information Desk

Platforms

Bridge to Streetcar Stop

Egress

DESIGN DEVELOPM EN T

2ND FLOOR PLAN

SEC T ION 2

8 Restrooms 9

Tower Lobby

Support Spaces

Electrical / Heating and Cooling

273

6.04 274

AXONOMETRIC SECTION

C H APT ER 6 SEC T ION 2

DESIGN DEVELOPM EN T

EXPLODED AXONOMETRIC SECTION 6.05

275

6.08 276

3-D PERSPECTIVE SECTION

C H APT ER 6 SEC T ION 2

DESIGN DEVELOPM EN T

277

6.09 278

BIRDSEYE VIEW

C H APT ER 6 SEC T ION 2

DESIGN DEVELOPM EN T

CORNER OF 15TH AND MAIN STREETS 6.10

279

6.11 280

PERSPECTIVE LOOKING SOUTH DOWN 17TH STREET TOWARDS MAIN STREET

C H APT ER 6 SEC T ION 2 DESIGN DEVELOPM EN T

6.12

PERSPECTIVE LOOKING NORTH TOWARDS BROAD STREET + TOWER 281

6.13 282

EAST ELEVATION

C H APT ER 6 SEC T ION 2

DESIGN DEVELOPM EN T

283

6.14 284

EAST ELEVATION OF OFFICE TOWER

C H APT ER 6 SEC T ION 2 DESIGN DEVELOPM EN T

6.15

PERSPECTIVE OF TOWER LOOKING WEST DOWN BROAD STREET 285

6.16 286

PERSPECTIVE OF OPEN AIR TUNNEL LOOKING TOWARDS 17TH STREET UNDER OFFICE TOWER

C H APT ER 6 SEC T ION 2 DESIGN DEVELOPM EN T

6.17

ENTRY ALONG 17TH STREET + DETAIL OF MESH SKIN 287

6.18 288

PERSPECTIVE LOOKING SOUTH DOWN 17TH STREET TOWARDS MAIN STREET

C H APT ER 6 SEC T ION 2 DESIGN DEVELOPM EN T

6.19

PERSPECTIVE LOOKING NORTH TOWARDS BROAD STREET + TOWER 289

6.20 290

SECOND FLOOR PASSENGER WAITING AREA + CIRCULATION BELOW

C H APT ER 6 SEC T ION 2 DESIGN DEVELOPM EN T

6.21

SECOND FLOOR PASSENGER WAITING AREA 291

6.22 292

SECOND FLOOR PASSENGER WALKWAY TOWARDS PEDESTRIAN BRIDGE

C H APT ER 6 SEC T ION 2 DESIGN DEVELOPM EN T

6.23

PEDESTRIAN BRIDGE FROM STREETCAR STOP TOWARDS STATION 293

6.24 294

SECOND FLOOR PASSENGER WALKWAY TOWARDS PEDESTRIAN BRIDGE

C H APT ER 6 SEC T ION 2

DESIGN DEVELOPM EN T

295

interior perSpective of central atrium, Showing exiSting Shed Structure + new retail below train platformS

perSpective of open air train platformS

perSpective from Second floor paSSenger waiting area Showing a light well and general circulation below

MAIN STREET STATION_ RICHMOND’S HIGH-SPEED RAIL AND SOCIAL HUB

Richmond, ViRginia

BROAD STREET

THE SOLUTION

for the past two centuries, each generation of americans has embraced the latest transportation

the solution is to reroute interstate 95 underground (begining a mile north of the site and South across the James River) to allow for a new iconic train station in downtown richmond. the new train station will act as an urban sculpture that successfully promotes social and cultural gathering in addition to the use of america’s high-speed rail system.

INTERSTATE 95

THESIS OVERVIEW

mode to shape the country’s mobility systems and with them, the nation’s destiny. now is the time for american high-speed rail that will sustain the country’s economic potential through the 21st century. with the federal government committed to high-speed rail, the country is poised to take up the challenge of such a substantial, transformative new infrastructure project—one that can and will fundamentally change the way our cities work. the 21st-century narrative will be one not of global cities, but of global mega-regions. by building the nation’s

LUMPKINS JAIL HISTORICAL SITE

this transition will be phased over two to three decades and ultimately will allow for a central social and cultural hub and a world class high-speed rail station.

premier world-class high-speed rail network, the northeast corridor can lead the way.

the phases are to occur between 2012-2030.

E. GRACE STREET

the intent of the building’s design is to adaptively reuse and revitalize the existing train shed

Phase 1 build new platforms along east and west of the original train shed. platforms are to match footprint of the future building.

and head house of richmond’s main Street Station originally built in 1901. not only will the shed retain its original function but will gain an important cultural and mixed use function similar to

SEABOARD

of riveted steel trusses, which are now standard construction. the platform is above street level and while the platform is itself is new it is still resting on its original trestles. this makes it the largest intact train trestle system in the country. main Street Station from the corner of 15th and main StreetS 1910 ^

THE PROBLEM Located in Shockoe Bottom, the Station is a focal point between the downtown financial district, churchill, the tobacco warehouse district and the James river/canal walk. the site is bound by interstate 95 to the west, broad Street to the north, main Street to the South and 17th Street to the east. currently, this area is a ‘dead’ zone that does not receive much attention from the

Phase 2 extend the length of the structure and roof of the original train shed by 200’ feet and add new structure for two elevated tracks and platforms located on the inner west side of the shed.

ADLER STREET

the last gable-roofed train sheds ever built, as architects finally went to arched balloon sheds when the structures needed to be longer than that. the structure is one of the earliest examples

MAIN STREET STATION

BUILDING

new york city’s grand central terminal and union Station in washington, d.c. the 123-by-517 foot train shed on the north side of the station is also historically designated, and was one of

E. FRANKLIN STREET

BROAD STREET

Phase 5 Close Interstate 95 starting from the Interstate 64 interchange (1 mile north of the site) to a the Maury street exits across the James River. Re-route traffic using interstate 295 (the beltway around the city) and Interstate 64.

in the late 1950s, interstate 95 was thrust through Shockoe bottom, effectively dividing the area from the rest of downtown. not only was the urban fabric disrupted, but main Street

currently, the noise created by interstate 95 (along the west side of the site) essentially destroys any possibility of outdoor

15TH STREET

THE CONCEPT this thesis hopes to create an iconic high-speed rail station that is not only functional as a departure point but IS the new entrance to the city of richmond.

exiSting Site perimeter in the context of downtown richmond

0’

250’ 500’

1000’

2000’

exiSting Site perimeter

17TH STREET

gathering and limits the potential development possibilities of the site.

Phase 6 begin demolishing the elevated structure and highway bridges of interstate 95 and begin the “Richmond Big Dig” to place traffic underground for a portion of travel through the City of richmond.

MAIN STREET

Station’s iconic head house was encroached upon by i-95’s massive steel and concrete structure by only a couple of feet.

Also, the building and landscape are designed to fill the physical and social void by reclaiming the harsh asphalt landscapes to alternatively create a vibrant focal point of social gathering where four thriving urban districts converge.

eaSt entry lobby from main Street

Phase 4 begin to build east wing of the new station and temporarily enclose the west side of the train shed to create an interior condition for the new retail and restaurant spaces.

surrounding residents, business professionals or tourists.

main Street Station from the corner of 15th and main StreetS 2012 ^

Phase 3 move historic buildings located along adler and 17th street to the portion of 17th street between broad and grace Streets.begin site work along east side of shed and head house by removing portions of franklin, grace and 17th Streets.

0’

50’

150’

4 10 6

Phase 7 after the underground tunnel is complete begin to build the new road that connects to 15th street beginning at broad Street and lay the streetcar tracks. also, begin the site work necessary for building the west wing of the new station and while preserving the historic lumpkins Jail site, the burial ground on the north side of broad and begin renovation of the historic Seaboard building that is slated to house the richmond’s new Slavery museum. Phase 8 Begin to build the west wing of the new train station and also finish the landscaping plan laid out by the design.

5 2

FRANKLIN

STREET

6.25

FINAL PRESENTATION BOARDS

296

17TH STREET

15TH STREET

MAIN STREET

0’

Site plan

birdSeye perSpective view

perSpective Section Showing Structure and interaction of SpaceS

50’

150’

300’

C H APT ER 6

Second floor walkway along weSt Side heading torwardS pedeStrian bridge to Streetcar Stop

Second floor walkway along weSt Side heading from Streetcar Stop

SEC T ION 3

exterior entry point from eaSt Side urban plaza

DESIGN DEVELOPM EN T

central paSSenger waiting area + platformS

Total Square Footage 1st floor 2nd floor Office Tower

330,000 Sf 400,000 Sf 302,000 Sf

Total

1,037,000 SF

exterior tunnel located under office tower + reflecting poolS

Program general circulation

407,000 Sf

retail/ restaurants (1st and 2nd floor)

95,000 Sf

Train Station (2nd floor)

400,000 SF

passenger waiting

80,000 Sf

platforms

85,500 Sf

egress + elevators and escalators restrooms

5 1

7 7

16,500 Sf

15,000 Sf

9,500 Sf

2 7

3 7

8,500 Sf

Support Spaces

electrical / heating and cooling

7 7

3 1 >

entry point / lobby

original head house

retail / restuarants

central atrium Space

tower lobby

restrooms

1ST FLOOR PLAN

exterior perSpective from 17th Street looking torwardS main Street and 17th Street farmerS market

9 2

Support Spaces

proposed Slavery museum lumpkins Jail historical Site

retail / restuarants passenger waiting area

information desk

platforms

bridge to Streetcar Stop

egress

restrooms

tower lobby

Support Spaces

electrical / heating and cooling

original head house

2ND FLOOR PLAN

4 7

egress

7 7

4 4

10 1

8 7

8 6

firSt floor plan

0’

60’

120’

Second floor plan

0’

60’

120’

exploded axonometric Showing the interaction between the Structure and Skin of the building exterior perSpective from 17th Street looking north torwardS broad Street + office tower

SITE PLAN

original head house

existing train Shed

3 4 5

new landscaping to promote gathering Office Tower Proposed Slavery Museum (Seaboard Building)

lumpkins Jail historical Site

existing farmers market

new road to intersect with 15th Street

bridge to new Streetcar Stop

new Streetcar Stop

exterior perSpective from the corner of 15th and main StreetS

chriStian michael Snowden arch 799 : graduate architecture Studio : theSiS ii profeSSor ronaSzegi

297

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W OR K S C IT ED

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W OR K S C IT ED

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W OR K S C IT ED

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