F P `12 SOA ELLIOT MISTUR
T e c h n o- F u t u r i s m
Architecture, Science, and Technology Final Project, Fall 2010 - Spring 2012 Rensselaer Polytechnic Institute School of Architecture Design Critic: Chris Perry Secondary Critic: Michael Oatman
THE NEW FUTURE GROWTH:
a recreated tactile locality and regional connectivity Elliot Snow Mistur
TABLE OF CONTENTS
INTRODUCTION
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POSTWAR RESEARCH: Dichotomy of the Post-War Era Buckminster Fuller Projections of Implicated Change Examples of Fuller Projects Systems and Physical Integrations Beyond Fuller Sources
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CONTEMPORARY RESEARCH: Site Introduction History of the Hudson River Valley The Modern Dilemmas Shoreline Conditions Rebirth of the River as Commodity Systems and Technology Fuller’s Vision for the Future Sources DESIGN PROPOSAL: Proposal Strategies Outline Projected Regional Growth New Industry and Power Regional Power Cord Growth and Zoning Mechanism Site Development Example Callout New Urban Typology Sources Rensselaer Polytechnic Institute School of Architecture Techno-Futurism: Architecture, Science, and Technology Final Project , Fall 2011 - Spring 2012 Design Critic: Chris Perry
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INTRODUCTION
THE NEW FUTURE GROWTH
A Recreated Tactile Locality and Regional Connectivity
The industrial revolution set up a period of rapid change and technological advancements that allowed a number of overlapping critical thinkers to gain perspective into the ever shifting time flux of scientific inventions and discoveries. The new found possibilities in material, fabrication, and even virtual-electronic technologies were drivers of, and were driven by, World War Two leaving the post-war period one of massive change. The new machine technology sparked imaginations and awoke the ability and realization that our world is not a static entity, but rather one of energy, probability, and time. This paradigm shift met with architecture causing similar disturbances and uncomfortable ideas crashing down on many formalists. The question and clash remains. Society quickly adopted the technological advances, mechanizing and mobilizing every function of life and society as a whole. Architecture was resistant however, and even when some of the new materials and fabrication techniques were used, architectural practice was, and still is, applied in a completely pseudo-retro stylistic manner and dialogue. The architects rather put energy into making the new technology look formally like the buildings of yesterday, not only spatially, but functionally and materially. There has been however a few individuals dedicated to techno-experimentation and conceptual extrapolation, relying on the performance for the formal manifestation rather than traditional aesthetics. These individuals and ideas originated in other technological fields and socio-energetic discoveries, and in part sparked by the world of virtual and electronic. R. Buckminster Fuller was one of the most exemplary post-war thinkers in the broadest range of issues within architecture and extending all the way through global-socio-economic issues. He dubbed himself a “Comprehensive Anticipatory Design Scientist” and called for all to be of similar character in the search for a marriage between design, science, and technology. His rhetoric was one of “Anticipatory Design” driven by the ideas of “global fluidity...and the irrepressible patterning processes created by the inherent need for changes (loads) to flow from one place to another in the universe”. The automobile industry (and airplane) was a key reference for him because of the constantly evolving mechanistic production informed by economic and productivity organization patterns. Traditional Functionalism, which was the dubbed essence of architecture of the day, was described by Fuller as “demonstrated fashion-inoculation without necessity of knowledge of the scientific fundamentals of structural mechanics and chemistry.” This included Le Corbusier in the eyes of Fuller as he practiced in the discourse of the machine aesthetic, but Fuller felt that such an exclusive discourse accomplished nothing. Fuller designed actual pragmatic machines of living, some of which were even produced in airplane factories then flown to wherever the purchaser desired and deployed as ready-made tools of habitation. Not only did many of Fuller’s projects function as directed architectural machines, but they also were developed with an intense understanding of multi-scalar issues, 2
both within the projects on the smallest level of detail and beyond the project in relationship to how the project would affect its surroundings regionally, and even globally. Also his projects were designed to respond not only to programmatic needs, but also respond to economic, energy, and social forces. In order to respond to these issues beyond the traditional architectural responsibilities he collapsed systems into his project, integrating the conceptual framework and also the actual tools of response, further rendering his architectures as fully integrated systems or machines. Today the Hudson River Valley is in need of just such an ambitious and proactive project. The Hudson River Shoreline historically was reconstituted as an infrastructural regional cord consisting of railroads, which combined with naturally eroding shorelines, resulted in the need for engineered edges along the river banks. This transformation took place at the turn of the century when the Hudson River Valley was a massive industrial production and transport conduit, reminisce of a mass-production line exploded to the regional scale, a “megastructure” of production. With the end of the industrial age and major production in the Hudson River Valley the region suffered a mass exodus. What remains is the skeleton of an industrial landscape with the various types of manufactured edges and railroads along the shorelines. Currently the railroads are inefficient, and the manufactured shorelines are degraded which cuts off natural wetland zones from the river water; both of these factors combined cut off pedestrian and boat access to the riverfront. Today the Hudson River Valley is beginning to comeback with remediation of the industrial waste and an annual 6 percent increase in population, a higher rate than Brooklyn. This growth trend in the region is due to the historic and natural qualities of the region and the attraction for metropolitan residents to buy affordable historic houses in the landscape celebrated by the historic Hudson River School. This “Brooklynization”, as described in The New York Time, is feeding new cultural growth across the region, however only inhabits the current degraded, but valued, state of the Hudson River and does not foster further growth or improvement to the waterfront. In the spirit of Buckminster Fuller’s post war proposals that imagine massive functionally integrated structures with massive social implications for change this re-imagination of shoreline for condensed strategic growth arrayed along the new high speed rail with integrated power generation, as an infrastructural backbone, will foster new waterfront communities that interface people, natural ecosystems, urban communities, and multimodal transport. The ultimate goal is a regional connection generating a commuter market while creating a new type of waterfront accessibility fostering a local relationship to the river at a massive scale. 3
TECHNO-FUTURISM : Architecture, Science, And Technology
POST-WAR RESEARCH
FULLER POST-WAR HISTORICAL RESERACH
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
DI C HOTOM Y OF TH E PO S T - W AR E RA “ S C I E N TI F I C DE S I G N I S LI N KE D T O T H E ST A R S F A R M O R E DI RE C TLY TH A N TO E A RTH . S T A R - G A Z I N G ? A D MI T T E D L Y . B UT E S S E N TI A L TO A C C E N T UA T E T H E R E A L SO U R CE O F E N E RG Y A N D C H A N G E I N C O N T R A ST T O T H E E MP H A SI S T H A T H A S A LW A Y S B E E N PLA CE D O N K E E P I N G M A N ‘DO W N T O E A RTH ’.” 1 | R. BUCKMISNTER FULLER, NINE CHAINS TO THE MOON
The Aesthetic Echos of Yesterday’s Technology
[tradition] STYLIZED [fashion] AESTHETIC
VS
[modern] FUNCTIONAL [performance] AESTHETIC
The industrial age changed the world in numerous ways to a degree that had never been seen before. Everyday people (in the civilized world) immediately felt and saw the effects as new machines, technology, and forms of energy not only came into existence, but quickly dominated every tool, technology, and way of life throughout society. Never before had such an exponential increase in development and technologies been seen on Earth and Humankind embraced the changes in everyday life enabled through the new technologies. The modern forms of production, materials, and industrial ability came so quickly along with the new technologies and energies that people did not even always see the opportunities or fully utilize the potential of the modern developments, especially between different industries as most of the new achievements were driven by the economies of companies looking to make the greatest profits as quickly as possible. This intense rate of change and direct effect on people’s lives and public industries meant two things for architecture and design as a whole: the old aesthetics were used to mask the modern function and the massive number of modern technologies were not understood enough to drive and influence architecture and design in a profound way. Both conditions have exceptions and extraordinary cases that eventually caused modern design to progress beyond the prior
stall, but it can be argued that even great modern architecture like LeCorbusier’s Villa Savoye (although extremely important) did not truly embrace the modern possibilities of materiality and production. When modern materials were utilized in design, they were often deployed in the same strategies that would have been used before the new technologies became available, because the modern possibilities were not understood. Similarly people wanted the traditional aesthetics they were familiar with, especially in their personal lives and in something so permanent as architecture. The new modern machines were seen as ugly and brutish (although architects like LeCorbusier did write about embracing the machine) so buildings for example were often constructed with modern steel frames (which is how sky scrapers were now possible), but clad with brick wall as a stylized traditional aesthetic covering to what the modern materiality and technology made possible. Today such strategies are often still visible throughout the world. The questions that arose in the field of architecture became focused on just such issues, after a little bit of time based so that people had a moment to process what was happening. So much effort was being put into making the modern performance driven changes look like the old fashion, which after all must also have once been modern and a new aesthetic.
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TECHNO-FUTURISM : Architecture, Science, And Technology
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
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“W H Y I S T E CHNOL OGY NOT DR IVING ARCH ITECTU RE AND WH AT ARE N E W A E S T H E T I C S OF THE MAC HINE AGE? ” 2 M E G A INF R AS TR UC TUR E - MACHINES - MOB ILE - PLU G IN - MOD ULE S
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POST - WAR E RA AR C HITECTU RAL PRO J ECTIONS Post-War Architecture Theory
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Archigram led the pack of modern architectural thinkers in the post-war era with projections and provocations about an entirely new architectural rhetoric based around flexibility and adaptability. This led more defiant architectural thinkers to ask questions about what it would be for machines to be our architecture, or further what architecture would look like as developed with these principles. Hans Hollein asked this question in 1964 about aircraft-carriers, what would they look like as architectural infrastructure imbedded in the
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landscape and how would they function? Another infrastructural pondering was the Comprehensive City Project where the structure stretched across North America, both of these however were images of provocation, without extensive development. The plug-in city, drawn by Peter Cook, was another example where an infrastructural framework, a scaffolding, would be developed that pods of habitation and program could be “plugged into” or change out according to adapting requirements, an evolving architecture. 9
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
“T H E I N V E N TION OF THE TR IANG ULATED SPACE FRAME B Y A L E X A N D ER G. BEL L IN 1 9 0 2 - ‘NOT B Y CH ANCE’... WA S A C T U A LL Y PR ODUCED...BY THE SAME PERSON WHO IN V E N T E D T HE TEL EPHONE.” 3 | MARK WIGLEY, NETWORK FEVER
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Synergetic Weaves
“FULLER WA S THE F I R ST DES IGNER I N H I STORY TO UNDER STAND STRUC TURE A S A PAT TERN COMPR I SED ENT I RELY OF ENERGY AND I NFORMAT ION (AND) CONCE I VED OF THE UN I VER SE I TSELF A S AN ENERGE T ICO I NFORMAT IONAL CONT I NUUM , SOME TH I NG DYNAM IC , AND ALWAYS TR ANSFORM I NG ... TO TH I NK OF FORM I N TERMS OF CONSEQUENT PHA SES OF FORCES AND MAT TER .”4 | SANFORD QWINTER, FULLER THEMSELVES
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Networks quickly became a culmination point of many ideas, as they emerged and became revealed with technologies that gave us awareness. They are an example of a technology that after familiarization then appear everywhere and can explain prior mysteries. Buckminster was the first to conceptual regard structure as energy flows of information in his design process, which was a major driver for his geodesics. The Synergetic Weaves sketch by Fuller is part of an exchange and collaboration between Fuller and Arthur H.C. von Hochstetter, M.D. where they discovered similarities between structure, human anatomy, cellular structures, and virtual infonetic networks.
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TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
NEW T E C H N O L O G Y A N D DE SI G N F E E D BA CK
TRADITIONAL FORM NEW TECHNOLOGY (OLD FORM)
[tradition] STYLIZED [fashion] AESTHETIC
NEW TECHNOLOGY NEW PERFORMANCE CRITERIA DISCONNECT
FEEDBACK OF TECHNOLOGY AND PERFORMANCE
[modern] FUNCTIONAL [performance] AESTHETIC
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(Un) Anticipatory Design
(Un) Anticipatory but Multi-Functional Design
The Collage of Parts to RetroActively Compile functions
The Junction of Standards, Un-Integrated
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
BUCKMINSTER FULLER
Ambitious Functionality and Radical Societal Invention Fuller more than embraced the functional performance driven aesthetic. He was not an architect by trade, so he was not laden with the prejudices of the practice. He was an anticipatory designer, with knowledge of futuristic technologies, and he speculated pro-actively, but within his ambition every project was based in reality and detailed with systematic checking for the reality and possibility of the ideas. He borrowed from technologies and industries other than the building and architecture professions and developed his designs symbiotically between multiple scales, both at the material, physical, and structural level and at the global, infrastructural, and conceptual levels. He self-dubbed himself a “comprehensive anticipatory design scientist”, which was not far off. Fuller is often disregarded as an engineer “want to be architect” who puts geodesic domes over everything, while in fact his wonderfully complicated structures are only a small library of his multi-faceted endeavors. The shape of the geodesic
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domes to him were irrelevant, they could be any shape, while he was concerned with the implications beyond, the operations of “spaceship earth”, as he titled one of his dozens of self-authored books ranging from engineering theoretics to poetry to children’s books. Fuller’s dome over Manhattan is a good example of the scope and projective nature of some of his projects. The tensegrity structural system and detailing of connections was the only structure in the world that actually gains strength with size, which made the idea theoretically possible. At the larger scale however he was proposing the dome because saw the problem of smog in New York City and thought an 80 block canopy would provide climate control to save energy, filter smog, and provide cover, a section of the city where buildings would not need envelopes.
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TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
CROS S - INDUSTRY D ES I G N I NNO VATI O N
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Performance [re]-Appropriation
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Fuller’s willingness to borrow from industries other than architecture and engineering in order to transcend the traditional rut of thinkers within their respective practices and to use current and even future technologies as drivers of design separated him from most post-war designers, and many aesthetically pre-occupied modern architects. The Dymaxion Car is a primary example of just such an exercise, developed by a “design scientist”, where Fuller saw the problems of the current cars and learned from the airplane industry and science of flying in order to create a lightweight extremely fast and efficient vehicle that could transport a large family (even up to 8 people). The scope of design for the DYMAXION car not only included technology, science, and engineering beyond that of the rest of the automobile industry, the physicalities of the transportation, but addressed the issues beyond the shell of the car imbedded as metadata of automobile use and the end users. Society was burdened by antiquated cars that were slow, small, un-maneuverable, and inefficient, which affected everyday lives. Fuller decided not to make a stylish new model of a car, but saw the social implications of the current inadequacies of the cars in current use and looked to new technologies to drive the detailing and design. In this way DYMAXION (which is a portmanteau Fuller titled from dynamic, maximum, and ion) defined his work.
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
The Industrial Revolution Profile: Discovery Trend of the 92 Elements This chart of the chronological discovery of the cosmic absolutes (the 92 elements) reveals the profile of the Industrial Revolution with the effects of time and technology. This was quintessential in many of Fuller’s writings in developing his arguments in the relationship of human curiosity, knowledge, technology, and society. As he states we are now “in command of the complete inventory of building components with which the universe is structures”, which means in a way that we have comprehensive knowledge of the foundations to the material world. This argument in and of itself illustrates the importance to him of the
word “comprehensive” and its implications in terms of being able to establish design and progress on a thorough understanding and frame, providing the ability to innovate and respond to more than personal preoccupations. In the world game Fuller believed that if computers were given all of the physical and metaphysical resources (catalogues) of the earth, then all human trends could be mapped, implying that to a certain degree now that we have such an extensive knowledge of the earth and society (and it continues to grow) we can exponentially foresee human trends. He was writing and developing these arguments
in the 1950’s, when computers barely existed as we know them today. Fuller’s continual pursuit of correlations between technology, science, and humans (which embodies a variety of concepts) is always visible in his projects, while writings and charts that developed such as this one not only demonstrates the connections that he attempted to reveal, but even touched the beginnings of opening up whole new worlds of collaboration, and cross-disciplinary sciences.
THE ENLIGHTENMENT “AND FOLLOWING FROM THIS, THE APPLICATI O N AND EFFECT OF THE TECHNOLOGY ON ECONOM I C S AND ULTIMATELY, TH E EFFECT OF THE N E W TECHNOLOGY ON SOCIETY ITSELF.” 5 | R. BUCKMISNTER FULLER, THE YEAR 2000 (ARCHITECTURAL DESIGN)
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The Age of Reason Marked by Scientific Rigor, Empericism, and Reductionism Revealing the Trend Correlation of Technological Advancement to Scientific Knowledge
Approximate Cummulative Total Number of Inventions in Science and Technology
10,000
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DYMAXION FULLER PROJECTS DYMAXION MAP
DYMAXION HOUSE
DYMAXION CAR
Global Data and Relationship Representation Through Energetic-Synergetic Geometrical Projections
Mass-Production House with the “Efficiency of Umbrella and Bicycle” with Singular Units or Plug in Large Structures, Tensile Structure Technology
Performance Informed Design, Functional, and Efficient Transportation, Technology from Aerodynamic Airplanes
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MONTREAL EXPO GEODESIC
DYMAXION BATHROOM Pre-Fabricated “Wet Cell” Bathroom for Cheap and Efficient Production and Use
CONNING TOWERS Broadcasting Stations at Global Universities to Network Learning and Knowledge Synergetic Education
A Geodesic Dome with Dynamic Shading Enclosure Controlled by Sun-Tracking and Computer Technology
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Geodesic 50 Foot Hangar
TRITON CITY
CLOUD NINE
Pre-Fabrciated Lightweight Structure for Living: A Functional Machine Deployable by Air
Self-Dependant Floating Communities Near Metropolitan Downtowns with Water to Solve Congestion and Provide Housing
Speculations on Future Structures to Solve Climate Issues and Help Energy Efficieny, Lightweight Structures Utlizing Enviromental Heat Gain Principles for Performance
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TECHNO-FUTURISM : Architecture, Science, And Technology
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DYM A XIO N M A P
“AC COMOD ATING H UMAN U NSETTLEMENT , AR G UING TH AT IT IS PRECISELY TH E S TA B ILITY OF U NSEEN INFRASTRU CTURAL NETWORK S THAT MAK ES GLOB AL PH YSICAL INSTAB ILITY POSSIB LE AND D ESIREAB LE.” 6 | MARK WIGLEY, NETWORK FEVER
Global and Representational Geometries for Networking Dymaxion map is an accurate world map for global data and relationship representation for the emerging international society through energetic-synergetic geometrical logics. Buckminster developed it not only for the sake that it is the most accurate existing map in terms of overcoming the
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distortion created when translating the geometry of globe to a flat map, but also in order to reveal the character of the world, and the spatio-information implications simply visible in the oceans and continents.
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
FULL ER’ S 1950’ S DA T A MA PPI N G “MORE AND MORE WITH LESS AND LESS UNTIL EVENTUALLY YOU CAN DO EVERYTHING WITH NOTHING”. 7 | R. BUCKMISNTER FULLER, NINE CHAINS TO THE MOON
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
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FUL L ER RE - DE P L O Y AB L E H O USI N G
“ Y O U M A Y S A Y , ‘W H A T I S TH E M A T T E R W I T H O U R P R E SE N T CU B I CA L B UI LDI N G ? W E H A V E B E E N DO I N G PRE TT Y WE L L . ’ JU ST T H I S: T H A T I T I S W A S T E F UL.” 8 | R. BUCKMINSTER FULLER, DYMAXION HOUSE MEETING ARCHITCTURAL LEAGUE NEW YORK 1929
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Anticipatory Design The word ‘DYMAXION’ means “maximal gain of advantage or performance from minimal energy input” The Dymaxion House, and Buckminster’s other similarly related housing projects, is predicated on efficiency of structure, cost to build, performance of enclosure, and mobility. The units can be produced off site in a factory for efficient and economical construction then transported to the desired location. When the user is tired of the house in a year or two, then they can simply pick it up and move it to your next favorite place or plug into a different infrastructure. Land could be publicly owned and houses could be sold as models similar to the economics and industry of cars, 26.3
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OPE N OPEN OPEN
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I N T E G RA TE D D YN A M I C F A CA D E
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M ON T REA L E X P O 1967
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DYNAMIC
C L O S ED
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Enviro-Dynamic Facade The Montreal Expo is a geodesic structure and designed with a dynamic shading aperture system to control the sun. This was an early and very advanced understanding of the implications of built ecologies and informational systems related to the globe’s environment in architecture. The dynamic shading was controlled by sun tracking devices that calculated the sun angles and a computer that would automatically close and open the apertures. This computer control and form of artificial intelligence was designed a year before the movie “2001: A Space Odyssey” was released in 1968, which questions artificial intelligence, perhaps in a time that there was fear in the face of a type of technology that transcends the mechanical.
The building was extremely futuristic in its technologies, but in a practical, useful, and efficient manner with the user in mind once again. The facade essentially was the total eseence of the building as it was fully-integrated with envelope, structure, shading, and intelligence. Every systems was compacted into one built design, into the detailing of the facade, in order to minimze, streamline, and make such a complicated building practical and possible. Additionally the sturcture and facade formed the architectural space as the program essentially only needed one open space, so the one system Fuller designed, the facade, integrated the programming and systems of every requirement, and more, which he needed to meet.
2001 : A SPACE ODYSS EY ( F I L M ED I N 1 9 6 8 )
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
“ A WHOLE NEIGHBORHOOD CAN BE TREATED AS A SI N G L E B U I L DI N G F U N CTI O N A L L Y AND A L L MECHA N I CA L SERVI CES...CEN TRALLY P R OVI DED” 9 | R. BUCKMINSTER FULLER, A STUDY OF A PROTOTYPE FLOATING COMMUNITY
TRITON DATA CALCULATIONS
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Proven Mobile Community A 20 storey prototype floating community that is possible in 80% of metropolitan areas of 1,000,000 or more, mobile and selfsufficient is a steep order, but Fuller not only dreamt this socioeconomic world changer, but engineered it. He conducted social and economic information studies in order to ensure that the infrastructure would work and could support itself. He also physically detailed and engineered the structure,
TRIT ON C IT Y F L O A T I N G C O M M UN I TY PROTOT YPE 30.1
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which he proved was possible, similar to the steel plated concrete hull of the S.S. United States (the largest ship ever built) carrying 3,000 people weighed more (over 200,000 tons), and his city weighed less. It was also comprehensively systems integrated as it included power, housing, schools, shops, transport, mobility, and addressed the larger issue of urban crowding for major metropolitan areas with access to water.
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
SYSTEMS AND PHYSICAL INTEGRATIONS SEL F-S US T A I N E D MO B I L E F L OA TI N G COM M UN I TY
THE 5 EMB EDDED 1. Housing 2. Energy Production 3. Public Gardens 4. Commuting 5. Water Port 32.1
Infrastructural Community Comprehensive Systems Integration Fuller stated that “three-quarters of our planet Earth is covered with water, most of which may float organic cities...floating cities pay no rent to landlords”. This is consistent with his other ideas about mobile housing where people do not own the land so that they can move around as they please. Triton city is much more than that though. This culmination of Fuller’s work was developed by him first for the Tokyo government and then for the United States government, both seriously considered it as a solution to many overcrowded urban center problems, but the project eventually fell off the radar for various reasons. These floating cities would be placed in calm water, when not being 32
moved, so transportation bridges could be placed connecting to them for daily commuting to urban centers, in this way alleviating traffic and allowing thousands of new people to move in close to jobs, and in communities of very cheap rental. Not only where these floating neighborhoods, but they were self-sustainable as they had nuclear energy generation embedded within them and for quality of life along with all the apartment units Fuller incorporated parks, docks, and even some systems for schooling and shops for daily items. The scope of this project demonstrates Fuller’s concern with the lives of the end-user as he carefully considered every aspect of
society that would required and desired for an entire community of thousands of people to work, while at the same time he engineered the construction to safely float, and developed the necessary systems of support. The project was meant to provide good quality of life and cheap available housing for people who could not afford to live close to where they worked in expensive urban areas, and also aimed to solve larger problems of urban congestion, pollution, commuting.
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MOB ILE COMMUNITY INFRASTRUCTURE
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SOURCES
Image Credits
A.1 – Buckminster Fuller, Geodesic Structure Monohex, 1965 B.1 – Fuller and Sadao, Expo ‘67, 1967 2.1 – Fuller and Sadao, Toronto Spadina project, 1970 4.1 – Fuller and Sadao, Cloud 9 Project, 1962 6.1 – Andreas Feininger, S.S. United States in New York, 1952 8.1 - 8.2 - Mike Mitchell and Dave Boutwell, Comprehensive City Project,1969 8.3 - 8.4 - Hans Hollein, Aircraft Carrier Projects, 1964 8.5 – Elliot Mistur 9.1 - Peter Cook, Archigram, Plugin-City, 1965 9.2 - David Green and Chalk and Herron, Cushicle and Capsule Housing (101), 1967 10.1 – Alexander Graham Bell, Tetrhedral Space Frame, 1907 10.2 – University of Washington, Hyaline Cartliage, 2005 10.3 – Chest of Books, Muscles of the Human Body, 2001 12.1 – Arquelogia del Futuro in Popular Science, Mobile Homes of the Future, 1941 12.2 – Public Domain, Soviet Snowmobile, 1970 13.1 – Buckminster Fuller, Dymaxion Car Diagram, 1933 13.2 – Public Domain, Airstream Trailer, 2009 14.1 – Buckminster Fuller, 90 Strut Geodesic Dome Tensegrity, 1980 14.2 – Ferininger, Smog in New York City, 1943 16.1 – Buckminster Fuller, Portrait, 1951 16.2 – Buckminster Fuller, Portrait TIME Magazine, 1967 17.1 - Buckminster Fuller, Dymaxion Car Diagram, 1933 17.2 – Public Domain Wichita Photos, Travel Air Airplane, 1929 17.3 – NASA Langley Research Center, Airfoil Wind Tunnel, 1990 17.4 – Buckminster Fuller, DYMAXION Car, 1933 18.1 – Fuller 2000+, Buckminster Fuller, Profile of the Industrial Revolution, 1937 20.1 - Buckminster Fuller, Dymaxion Map, 1943 20.2 - Buckminster Fuller, Dymaxion House, 1929 20.3 - Buckminster Fuller, Dymaxion Bathroom, 1940 20.4 - Buckminster Fuller, Geodesic 50 Foot Hangar, 1954 20.5 - Buckminster Fuller, Triton City, 1973 21.1 - Buckminster Fuller, Dymaxion Car, 1933 21.2 - Buckminster Fuller, Montreal Expo Geodesic Dome ‘67, 1967 21.3 – Shelter Magazine Buckminster Fuller, Conning Towers, 1932 21.4 - Buckminster Fuller, Cloud Nine, 1960 22.1-24.2 – Buckminster Fuller, Dymaxion World, 1954 23.1 - Buckminster Fuller, Dymaxion World, 1954 24.1 - Buckminster Fuller, Dymaxion World, 1954 26.1 – Shelter Magazine Buckminste Fuller, 10-deck Dymaxion House, 1932 26.2 – Public Domain, Ship Mast, 1965 26.3 – Buckminster Fuller, Triangulated Intersections Sketch, 1935 26.4 – Buckminster Fuller, 4D Dymaxion House, 27.1 – Buckminster Fuller, View from Dymaxion House, 1954 27.2 – Buckminster Fuller, Structure Energy Flow Sketches, 1940 28.1-28.5 - Fuller and Sadao, Montreal Expo ‘67 Geodesic Dome, 1967 34
29.1 - Fuller and Sadao, Montreal Expo ‘67 Geodesic Dome, 1967 29.2-29.3 – 2001: A Space Odyssey, 1968 30.1 - Fuller and Sadao, Triton City, 1965 30.2 – Buckminster Fuller, Triton City Model, 1965 31.1 - Buckminster Fuller, A Study of a Prototype Floating Community, 1965 31.2 – Public Domain, S.S. United United States, 1952 31.3 – Edward Robert Armstrong, Seadrome, 1927 32.1 – Elliot Mistur, Diagram with Buckminster Fuller’s Triton City 33.1 – Ron Herron, The Walking City, 33.2 – Elliot Mistur, Conceptual Diagram
Quotations & Notes
1. Fuller, R. Buckminster. Nine chains to the moon. Carbondale: Southern Illinois University Press. 1963. 2. Banham, Reyner. Megastructure: urban futures of the recent past. New York: Harper and Row, 1976. 3. Wigley, Mark. Network Fever. Grey Room 04, Summer 2001, pp 82-122. Massachusetts Institute of Technology. 2001. 4. Kwinter, Sanford. Fuller Themselves. ANY 17, “Forget Fuller?”. 1997. 5. Fuller, R. Buckminster. Nine chains to the moon. Carbondale: Southern Illinois University Press. 1963. 6. Wigley, Mark. Network Fever. Grey Room 04, Summer 2001, pp 82-122. Massachusetts Institute of Technology. 2001 7. Fuller, R. Buckminster. Nine chains to the moon. Carbondale: Southern Illinois University Press. 1963. 8. Fuller, R. Buckminster. Dymaxion House Meeting. Architectural League. 1929. 35
CONTEMPORARY RESEARCH
HUDSON ANALYSIS EXISTING CONDITIONS
36
37
SITE INTRODUCTION T RO Y DAM
39.1
Hudson River Industrial Conduit and Resource a tidal estuary as the salt water from the ocean mixes back up the river as northern as Poughkeepsie, and the water level undergoes tidal shifts, which provides very unique and rich fishing conditions as ocean species such as Striped Bass swim up the river for mating. Never the less there were also many other industries as the rich valley offered particularly unique resources that lent to manufacturing such as ironworks, brick making, cement manufacture, logging, ice harvesting, and even the railroad and steam boat transportation on the river. Without this corridor New York State would be a completely different place, not to mention its impact on the United States. The corridor connects internationally through New York City’s harbor, nationally through the westward Erie Canal link to the Mid-West’s coal, and even to Montreal in the North.
39.2
137 miles
As technology developed and the industrial age fully evolved the Hudson River and its surrounding water resources became a key infrastructural tool for manufacturing and transportation for multiple reasons. It is perfectly located in a prime east coast location, with its outlet into the ocean at the center of New York City and 137 miles north a connection to the Mohawk River and Erie Canal leading to the Mid-West. The metal works along the river was one of its most important industries and instrumental in winning the civil war (and did not slow down until after World War II). The Lower Hudson (beginning at the Troy Dam including all south of that point) was characterized as being utilized for transportation and commerce of the industrial goods, but the resource of the river also provided goods such as fish. The Lower Hudson is
CE N T RAL P ARK , m an h at t an
39.3
38
137 MILE WATE R W AY R EG ION 39
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
The River Dichotomy and Potential Rebirth The Dichotomy of the river is the result of the potential resource for industry found in the power of the river current, while the beauty and recreation of the river is jeopardized by the industry. The Hudson River and surrounding area was extremely important when it was utilized for production as a regional assembly belt during the industrial revolution, which resulted in damaging the natural beauty and recreational resource of the river. When the industry left the region HUDSON VALLEY REGION growth t rend [ percentage ]
5 . 8%
due to various socioeconomic changes after World War II the recreational beltway had already been overrun by the industry, so the River was left without identity or support. As the current trend for growth in the region is increasing, how can the area find a new industry and support for development, while at the same time promote the river’s beauty and recreation? How can local relationships be established and encouraged by the infrastructure of the new industry? BR OOKLY N gr owth trend [ per c entage ]
1. 6%
20 10 us census 40.1
40
41
TECHNO-FUTURISM : Architecture, Science, And Technology
T RO Y DAM
The river is actually an estuary as the waters are tidal and partially brackish. Native Americans called it the “River that Flows two Ways” as the unique condition of the tidal waters and river current provides for a very rich and robust ecological system that allows ocean fish species to swim up the river to mate, but also fosters shoreline wetlands and vegetated shallows important to biodiversity. The 300 (plus) miles of shorelines are quite important to the river as the deeper waters provide for robust fish species and large vessels to pass, while the shorelines host the vegetation and species critical to the biodiversity that is important to the survival of the ecosystem of the river, the valley region, and also tidal mitigation. There are over 7000 acres of tidal wetlands and 6000 acres of vegetated shallows that coalesce along the shores and provide shelter from the currents
42
and industrial traffic of the river, while provide a buffer zone of ecosystem processes important for nutrients, sediment removal, and oxygen enrichment. Most importantly they provide a mitigating buffer zone of floodwater storage, as floods are common to the river seasonally as the Hudson swells with melting ice from northern mountains and the tides. Since the industrial age the wetlands have been rapidly destroyed as the shorelines are developed and evolve into hard engineered shorelines, while a the same time the water levels are rising and there is no room for the wetlands to migrate because of the hardened shorelines. In order to save the ecology of the river the shorelines must be “soft” engineering in some sense in order to reverse the loss of habitat, biodiversity, flood storage. water filtering, and stop the increase in water velocity,
137 miles
Hudson River Ecological Traits and Damaged Biodiversity
CE N T RAL P ARK
HUDS ON RIVE R TIDAL WETLANDS 43
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
HISTORY OF THE HUDSON RIVER VALLEY River as Assembly Line and Access to Coal The Erie Canal was one of man-kinds greatest feats in construction as it connected the western United States, especially coal from the mid-west, to the east coast, which meant the Hudson River waterway. This junction happened at the Troy dam and the Mohawk River Industrial Waterway so historically Troy was one of the most important cities in the United States, at one point it was the wealthiest city, and the heart of United States iron works. The manufacturing energy source of the time was primarily coal, where water power was unavailable, so the connection by barge to the mid-west coal was essential for the Hudson river industry. This also rendered the
Hudson river transport all the more important as it was now a safe, convenient, and fairly easy route of transportation from New York City to Chicago or other destinations west of Troy. Beyond all of the regional and national connections vital to the infrastructure of the industry the mechanics and systematic approach of assembly that the industries used the Hudson River for was beneficial to business and efficiency. The entire region of waterway from north to south (with the current) could be understood as an assembly line, both between companies and even within companies for particular products. As
factories were located directly on the banks of the river they could dump products onto barges directly on the river ready to move rather than creating an extra step for themselves within production. If a factory had to be located in a particular location in relationship to a resource, or simply for the need of waterfront access, rather than creating massive factories with interior large assembly and transportation mechanism, the river was utilized and particular tools and processes could be located next to their required resources.
troy
e r i e c a n a l l o c k s a n d level p r o f i le
n yc
44.1 - 44.2
44
45.1
45
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity Ice and Logging Industries
HUD SON RIVE R INDUS TRIES
Ice harvesting and logging were two of the largest industries that benefitted directly from the river as the goods were floated in the water down the river to transport, while also some ice and some trees could be collected in the valley itself. Although the Hudson has current and some salt water and tidal forces the river often freezes, in many places solid. Ice was important before refrigeration and was continually in demand, while logging is always required like anywhere else. Another factor to the river freezing is that ice boating was a sport very popular in that time and enjoyed by many well-off such as the Roosevelts. It is an example of the recreation once important to the river, also paddleships.
46.1
47.1
46.2
Distributed Industry and Transportation Locality There were two types of workers along the Hudson and similarly two dimensions to their experiences: the local passing along good, and the traveling worker distributing goods locally or passing through and stopping in locally. Of course the commerce and economy supported huge populations of people throughout the regions in all of the cities, but there were hundreds of thousands of industrial workers along the river. Many would be traveling along on the ships or even with the goods on the river, like loggers, but also many would be in the factories along the river. Both had very different, but similar, relationships to the region. The workers living along the river and working every day in a
local shop had intimate relationships and lives with their correlated locations, but they spent their time working on the goods and being affected by each end of the river. They existed physically on a locality along the river, but felt the presence of the beyond extending in each direction along the flow of the river. Similarly the traveling workers were coming from a distant place and going to another place, they were familiar with the riverway just as the trip, yet they were stopping along the way experiencing the localities along the river and intimately experienced the riverway. Although it is two different conditions both felt the other, as the river has a continual locality yet presence of what lies beyond yourself. 46.3
46
47
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
THE MODERN DILEMMAS
Industrial Shadow and Aftermath of Decline Even with all of the success and apparent dependence on the region the industry left with the decline of the industrial age soon after World War two. This is directly reflected in the city of Troy’s population graphed over time, its peak being in 1910. As the are became completely consumed with exactly what was so important to it, the industry along the river, its fate became entangled with the businesses. The qualities of the river itself were completely overrun and fell by the wayside. This was not for reasons of social, philosophical, or unexplained reasons, but is directly tied to two spatial and physical consequences of the industry of the river; the consequences were that the river was largely polluted and damaged from improper industrial waste management, and that the riverbanks were largely occupied by industrial facilities and in most areas had rail road lines directly built on the shorelines, even on both sides in some places. These two problems were present during the use
of the industry and were left as shadows of the past for the last 60 years. As early as the 1960’s people realized the waste mistakes that had been made and actions were taken to try to resolve the pollution problems. Along with many policies and public acts to try to help the ecosystem and prevent further damage extensive dredging has been enacted in order to clean up the waters. Today the Hudson continues to improve and return to a state of natural equilibrium, which it needed help to do. As many points still are, the water was too contaminated to swim in and fishing was prohibited or limited to prevent sickness. Although it has been found that some fish have evolved already to survive in PCB (the pollution leaked) contaminated waters the river was damaged beyond what it would naturally recover from. The Hudson’s reputation was also damaged as people err on the side of safety and today many people assume it is unsafe to use.
TR OY (E X AMP L E P O P UL A T I O N T RE N D) 90,000
1910 1 8 00
1950
(1 946 e n d t o WW II production)
2010
10,000 u s c en s u s 48.1
48
49
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
WAT ER PO LL U TION (196 6 R EPORT ) PCB’s and Dredging the Hudson As the Hudson has suffered from the industry that also allowed this country and region to thrive, the pollution caught up with the ecosystem. Much of the waste and dirty manufacturing happened before there was any care or guidelines to hold companies responsible, there was also not enough general knowledge to realize what the materials used in the new technologies and modern industrial processes could cause. PCB’s (polychlorinated biphenyls) were rampantly dumped in the river and until the 1960’s and 70’s there was no realization of how harmful they were to the environment. Now the first phase of the dredging Hudson cleanup project is completed and second phase under way. The goal is to remove PCB deposits (by digging and removing from the river bed) as they will not naturally degrade or disappear. This was greatly debated as it means that some toxins will be re-suspended in the water, but it is a necessary cost, as was decided.
DREDGING PROCESS ING PLANT The process to dewater the removed contaminated waste is extensive.
DREDGING REMOVAL AND B ARGES
The dredging is only taking place north of the Troy dam, and mostly in one stretch about 2 miles long. This is because most of the industry that dumped the PCB’s happened in that area and even though the whole river is contaminated to a certain degree much of it is dependant of being downstream from these deposits where the current brings them from to contaminate the rest of the river. Dredging is very expensive and time consuming both in removal and processing. To de-water the sediments is a large process, then the left over material must be taken away by railroad to isolated and contained dumps. To complete the first phase and with the dredging project’s completion in site the Hudson is on the upturn of recovery.
When digging contamination is resuspended in the water so the process is delicate.
51.2
PCB MICROB IAL DEGRADATION
KEY (Water Pollution) Muncicipal Water Intakes Polluted Suitable for Bathing Suitable for Water Supply Selected Urban Areas 50.1
50
51.1
The PCB’s do not naturally degrade, which is why they are so harmful, but research is finding ways for microbial degradation (a natural process).
51.3
51
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
R ENS SE L A ER RO L L ING MI L L
53.1
Industrial Skeletons and Facility Degredation Historic industrial warehouses have been prized as real estate commodities for years. Today in Manhattan retrofit industrial sites with modern lofts are among the most expensive and most coveted flats in the world. Although there are still some facilities in use along the Hudson, there are countless industrial ruins that are abandoned, condemned, and even forgotten occupying the shore line, or adjacent space. These waterfront commodities would seemingly be prizes in the real estate world, however they are absorbedly expensive to retrofit and for a variety of reason are out of reach of interested prospectors of such gems. There will always be great difficulty in restoring such facilities as they were used for heavy industrial purposes in a time when many safety precautions were not taken and the dangers were not understood, so many are toxic brownfields or at least structurally dangerous buildings. There are a few examples of beautiful sites being revamped for modern use, such as in the city of Hudson where a warehouse has recently been turned into a venue for music, however the vast majority are rapidly decaying. If they are not decaying and acting as problematic sites themselves they often also simply create restricted areas along the river front leaving areas of inaccessible
river shore. The riverfront ruins need to be addressed, and can be an asset for the region, with the proper means and support, which today does not exist. Although many are still detrimental to the environment and considered EPA brownfield and remediation sites, there is no investor capable of resolving the situation or even retrofitting them without some sort of return or support system, and as many are rural (outside of the cities along the river) there is essentially no use for them. With the proper support and surrounding infrastructure, both for access and promotion of inhabitation and demand, then the current ruins caught in limbo (similar to the Hudson River) will be an important historical network of distributed reminders of the past glory of the river, and also the mistakes. In the same way that the historical manors and country homes of families such as the Rockefellers are today beacons of tourism and attraction for the Hudson River Valley, the historical industrial facilities have potential. The problem of today’s very fast rate of decay must be slowed, and stopped however as the buildings are reaching a critical age and the decay rate is only increasing.
52.1
52
53
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
SHORELINE CONDITIONS M ANHA T T A N W AT E R F R O N T BE F ORE BA T T E RY PA RK CI T Y (19 59)
54.1
SHO RELINE DE V E L O P ME N T F OR PROG RA M (2009)
54.2
55.1
Changes to the River Bank
Trains Along the Hudson River Shoreline MANHATTAN POINT MORPHOLOGY
New York City is a special case because of the overpopulation and limited space, but it is a good example of riverbank buildup and morphology in order to extend the land to inhabit. Battery Park City is a perfect example, a whole neighborhood of high rise residential buildings built on engineered land. The treatment of the river bank is positive in that it is being addressed and utilized (again because of space), but this hard edge engineering is also precisely what is destructive to the ecosystem of the river. Manhattan hasn’t had a natural edge for a long time, but it is also far from a soft engineered edge system, which will also contribute to helping the ecosystem.
The corridor from New York City to Albany has been an important transportation connection since the industrial age, and before. Even today without the need for the canal connections to the mid-west for coal energy, the connections through New York are centered around touching New York city and the triangle of the Capital District (Albany). They act as a double and inseparable node, even though they are simultaneously distant (150 miles). During the industrial age when the extremely fast industrial development of the river valley
occurred they were required to lay the tracks as efficiently as possible, and cheaply. The river banks were the perfect opportunity to follow for two reasons; the industry occurring along the river could directly load and off load products and materials from the water to trains and their facilities, the second is for the easy terrain to navigate as the banks would be fairly flat and fairly free of obstructions. It would have taken a great amount of energy and means in order to go around blockages and through mountains if they did not go on the riverbanks. As the train railroads run adjacent to much of the river shoreline, some local spatial implications are problem some, except where they
are extremely advantageous for industrial reasons. Railroad tracks effectively cause a hard and close to impassable boundary, they exist for the passage of the trains in the dimension of time and movement as the trains pass, from one distant place to another distant place, however the tracks exist locally so should respond locally. There are a variety of conditions for the Hudson tracks, including passing over water areas to cut down distance, however the majority exists on grade and if there is a way to pass them to reach the river banks it occurs by bridge or tunnel, above or below, and these accesses are very limited as directly next to the train tracks is typically the water’s edge.
54.3
54
55
TECHNO-FUTURISM : Architecture, Science, And Technology
DETAILING A DREAM: The Post-War Dichotomy and Buckminster Fuller
WATERFRONT DISCONNECTS
57.1
56.1
57.2
I N D US T RY ON T HE BA N K S Deserted Industrial Skeletons Contamination Brownfields Waterfront Real Estate Restricted Areas Cutoff River
INDUSTRIAL ZONE
57.3
56
57
TECHNO-FUTURISM : Architecture, Science, And Technology
DETAILING A DREAM: The Post-War Dichotomy and Buckminster Fuller
59.1
58.1
59.2
TRA NS IT ON T HE BA N K S Corridor Built Of Convenience and Economy for Flat Banks Railroads And Highways Transit Lines Usually On Grade Occupy The Shoreline But Cut Off Local Use Of Shore
TRANSIT ZONE
59.3
58
59
TECHNO-FUTURISM : Architecture, Science, And Technology
DETAILING A DREAM: The Post-War Dichotomy and Buckminster Fuller
61.1
60.1
61.2
RECREATION ON THE BANKS Today No Recreation Identity Few Access Points Undesirable Shoreline Highway And Railroad Crossing Cut Off From Local Access
transit cut-off
PARK ZONE
61.3
60
61
TECHNO-FUTURISM : Architecture, Science, And Technology
BOAT AC C E S S AND HIG HER L E ARNING POP UL ATION Water Access Demand The Hudson River watershed, essentially the valley, contributes to New York States amazing abundance of water and itself is comprised of a multitude of streams, rivers, lakes, and ponds. All of these are often utilized as waterfront real estate and places of activity by locals, especially as the Hudson became polluted and unavailable, the fresher sources surrounding were the go to. Because of this there is a large system of public water accesses, such as parking for fishing, around the Hudson and not necessarily right on the shoreline, while the Hudson is somewhat difficult to reach and often undesirable as the sites are surrounded by train lines and highways, although there are some access points. The map to the left shows that there is only a handful of major public boat accesses along the Hudson, although there are private marinas also. Although there is often a sizable population of fishermen in boats on the river, they are often the privileged few sports fishermen, there is very little recreational boating, especially as far north as Troy. Similarly although there are numerous state parks and recreation areas along the Hudson River they are disconnected from each other, from the river, or difficult to reach. All of this being said there is no great effort to make the Hudson River usable as what demand there is, often is satisfied by the surrounding watershed and the Hudson is not even seen as a possibility.
63.1
TODAY’ S HUDSON The Albany riverfront today is completely cut-off as there is a park, but spatially the city is disconnected. The opposite bank is occupied by the train station, and there also is a large park/green area, that is deserted, unused, and unreachable as the highways and tracks built have completely blocked.
63.2
URB AN W ATERFRONT
KEY (ACCESS AND SCHOOLS)
62
1966 HUDSON RIVER VALLEY COMMISS ION A waterfront renewal plan by Governor Rockefeller with marinas, parks, housing, and shops. The plan was not perfect, but there was a general realization of the missed opportunity of waterfront, and the plan was an attempt to revive the shoreline and economy, it was never built.
The Colleges and Universities in the Hudson River Valley are highly concentrated, which also represents a population of higher learning, a generally young and active age group. This potentially could be seen as demand for recreational water use. The problem is that because of the reputation, history, and availability of the Hudson river it does not even have an identity to come into the radar of the demand.
Colleges and Universities Watershed Public Fishing Access Full Facility Public Boat Launch
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
62.1
Today’s urban waterfronts along the Hudson often look like this in Albany. Without a decent connection or at least acknowledgement of the river the people, and potential demand, have no ability to tap into the potential or even realize that the river has a presence that is real and very close.
63.3
63
TECHNO-FUTURISM : Architecture, Science, And Technology
SHO RELINE C I T I E S A N D RAI L RO A D S T O P S
T RO Y DAM
AL BAN Y
Population and Connectivity
These good traits and benefits from the past industrial infrastructure of rails and connected cities have great potential, and are partially enjoyable now. Still however the river is lost within that frame of connectivity, as the very thing feeding this potential (the rail roads) is the main physical component and instrument of destroying any local relationships to the river.
32 miles
H U D SO N
Troy lock + dam City of Troy Albany
Rensselaer
32 miles
Coxsackie Athens Catskill Saugerties
K I N G ST O N
Hudson
19 miles
P O UG H K E E P SI E
Tivoli
Kingston
17 miles
BE ACO N
Poughkeepsie 19 miles
Newburgh Cornwall
Beacon
P E E K SK I L L
137 miles
The cities along the Hudson River shorelines are numerous as they sprouted as working and then wealthy financial cities of the industrial age. They then crashed with the exodus of the industries in the valley. Similar to the Troy population shown earlier they all faltered after World War Two and are still struggling, but population is on the slight increase now. Today the cities serve as stops for the trains along the shores, which keeps them regionally connected, and this also services the trains which would not stop locally otherwise. This small connectivity to the localities along the river is greatly important to the region, which would be more isolated otherwise. The great benefit is that although many of the cities have the character of small towns, and even extremely remote or secluded some of them, possibly even romantic, they are connected to a railroad that comes and goes from New York City. Also at the other end the Rail either goes north to Canada and Montreal, or west to Buffalo and Niagara Falls. This is very unique as most remote small towns, and even on waterfront real estate, are far removed. This provides for the possibility of commuting to jobs for people who would like the pleasantry of living in such a place, or also for ease of visits for tourists and possibly future museum goers.
Peekskill Haverstraw Nyack
Ossining Tarrytown
44 miles
Yonkers KEY (CITIES AND SCHOOLS)
New York City
CE N T RAL P ARK
Colleges and Universities Urban Areas (NYS Census 2000)
64.1
64
RAILROAD L INES 65
REBIRTH OF THE RIVER AS COMMODITY
1.
SHORELINE ELEMENTS 1. Transport (Infrastructure) 2. New Industry (Support)
2.
3. Wetlands (Preserve) 4. Recreation (Waterfront)
3.
Instrumental Shoreline Characteristics and Projective Strategies There are many layers of systems and functions embedded on the shorelines of the Hudson, but currently they are often running together in conflict as none are integrated together or choreographed in relationship to any other. The ecosystem of the river today includes many human interventions and is highly altered by our presence (as in much of the world), but it can barely be considered an ecosystem as there is no network of relationships or symbiotic functions currently working. The river is so damaged that even though it is on the upturn with modern efforts to restore its environment, it has no identity for people to latch onto, and has a reputation where people avoid it like it is dangerous, which it was because of the contamination and misuse that the river suffered. Over time eventually this will change and people will once again use the river when the waters
are safe, however the physical river banks themselves are degrading and changes still have to be made for better physical management of the shorelines. Additionally even if people wanted to use the river there is not very good availability of water front, as the railroad system will not be moving. What is needed in the region is a rebirth of the recreation of the Hudson River, as not only a natural wonder for people to enjoy, but implemented through a multi-functional infrastructural system that also serves to preserve, restore, and regenerate the river and shoreline conditions. This rebirth can be implemented through a system that will directly respond to and foster the utilization of the shorelines through 4 key elements: Transportation, a New Industry, Wetlands Preservations, and Recreational Waterfronts.
4.
HUDSON RIVER 192 0 ’ S TO UR I S M 67.1
66
67
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
SYSTEMS AND TECHNOLOGY
C ENSUS POPUL ATION TRE ND POTENTIAL S
Transit Trends As the trend of growth in the Hudson River Valley continues to grow, seemingly much of the population coming from New York City, the transportation railroad lines along the river connecting to Albany in the north are important as ever. These lines have arguably lent to what activity the region has maintained through the past few struggling decades. The U.S. census shows a huge area considered urban in the Hudson Valley, especially following right along the river banks, which is a unique condition as these urban areas are also remote and adjacent to natural resources such as the river, many water bodies, and mountain ranges. This is what makes the area so beautiful, yet at the same time offers people the railroad lines, urban areas, New York City, and the capital city Albany.
68.1
60
FED ERA L I N VE S T M E N T FOR INT ERC I T Y TRA NS P O RT AT I O N
50
$ Billions
40
30
Passenger railroads have never developed or taken root as strongly as in Europe for the United States, and the statistic trends show how highways are only increasing along with air travel, and railways are actually decreasing. This is reflected in the federal investment as the government spends money where there is demand, however it is a two way problem. If the government invested in railroads for better connections, then there would be more use, options, and better speed for users, further encouraging the use of rails.. Because of the risk and huge investments that it requires the United States simply can’t spend Billions of dollars on extreme new rail road systems, especially as our antiquated inefficient rails, mostly gets done what is necessary. If the rail road system is integrated with other functional systems and programs, so multiple infrastructures and systems are built simultaneously, then it might be different.
20
KEY (TRANSPORT BUDGET)
2006
2003
2000
1997
1994
1991
1988
1985
1982
1979
1976
1973
1970
1967
1964
1961
1958
1955
1949
1952
10
Highway Air Intercity Passenger Rail
Fiscal Year 68.2
750
Interstate System 80% Complete
B-707 in Service
500
Amtrak Created
Interstate System Started
250 WWII
Urban Area (U.S. Census) Water Bodies Hudson River
2003
2001
1999
1997
1995
1993
1991
1989
1987
1985
1983
1981
1979
1977
1975
1973
1971
1969
1967
1965
1963
1961
KEY (URBAN AREAS) 1951
1929
Highway Air Intercity Passenger Rail
1944
KEY (TRANSPORT QUANTITY)
1,000
Passenger Miles (billions)
U.S. INT ERC I T Y PAS S E NG ER T R E N DS
Fiscal Year 68.3
68
69.1
69
30 min u t es
30 min u t es
“VIS ION FO R H I G H - S P E E D RA I L I N A M E RI CA ”
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity HUDSON RIVER TRANSIT: PROPOSED HIGH S P E E D M A G LE V: relative time distanc e sc ale shrunken distanc m eSsc le HUDSON RIVER TRANSIT: FUTURE HIe Gt i H PaEED R AI L : Relative Time - Distance Scale Shrunken Geographic Distance
150 minut e s
TECHNO-FUTURISM : Architecture, Science, And Technology
70.1
“ H I GH -SPE E D RA I L N ORTH E A ST RE G ION” High Speed Rail There has been multiple plans made for high speed rails in the United States, but most seriously was the 2009 “Vision for High Speed Rail in America”, made by the Obama administration. Unfortunately the national plan has fallen to the side for the time being, but this federal movement is floating around in the government’s project book. Within this national plans one of the routes includes the route from New York City to Albany, along the Hudson River, basically re-purposing the existing tracks and adding a line for High Speed use. High speed trains can be a variety of technologies, offering speeds up to 300 mph, which would mean that it could be possible to go from New York City to Albany in 30 minutes. This means a virtual shrinking of the geographic distance of the whole region, so that the entire Hudson Valley is rendered within daily commuting distance of another other point within the valley, and opens up easy day trips and tourism for New Yorkers and visitors. These implications through the 70
14 m i l es 71.1
“ NEW YORK S TATE HIGH SPEED RAIL PLAN ” implementation of the new technologies of improved train lines implies that the whole region could potentially explode in growth and size as the trend of people moving to the area would presumably increase. This new transportation system would provide stops along the river with an explosion of users, so the struggling cities along the river would become new nodes of population growth and hot spots of destination with identity for the river. The current trend in the region for population growth is currently not the same for the cities, as the cities populations are actually slightly decreasing, so these new nodes of high volume, highly connected locations would magnetize the currently spread out growth into popular, or at least busy, hot spots. 70.2
71.2
71
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
HI GH-S P E ED T R A N S I T I N H UD SON RI V E R CORRI D OR Troy
ALBANY STATION
ALBANY - Greatest Tidal Rise The Hudson river is narrowest at Albany (before it reaches the Troy dam) so the tidal effect is greatest at that point.
Dunn Memorial Bridge
Albany
Hudson
Rip Van Winkle Bridge
High Speed Train
<
50 MIN.
A High Speed train that travels 361 mph (possible with MAGLEV technology) would take 25 minutes of travel plus 25 minutes of stopping time for a total of a 50 minute commute from New York City Penn Station to Albany.
50 Minutes = U.S. Commuting Time Average
Kingston Rhinecliff Bridge Kingston
Mid-Hudson Bridge Poughkeepsie Newburgh Beacon Bridge
POGH KEEPSIE STATION
Beacon Bear Mountain Bridge Nyack
>
50 MIN.
PENN STATION 72
A m t rak Takes 2.5 hours traveling at 79 mph to reach Albany from New York City, with no delays.
SALT FRONT
PENN STATION
The Hudson River (the river that flows both ways) is a tidal estuary so salt water mixes from the ocean connection.
Tapanzee Bridge
New York City
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
FULLER’S VISION FOR THE FUTURE PROJ E C T S P A D I N A - T O R O N TO, CA N A D A FUL L ER A ND S AD A O , 1970
“A DESIGNER IS AN EMERGING SYNTHESIS OF ARTIST, INVENTOR, MECHANIC, OBJECTIVE ECONOMIST AND EVOLUTIONARY STRATEGIST.” 9 | R. BUCKMINSTER FULLER, NINE CHAINS TO THE MOON
Post-War Vision for Infrastructural Programmatic Integration Fuller was attributed with very little work showing the intimate scale of place, or from a person’s vantage point. His critics often criticized his lack of understanding for “Architectural” space, but this may have simply been a side-effect from being preoccupied with mobile and transferable solutions for massive problems. This “Project Spadina” produced with Sadao (one of his students) defies the critics and shows the typical Fuller scope for regional problems, while the rendering, circa 1970, intimately yet futuristically illustrates a vision for future cities. The project was an urban renewal for Toronto, which primarily worked as a traffic artery megastructure with several functions consolidated within the infrastructure. The system utilizes complex structural system 74
to support many different programs, while supporting a transportation monorail and an overhead system for enclosure (similar to the Manhattan dome) along with platforms or transported units of goods. The dominating most noticeable part of the rendering is the street life, filled with happy families freely walking about in summer attire, enjoying the infrastructure as a pleasant walk in the part, or shopping trip to the mall. The transportation line is the backbone to the project, and alludes to further areas of pleasant experiences in both directions, while it is lightly elevated so that it practically disappears and both sides of the line are freely accessible. This precedent suggests a desire to consolidate functionality while providing a beautiful intimate experience. 75
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
SOURCES
Image Credits
38.1 - Elliot Mistur, Image Adapted from Geology.com New York Satellite Image 39.1 – Fairchild Aerial Survey INC, Historic Albany, Times Union 39.2 – Public Domain, Beacon, 2005 39.3 – U.S. Navy National Museum of Naval Aviation, Navy Day NYC Harbor, 1945 39.4 – Elliot Mistur 40.1 – Elliot Mistur, Data from US Census 40.2 – Samuel Coleman, Storm King on the Hudson, 1866 42.1 – Elliot Mistur, Image adapted from Public Domain 43.1 – Elliot Mistur 44.1 – Syracuse there and now, Erie Canal 44.2 – David Rumsey, Grand Erie Canal Locks and Profile, 1832 45.1 – Google Earth 46.1 – Amerique Francaise_Logging from Quebec, 1810 46.2 – Times Union, Clute Brothers Mill, 1926 46.3 – Longshoreman Docks, Hudson, 1912 47.1 – Greene County Historical Society, Ice Store, 1895 48.1 – Judy Rolfe, Dredging Upper Hudson, 2009 48.2 – Elliot Mistur, US Census Data 50.1 – Arthur D. Little Inc, Water Pollution, 1966 51.1 - 55.2 - EPA, Dredging Phase 2, 2010 51.3 – Bolin Professor of Purdue, Bioremediation, 2002 52.1 – 53.1 – Don Rittner, Rensselaer Rolling Mill, 2011 54.1 – 54.2 – Aerial Archives, Battery Park, 2009 54.3 – PBS, Center of the World, 2005 55.1 – Rick Devrin, Amtrak Hudson Train, 2009 56.1 – Google Earth 57.1 – Lewis, Tom. The Hudson: a history. New Haven: Yale University Press, 2005. 57.2 – Lewis, Tom. The Hudson: a history. New Haven: Yale University Press, 2005. 57.3 – Lewis, Tom. The Hudson: a history. New Haven: Yale University Press, 2005. 58.1 – Google Earth 59.1 – SteamBoats.com, Bald Eagle 59.2 – New York by Rail, 2009 59.3 – New York by Rail, 2009 60.1 – Google Earth 61.1 – Lewis, Tom. The Hudson: a history. New Haven: Yale University Press, 2005. 61.2 – WiredNY.com, pier 81 61.3 – Public Domain, Wiki Grandview 62.1 – Elliot Mistur 63.1 – The Report of the Hudson River Valley Commission, Albany waterfront 1966 63.2 – Google Earth, Albany Waterfront 63.3 – VU Union, Hudson River Albany Waterfront. 1975 64.1 – Elliot Mistur 65.1 – Elliot Mistur 66.1 – Melissa Farlow, National Geographic, 2010 67.1 – The Hudson River Day-Line, 1923 76
68.1 – US Census, Musical Urbanism, 2010 68.2 – 62.3 – High Speed Rail Strategic Plan, 2009 69.1 – Elliot Mistur 70.1 – Vision for a High-Speed Rail, US Whitehouse, 2009 70.2 – US Whitehouse, 2009 71.1 – Elliot Mistur 71.2 – NYS Department of Transportation, ARRA Grant, 2008 72.1 – Elliot Mistur 73.1 – Fuller and Sadao, Toronto Project Spadina, 1970
Quotations & Notes
9. Fuller, R. Buckminster. Nine chains to the moon. Carbondale: Southern Illinois University Press. 1963.
77
DESIGN PROPOSAL
RIVER CORD REGIONAL SYSTEM
78
79
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
PROPOSAL STRATEGIES OUTLINE
HARNESSING THE TREND R E GI O NA L C ONC EP T
DISTRIBUTED RESPONSE L O CAL TUN I NG
[4] INTEGRATED STRATEGIES 1
POPULATION GROWTH initiated by NODAL CENTRALIZATION 2
HUDSON WATERFRONT RETROFIT encouraging new RIVER PERFORMANCE 3
4
WIND ENERGY minimally invasive POWER PLANT
PROGRAMMATIC OPPORTUNITY deployable within BUILT SYSTEM
CONCENT RAT ED RE SP O NSE
MULTIDIMENSIONALITY OF RESPONSES water port A
80
transportation
INFRASTRUCTURE
B
LANDSCAPE
C
ARCHITECTURE
energy production wetland preserves
system utilities
programmatic life / stations
TRITON CITY Buckminster Fuller’s Concept To Wholistically Integrate All Systems Of A Living Community
81.1
81
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P R O P O S A L I N T E G R AI NTTIEO SE D G RN AT
DISTRIBUTED PERFORMANCES: transit infrastructure cord
Thickening and Tuning The infrastructural cord along the Hudson would serve to generate and re-facilitate the shoreline conditions outlined in the previous analysis, while tuning to various locations along the river, also implementing two new implemented elements of support and use. There would be stations, re-implemented along the rail line strategically in correlation with projected growth trends and key locations, along with programmatic spaces and functions, with inherent flexibility, so the infrastructural cord could be utilized and reutilized for changing and growing programmatic needs along the river. This tuning of the cord would serve to respond to all of the necessary shoreline conditions, as well as fostering new ones through feeding it infrastructurally, providing new growth to the region, and locally providing programmatic availability as well as accessibility to waterfront conditions. The primary function of each location could be considered an identifying factor, while the auxiliary functions would necessarily be equally important, but exist as support implementations.
E X A M PL E D I A G RA M : F UNCT I ON T UN I N G Tran spo rt En ergy
PRIMARY
S HO R EL I NE EL EM ENTS
T
1. Transport (Infrastructure)
T
2. New Industry (Support)
E
3. Wetlands (Preserve) 4. Recreation (Waterfront)
Wetl an d Pro gram Bo at
AUX ILLARY
T
W
T
W
1.
S tati o n P
B 2.
T
P
T
B
T
E
S
I MP L EM E N T E D EL EM E NT S 1. Program (Inhabitation)
3.
2. Station (Rail Stops)
4.
T
W
T
82.1
82
82.2
83.1
83
TECHNO-FUTURISM : Architecture, Science, And Technology
PROJECTED REGIONAL GROWTH H UDSO N VALLE Y CITIES 0% P O P U LATIO N IN CRE ASE troy target popul ati on trend 10,000
90,000
T RO Y DAM
AL BAN Y
1800
1910
H U D SO N
1950
K I N G ST O N 2010 us census H UDSO N VALLE Y REGIO N grow th trend [ P E RCE N TAGE ]
P O UG H K E E P SI E
BE ACO N
5.8%
Focal Growth Through High Speed Transit Although the region is growing steadily, thus re-inhabiting the history and providing means for reanimation of the river, it is happening across a huge area with very little communal effort, condensing, or identity as establishing the growth of the region, and the region itself, as a desirable trend and asset to become part of. The image accepted by even locals around the river is that the river is a contaminated useless river and the quaint historic towns are isolated skeletons that can be re-inhabited while essentially remain the same as their original state in
84
terms of the architecture and urban fabric. With the implementation of a regional high speed train, which would have incremental stops along the 137 mile stretch of river from NYC to Albany, the stops would become nodal hot spots of growth, that would cause the histroical towns sizes to quickly double, triple, and beyond. These nodal hot spots are key to not only condensing the sprawling growth, but establishing a unified and also distributed identities associated with growth and desirability.
grow th trend [ P E RCE N TAGE ]
P E E K SK I L L
137 miles
BRO O KLYN
1.6% 2000 - 2010 us census
CE N T RAL P ARK
POPUL ATION G RO W TH TRE ND NODALIZ ATION 85
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REG IONA L G R O W T H N O D A L I ZA TI ON PROJ E CTI ON 30 miles
35 miles
HUDSON RIVER infrastructural corridor with multiple new destinations at high speed rail stops
HUDSON RIVER growth trend nodalization and subsequent projectted growth
137 miles
HUDSO N RIVER transit corridor with dispursed growth and no popular destinations
45 miles
Expanding Growth
0 years
5
10
As all of the nodal hot spots of growth along the high speed train continue to grow over a decade they will continue to grow and densify as the region has then become desireable, but also becomes a commuting region accessible across the entire north south length of the river. As this growth expands the areas could eventually start to merge together or grow connecting complementing public transportation routes from the high speed rail stops to areas further away, thus creating a branching together of this entire circulatory system as one urban system.
86.1
86
87
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
NEW INDUSTRY AND POWER HIGH ALTITUDE W IND GENERATION S tim ula ting Gr owth, Cle a n Living for a Ne w Com m ute r Ma r ke t of the Re gion
HUD S O N W H AL I N G I N DUSTRY
88.2
H UD SON CE M E N T
88.3
88
88.4
89
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
REGIONAL POWER CORD - GROWTH PLUGS
C ENSUS POPUL ATION TRE ND POTENTIAL S
TRA NS P OR T A T I O N I N F R AS T URCT URE A S A L I T E RA L A N D FI G URA L S Y S T E M O F A N C HORA G E A N D D I STRI BUT I ON OF HI G H A L T IT UD E W I N D P O W E R
Integrated Infrastructure The intent is that for the revitalization and massive growth of the region to occur the high speed rail would be feeding the demand and facilitate transportation needs enabling the economy. Such massive overhauls of transportation systems are usually not fundable, however with not only systems integrations, but also economic means being integrated into the new infrastructure that would have to be built
Hudson River Cities/Towns 90.1
90
for the high speed train this then makes it a project that would not be an impossible drain, but rather enabling. The regional transportation cord would be the anchoring and distribution device for the high altitude wind power as well as platforms for urban growth and protection integrated onto the tidal zone wetlands along the river banks connecting the existing historic towns.
HISTORIC RIVERFRONT TOW NS RECONNECTED 91.1
91
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SI TE RES P O N S E S AN D I MP LE M E N T A T I ON
NEW CITY Commissionerâ&#x20AC;&#x2122;s Grid Infrastructure/Wetland Catwalks
Old City
Wind Power
High Speed Rail
Wind Power Anchorage and Tower Observatory
Agriculture / Civic Park Car Ports
92.1
Urban Growth Nodes At a site of concentrated growth the highspeed rail (raised train infrastructure) would be suplying wind power harvested from high altitudes, connect the wetlands as the new growth, connect the old cities, and integate urban functions such as car access and infrastructure. Additioanlly park spaces would be strategically used according to 92
specific site locations. As the wind blimps are anchored to the ground they require a protection cage around the teather, as well as power equipment before distribution. The towers would serve just such purposes, while also facilitating a walkway as an observatory for people to experience views of the river and region from high places. 93
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
GROWTH and ZONING MECHANISM
C ENSUS POPUL ATION TRE ND POTENTIAL S Wetland Commissionerâ&#x20AC;&#x2122;s Grid The wetland infrastructure and grid system would function as a platform for growth adjacent to the towns along the hudson. This would serve to protect the wetlands, showcase them, integrate them into urban life, and return hudson river valley living to being a waterfront region. One of the reasons that this is also useful is that it provides integrated distribution infrastructure, especially connected directly to the regional cord, while also allowing growth and wetlands to happen. The wetlands have been degrading and destroyed for years as flat terrain for growth is minimal around the ideal urban areas. This provides a mediation between urban growth, wetlands, and the river.
94.1
94
95
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SITE DEVELOPMENT EXAMPLE CALL-OUT
HUDSON ny
97.1
97.2
97.3
97.4
97.7
97.8
EX IS TING CONDITIONS
97.9
97.5
96
97.6
97
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EXI S T ING CO N DI T I O N S
98.1
99.1
99.2
98.2
98.3 99.3
98
99
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EX IS TING CONDITIONS
1774 W HARFS 101.1
1779 CITY GRID 101.2
1888 W ATERFRONT 101.3 100
101
TECHNO-FUTURISM : Architecture, Science, And Technology
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
EX IS TING CONDITIONS
WETLANDS
102
HISTORICAL DOW NTOW N
103.1
W ATERFRONT TRAIN TRACKS
103.2
103
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
PHASES OF GROWTH
C ENSUS POPUL ATION TRE ND POTENTIAL S
EXI S T ING
R AI S E R AI L - t rain s t at io n - re c o nne c t wat e r
104.2
104
105.2
105
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
WET L A ND G R I D - urba n agr ari a n -park l ands -w et i nfr a stru c t u re
NEW C I TY AND C O NNEC TI O NS
106.2
107.2
106
107
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
OLD HUDSON RE-HYDRATION and GROWTH
C ENSUS POPUL ATION TRE ND POTENTIAL S
C I TY P A RK S A ND A GRI C U L TURE W I TH P E D E STRI A N C O NNE C TO RS
OLD H UDS O N
RAISE SEPERA TI NG TRAINLINE
T WO S EPER AT E AND DIS AS O C IAT ED S IT E C HAR AC T ER IS IT C S
W ET L A N DS
W E TL A ND I NFRA STRUC TURE FO R FU TURE GRO W TH
108
109
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
E XA MP L E O F TY P I C A L RU RA L URB A N E XP A NSI O N A S SUB U RB S - I GNO RI NG SI TE A ND W A TE RFRO NT
E XI STI NG L A ND L O C K E D W E TL A ND S B L O C K E D B Y TRA I N TRA C K S - RE STO RE D A ND UTI L I Z E D A S NE W C E NTE R FO R URB A N GRO W TH
111.2
RE SUL T A N T NEW HUDS O N STIT C H E D T O T HE O L D
111.2
110
111
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THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
OLD HUDSON-NEW HUDSON SECTION
C ENSUS POPUL ATION TRE ND POTENTIAL S
112
113
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
NEW URBAN TYPOLOGY
114
115
TECHNO-FUTURISM : Architecture, Science, And Technology
116
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
117
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
PHSICAL MODEL OF HUDSON SITE
118.1
118.2
118
119.1
119
TECHNO-FUTURISM : Architecture, Science, And Technology
120
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
121
THE NEW FUTURE GROWTH: A Recreated Tactile Locality and Regional Connectivity
SOURCES
Image Credits
80.1 – Elliot Mistur 81.1 – Buckminster Fuller, Triton City 82.1 – 82.2 – Elliot Mistur 83.1 – Elliot Mistur 84.1 – Fairchild Aerial Survey INC, Historic Albany, Times Union 85.1 – Elliot Mistur 86.1 – Elliot Mistur 87.1 – Elliot Mistur 88.1 – Elliot Mistur 88.2 – Image from film “Whaling Afloat” 88.3 – Friends of Hudson 88.4 – Friends of Hudson 90.1 – Elliot Mistur 91.1 – Hudson River School, Painting from Athens towards Hudson 92.1 – Elliot Mistur 93.1 – Elliot Mistur 94.1 – Elliot Mistur 96.1 – Google Earth 97.1 – 97.9 – Elliot Mistur 98.1 – 98.3 – Elliot Mistur and Google Earth 99.1 – 99.3 – Elliot Mistur 100.1 – Elliot Mistur 101.1 – Claverack Landing, City of Hudson 101.2 – Penfield Map 1799, Hudson 101.3 – First ward, Hudson 102.1 – Elliot Mistur 103.1 – Public Domain, Panoramio 103.2 – Elliot Mistur 104.1 – Elliot Mistur 105.1 – Elliot Mistur 106.1 – Elliot Mistur 107.1 – Elliot Mistur 108.1 – Elliot Mistur 110.1 – Elliot Mistur 111.1 – 111.2 – Elliot Mistur 112.1 – Elliot Mistur 113.1 – Elliot Mistur 114.1 – Elliot Mistur 116.1 – Elliot Mistur - Aerial Render over Hudson 118.1 – 118.2 – Hudson Site Model and Design, Elliot Mistur - 1/100” = 1’ scale 119.1 – Hudson Site Model and Design, Elliot Mistur - 1/100” = 1’ scale 120.1 – Hudson Site Model and Design, Elliot Mistur - 1/100” = 1’ scale 122
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