001
twist.
Plot
a spatial shift in the story of Toronto’s Golden Mile.
Emiel Swinnen. Studio Toronto 1617.
~ plot /plät/ — noun
1. the main events of a play, novel, movie or similar work. 2. a piece of land marked out for a purpose such as building or gardening.
~p
~ lot
/-/ — letter
/lät/ — noun
1. international symbol for parking.
1. a plot of land assigned for sale or for a particular use. 2. short for parking lot.
~ twist /twist/ — noun
1. a deviation in direction; curve; bend; turn. 2. distortion or perversion, as of meaning or form. 3. peculiar attitude or bias; eccentric turn or bent of mind; eccentricity.
Meaning of words retrieved from http://www.dictionary.com and Google dictionary on May 16th, 2017.
Š Permission for Use of Content The author herewith permit it that the present dissertation be made available for consultation; parts of it may be copied, strictly for personal use. Every other use is subject to strict copyright reservations. Particular reference is made to the obligation of explicitly mentioning the source when quoting the present dissertation’s results. Leuven, Belgium, June 2017 All images presented in this booklet are, unless credits are given, made or drawn by the author.
Š Copyright by K.U.Leuven Without written permission of the promotors and the authors it is forbidden to reproduce or adapt in any form or by any means any part of this publication. Requests for obtaining the right to reproduce or utilize parts of this publication should be addressed to dept. ASRO, K.U.Leuven, Kasteelpark Arenberg 1/2431, B-3001 Heverlee (Belgium). Telephone +32-16-32 13 61 or via e-mail to secretariaat@asro.kuleuven.be. A written permission of the promotors is also required to use the methods, products, schematics and programs described in this work for industrial or commercial use, and for submitting this publication in scientific contests.
twist.
Plot
a spatial shift in the story of Toronto’s Golden Mile.
Author Emiel Swinnen Promotor Ward Verbakel Co-promotors Yuri Gerrits Tom Thys RĂŠmi van Durme Readers Bram Aerts Nadia Casabella Victor Gottwald Michael Piper Thesis submitted to obtain the degree of Master in Engineering; Architecture
006
Before starting this thesis, I would like to express my gratitude to all persons that have been involved in the elaboration of this project; First, I would like to thank Ward Verbakel, Tom Thys, Yuri Gerrits and RĂŠmi van Durme, promotor and co-promotors, for their guidance, interest and constructive feedback throughout the year, continuously pushing me forward in improving this graduation project. Secondly, I would like to express my gratitude towards my parents, who gave me the chance five years ago to start this education. Today it seems like yesterday, having learned so much in such a short time. My thanks are extended to all the professors and city administrators who were so kind to show us around in Toronto, who provided us with valuable information and gave feedback on our field research. And last, but definitely not least, special thanks go out to Jaron, Joachim and Nik, my fellow students, co-workers and at most, friends. This thesis would not have been half the result of what it is today if we had not decided to collaborate in our second year. It has been a fantastic journey.
007
Abstract.
Plot twist explores an alternative approach in redeveloping a plot within the Golden Mile area, a post-industrial district in Metropolitan Toronto. As a reaction on current city plans along Eglinton Avenue, perpendicular development is introduced to induce a more porous streetscape. In this way, focus shifts from the avenue towards its commercial hinterland. ‘One of North-America’s most salient landscapes’1, parking lots, will be given a critical role within a new and complex city fabric. The ‘Avenue and Mid-rise Buildings Study’, drafted by Metrolinx and the city of Toronto, announces a strip of parallel development along the new Eglinton LRT transit line. Taking this plan into motion could be disastrous to the Golden Mile’s local economy. Current occupiers like big box retailers excessively rely upon their visible contact with the avenue. Parking lots fill in today’s no man’s land between store and avenue and would lose their only viable function when cut off; being the actual entrance to the building. On the other hand, its land-use must be rethought because the site’s value is projected to quadruple after the LRT’s completion, making these often vacant lots no longer profitable. This graduation project twists development from parallel along towards perpendicular upon Eglinton Avenue. Tall, narrow buildings designated to productive activities and residential purposes intensify the site and upgrade the dated status of the asphalt landscape. Ironically, a parking structure supports this strategy. Initially it replaces hundreds of ground floor spaces. After further elaboration of Toronto’s transit network and its consequential evolution towards a less car-dependent city, the building will evolve into an accumulation of work, parking and public use. Plot twist imagines a different urbanity on the Golden Mile. One that uses an element abound, parking, and redefines its position in this changing metropolis. One that unlocks a new chapter in the Golden Mile’s story.
1
Ben-Joseph, E. Rethinking a lot. The design and culture of parking. MIT Press. (2012)
008
Read this first.
This booklet contains dark grey and white pages. Dark grey pages are not to miss. They reveal conclusions, an opinion or a point of view and divide the booklet into different stages. They need to be read in order to understand the additional white pages, which further explain or elaborate an analysis, urban strategy or design proposal. On these white pages, titles in italic mean they contain subjective matter, like a design proposal or introduction to a new concept. Titles typed in regular are objective facts or observations. This booklet is a sequel on the first part of this graduation project: ‘Golden Mile, a brief overview of a post-industrial, commercialized plot in Metropolitan Toronto’. It clarified the challenge Toronto faces and which role the Golden Mile could play in this urban transformation. Here, focus will be laid upon a specific site, on which an urban strategy will be proposed after an in-depth analysis. Afterwards, concepts introduced on the urban scale will be elaborated in the design of a building. This in order to end with a jump of thought that explores the possibilities of using wood as the main building material for larger buildings and what this could mean for the City of Toronto.
009
Content.
Frame.
What about the suburban hinterland?
14
Urban strategy. 90-degree twist; from parallel to perpendicular. Three landscapes form one complex urban fabric. Revamping the Golden Mile’s productivity.
22 40 52
Building design. An adaptive parking building illustrates the urban strategy.
56
Jump of thought. Enforcing Canada’s building culture.
88
010
Golden Mile 2017.
FRAME
GOLDEN MILE 2017
011
012
Golden Mile 2021?
FRAME
GOLDEN MILE 2021?
013
014
What about the commercial hinterland?
Toronto’s expected demographic growth is one of the city’s most challenging movements it has to face in the upcoming decades. Two intensification strategies have been proposed to limit the expansion of the built environment. One of them, the Big Move, uses new Light Rail Transit lines combined with transit-oriented development to anticipate on the growing demand of affordable dwellings and more jobs. Mid-rise buildings have been proposed along Eglinton Avenue upon which such an LRT-system will run. In the fabric of the Golden Mile, a wide-open terrain of big box stores, manufacturing businesses and parking lots, mid-rise development could mean its deathblow, because Eglinton Avenue will be cut off from its commercial hinterland.
Projected to be completed in 2021, Eglinton LRT will radically transform the avenue’s streetscape and means of transportation in Toronto’s suburbs. Until today the city’s urban fabric is heavily focused on the car, being the legacy of the post-war baby boom and the mass-production of affordable family cars. This resulted in an immense suburban sprawl. Besides curvy streets and a lack of pedestrian shortcuts in the residential tissue, the focus on the automobile is also remarkable in the Golden Mile’s fabric. Its land-use includes large parking lots, wide streets and dozens of drive-thru’s. These parking lots function as the gate to big box stores and are often laid out onto Eglinton Avenue itself, welcoming and inviting the passing car in just as much as its driver. In the evolution towards a city that focuses more on public transportation, the car-oriented dynamic will have to evolve with it. Mid-rise development aims on creating enough critical mass along LRT-lines and stimulate fewer use of the car. Question is if this form of mid-rise buildings, considered being the paragon of transit-oriented development, are the right approach within the Golden Mile’s different urban condition. The majority of businesses in the area, especially big box retailers, heavily rely upon their
visible connection with Eglinton. Midrise buildings would completely disrupt this condition and close off Eglinton from its commercial hinterland. Besides being catastrophic to the retailer’s sales profits, this parallel development will induce a mental and physical fracture in the Golden Mile’s city fabric, causing a loss of its identity as a part of the city that stood symbol for its productivity and its fundamentally alternative role in a sea of suburban sprawl. Plot twist will propose a strategy that takes the Golden Mile’s current urban condition into account and aims on maximizing the potential it has.
015
? Co mm erc
ial
hin ter l
an d
Mi d-
ris
Egl int on L
RT
ed
eve lop me nt
016
Site choice: the EPAW plot.
EPAW is a plot enclosed by Eglinton Avenue, Pharmacy Avenue, Ashtonbee Road and Warden Avenue. It is located adjacent to Eglinton on the north side of the Golden Mile. Being situated in the centre of the focus area appointed by the city’s second zoning plan, the site is under heavy pressure to new development. It measures 800 by 300 metres and except for two office buildings, one being property of telecom operator Bell and the other one property of the Royal Bank of Canada, the site is completely dominated by big box retail.
EPAW PLOT
POST-WAR SUBURBS Curvy streets and spacious detached houses with a large driveway were the main ingredients of suburbs built after the second world war.
EGLINTON AVENUE
HYDRO CORRIDOR High voltage lines that transport hydro-electric power towards Downtown Toronto.
PRE-WAR SUBURBS This suburban fabric features straight streets and smaller houses. They were the last to be built before the start of the second world war.
FRAME
EPAW PLOT
EPAW PLOT
017
018
EPAW has not always been dominated by big boxes.
The Golden Mile has undergone major transformations since its conception in the 1940’s. The shift towards a society of mass-consumption in the seventies and eighties and the growing amount of suburban sprawl led to large retailers replacing the Golden Mile’s industrial companies. EPAW was one of the last sites to be converted, until 2002 occupied by a plant of General Electric. After its departure big box retailers like Walmart, Best Buy and the Brick filled in vacant land. With big box architecture large parking lots come along, resulting today in most of the site being hogged by these asphalt surfaces with a total capacity of storing over 3000 vehicles.
Shift towards a society of mass-consumption. SUPERMARKET LADY — DUANE HANSON (1970) Duane Hanson loved to express the everyday life of American people doing everyday activities through real-size statues.
© Duane Hanson
UNTITLED (I SHOP THEREFORE I AM) — BARBARA KRUGER (1987) Critical view on the evolution towards a society of consumption and materialism by pop-artist Barbara Kruger.
© Barbara Kruger
99 CENT — ANDREAS GURSKY (1999) The actual print is about 2000 times larger than this photo, showing the abundance of goods. The photo’s size aims to enlarge its impact through the amount of detail.
© Andreas Gursky
FRAME
2002 Most of the site is occupied by an industrial plant of General Electric.
2005 After General Electric moves out of the city, a lot of vacant land remains. ‘The Brick’ (building in the top right corner) is the first big box retailer occupying the EPAW site.
2007 Large companies like Walmart, Best Buy and Target find their way to the EPAW plot.
2012 Commerce has completely taken over, with the site including over 50 different stores, ranging from Walmart (the largest) to a Starburcks (one of the smallest).
COMMERCIAL TAKE-OVER
019
020
New transition: mid-rise development on EPAW.
Today the site can be roughly divided into two parts. The northern strip holds buildings with the largest floor area, often occupied by only one or two stores. The buildings closest to Eglinton are smaller and divided into several shops. These are also the ones that will be integrated into new development. Nevertheless, all buildings float in a sea of asphalt, which will not change or improve after adding a strip of mid-rise buildings.
Current condition.
EPAW 2017 The largest stores are located in the back of the site, leaving over space for huge parking lots. Smaller boxes, often divided into multiple stores are closer to Eglinton.
FRAME
Proposal of the city: mid-rise development.
EPAW 2021 Mid-rise development after expropriation of some stores.
MID-RISE PROJECTION
021
022
90 degree twist; from parallel to perpendicular.
In the Golden Mile’s open city fabric, it would be a missed opportunity not to consider its hinterland when developing sites along Eglinton. Proceeding Metrolinx’ proposal it’s needless to say Eglinton would look like a uniform line of mid-rise buildings, with the Golden Mile unable to be differentiated from the adjacent suburban fabric. Perpendicular development could turn this phenomenon around. Big box stores, whose parking lots will probably become more and more vacant after the LRT’s implementation, should no longer determine Eglinton’s face. Nevertheless , they are still part of its landscape. Through perpendicular building, the asphalt landscape could play a more critical role in a more layered landscape. A sequence of contrasting city fabrics follow up on each other while simultaneously being interwoven.
Current proposal: mid-rise development.
Big box stores
Asphalt landscape
Mid-rise development Eglinton LRT
Alternative proposal: perpendicular development.
Big box stores
Asphalt landscape
Perpendicular development Eglinton LRT
023
Advantages to building perpendicular.
n to lin Eg e Av 01: RESPECT TO CURRENT ORIENTATION
02: DIRECTION TO NEW DEVELOPMENT.
T LR th or N
n tio sta 03: FABRIC POROSITY DEPENDS ON PROXIMITY TO LRT-STATION.
04: MINIMAL AMOUNT OF SHADOWS.
024
Perpendicular, asphalt, big box.
URBAN STRATEGY
COMPLEX OF LAYERS
025
026
EPAW lacks private space.
Based on research methods and mapping techniques handled in Venturi’s, Scott-Brown’s and Izenour’s publication ‘Learning from Las Vegas’, a detailed analysis of the site will form the base to further elaborate and shape the proposal of building perpendicular.
NOLLI PLAN, EPAW PLOT, TORONTO, 2017 EPAW feels like a void. Commercial architecture is publicly accessible to everyone and needs large amounts of land for parking lots. The only non-accessible spaces are for logistical purposes, always located towards the street. Two office buildings in the top-left and bottom-right corner of the plot are private property.
URBAN ANALYSIS
ORIGINAL NOLLI PLAN, PANTHEON AREA, ROME, 1748 Using the same scale, this is the historic city centre of Rome. It is more used to set as an instrument to comprehend the enormous scale of the site. The inverse ratio between accessible and non-accessible space is striking.
SCALE OF THE SITE
027
028
‘Underperforming asphalt.’ — Ellen Dunham Jones
LAND USE North-America’s big box architecture brings with a large amount of parking lots. Green is only used for separating plots from each other.
PARKING USE Analytical drawing of the use of parking space during opening hours of stores. Even when three different moments in time are combined, still half of the parking spaces remain vacant (light grey).
URBAN ANALYSIS
LAND AND PARKING USE
029
030
‘Parking lots are North-America’s most salient landscapes.’ — Eran Ben Joseph
VARIOUS LOCATIONS, LOS ANGELES, 1967 Ed Ruscha and photographer Art Alanis photographed 34 parking lots in Los Angeles in 1967. It shows all kinds of building programs shaping and using its surrounding asphalt landscape in very diverse ways. All lots are often heavily underused.
GOLDEN MILE, TORONTO, 2017 Fifty years later, more of the same can be found on the Golden Mile. Every building has got its own lot, resulting in a large vacancy and little amount of unpaved space left.
© Ed Ruscha + Art Alanis
URBAN STRATEGY
NORTH AMERICA’S PARKING LOTS
031
MOJAVE DESERT
HOTEL, MOTEL OR CASINO PARKING LOT BILLBOARD THE STRIP THE STRIP, LAS VEGAS, 1968 Learning from Las Vegas investigated the relationship between the famous Las Vegas Strip and its buildings, in which the sign or billboard appeared to be the most important medium to set identity to its related building. Parking was seen as a symbol of the complex’ convenience, followed by rather neutral architecture.
© Denise Scott-Brown, Robert Venuri, Steven Izenour
SURURBAN SPRAWL
BIG BOX STORE PARKING LOT BILLBOARD EGLINTON AVENUE GOLDEN MILE, TORONTO, 2017 Also on the Golden Mile people are lured onto the lots of retailers through large signs and drive from Eglinton Avenue straight up onto the parking lot. Ignorant and introvert architecture define the big box store, except for its front facade equipped with enormous entrances.
032
‘This serial images of vacant lots suggest a ghostly emptiness.’ — Mary Richards on Ed Ruscha’s 34 parking lots
URBAN STRATEGY
VACANT LOTS OF THE GOLDEN MILE These pictures were taken on an average weekday around 11 am, during opening hours of stores.
GOLDEN MILE’S VACANT LOTS
033
034
The inviting front versus the ignorant back.
FRONT SIDE: COMMUNICATION Big box stores only have one facade that needs to draw attention to the public, the one facing the parking lot. The larger the sign, the larger the store, the more products it has to offer.
BACK SIDE: LOGISTICS All stores receive their products on the backside, often oriented towards Ashtonbee Road. Large stores like Walmart, Best Buy or Winners have multiple docking stations for trucks, others use smaller gates suited for delivery vans.
URBAN STRATEGY
FRONT VERSUS BACK
035
036
Greenery defines the property.
PROPERTIES The EPAW plot is roughly divided into five parcels perpendicular on Eglinton. One horizontal road connects these parcels with each other. One parcel often contains one or two big box stores, a parking lot and some greenery to define the plot.
GREENERY Small green stretches outline the parking lots, often filled in with bushes or smaller trees. All vegetation has been artificially planted and must be maintained regularly.
URBAN STRATEGY
PROPERTY AND GREENERY
037
038
‘People drive from one store to another because of the distance between them.’ — Denise Scott Brown.
DRIVE Most customers enter the site from Eglinton or Hakimi Avenue. The horizontal spine serves as a connection between all stores.
WALK People do not walk from store to store, they walk from their car to the store. Only in front of the entrances one could speak of a certain buzz, a vibrant atmosphere, because these are the only places people interact with each other and cross cars. This is done on purpose by retailers so no one would feel itself in the void the site actually is.
URBAN STRATEGY
DRIVE VERSUS WALK
039
040
Three landscapes form one complex urban fabric.
Today the EPAW plot is rather simple to understand. Its open space is filled with parking only serving the accompanying big box stores. The further elaboration of this urban strategy starts from this element abound and aims to upgrade its status, so it could become more than a place where people store their cars. In a more intensified city fabric, with links between different functions and programs, the asphalt landscape in between could fulfill more roles than it does today. Adding the perpendicular layer to the existing site creates a threefold system in which the asphalt landscape functions as a connector. The perpendicular, asphalt and commercial landscape are not juxtaposed, but form one layered complex without one of them losing identity.
In the previous chapter parking has been appointed to as the issue of the plot. In the design, it will be considered as an opportunity to shape the perpendicular landscape. It will define Eglinton’s new streetscape, but also move focus from the avenue, a point of passing and movement, towards the asphalt landscape, an area of downtime. In this way parking lots and big box stores do no longer define the avenue’s face, but still play a major role in Eglinton’s metabolism. Perpendicular development will generate a more urban setting around the future LRT-line. Its edge will be more defined, yet more porous too, unveiling all layers the Golden Mile possesses. Due to the development’s perpendicular orientation, the fabric can grow further towards Ashtonbee road between the set of big box stores, inducing new pedestrian flows between LRT-stations and points of interest north of the site like Centennial College or Wexford Park. Porosity is key to the project; (1) It is used in the built perpendicular fabric where buildings are planned closer to each other when located further from an LRT-station. Passages with low pedestrian flows could be designated
to residential purposes. Work related activities, small retail and functions of public use are located along more open areas in proximity of LRT-stops. (2) The reshaped asphalt landscape features wide and more narrow spaces. Wider spaces are areas of downtime and laid out for parking spaces that can be shared between different retailers. Narrow sections are spaces of crossing. For the car to go from one parking lot to the other in a horizontal way, for the pedestrian to go from an LRT-station towards stores or points of interest north of the site. Here, people take over dominance on the car. (3) All these flows are induced and monitored by a grid of trees with a varying density. Being the inverse of the built fabric, it is denser on places where people are projected to move, and sparsely distributed on large parking lots. ‘Lots of trouble’1 will fulfill a crucial role in the site’s new urban condition and finally be able to justify their use of land. Eglinton’s streetscape is widened by laying more focus upon its hinterland that becomes a fixed value in the avenue’s transformation.
Ben-Joseph, E. MIT News: Lots of Trouble. Published by Dizikes P., March 13, 2012. http://news.mit.edu/2012/ parking-lot-redesign-0313 1
041
*The image below has been made complicated to understand on purpose. It represents the proposal’s complex accumulation of landscapes.
PERPENDICULAR
ASPHALT
BIG BOX
tall, vertical buildings mixed use mostly facing eglinton
no buildings parking serves perpendicular and big box
low, horizontal buildings retail mostly facing ashtonbee
042
Porosity is key to induce movement; the built fabric (1) and the asphalt landscape (2).
NARROW VS WIDE ASPHALT LANDSCAPE Schematic display of Eglinton’s streetscape that is drawn into the site. It reaches further closer to LRTstations. Pedestrians take precedence on cars in the narrow sections of the asphalt landscape, which connects both sides of the site vertically and separate parking lots in the horizontal way.
URBAN STRATEGY
043
POROSITY
RESIDENTIAL CLUSTER
WORK CLUSTER
Less porosity and thus less passage creates more semi-private spaces, suited to be surrounded with residential development.
Eglinton’s streetscape is drawn into the perpendicular fabric. Small retail, cafés or functions of public use could vibe up the passages’ urban plinth.
ox
gb Bi ds an
tl al ph As pe ca
en re G rr co or id
r Pe pe d ar ul
ic nd ev
rr co
t en m op el
en re G or id
n to lin Eg
e Av e nu
044
Porosity is key to induce movement; grid of trees. (3)
GRID OF TREES Schematic display of the density of green, shaped by its proximity to an LRT station, that could lead customers, students and families from the LRT to points of interest like big box retailers, Wexford Park, sport facilities or Centennial College.
URBAN STRATEGY
045
POROSITY
TREES FOR DOWNTIME
TREES FOR MOVEMENT
Trees are set closer together, not in a line connecting A to B, but in group to establish a more intimate space.
A denser grid of trees leads the way from LRT-stations towards focal points on and off-site.
ox
gb Bi ds an
tl al ph As pe ca
en re G rr co or id
r Pe pe d ar ul
ic nd ev
rr co
t en m op el
en re G or id
n to lin Eg
e Av e nu
046
Eglinton’s layered scene.
When looking to Eglinton’s built environment, one will notice the vertical porous layer that stands in front of the horizontal, closed layer of big box stores. The avenues streetscape is better defined, yet entrances to parking lots are not cut off.
PERPENDICULAR
BIG BOX
productive and residential height > width
commercial height < width
URBAN STRATEGY
COMPLEX OF LAYERS
047
Perpendicular, asphalt, big box.
048
ashtonbee road
big box landscape
asphalt lan
ndscape
URBAN STRATEGY
buffer
perpendicular landscape
049
COMPLEX OF LAYERS
eglinton avenue
suburban landscape
050
Perpendicular, asphalt, big box.
URBAN STRATEGY
COMPLEX OF LAYERS
051
052
Revamping the Golden Mile’s productivity.
Project developers consider the Golden Mile being a gold mine. Huge amounts of vacant land with an outstanding connection to other employment areas and Downtown Toronto are ready to be developed after the LRT’s completion. The expected demographic growth brings with a demand for low-educated but highly skilled jobs in manufacturing. It would be a shame if the Golden Mile’s alternative urban condition, one of work and production, would evolve into one that can not be differentiated from the surrounding residential fabric. Having its history and current urban condition in mind, urban manufacturing could be easily re-introduced. By using the concept of industrial inclusionary zoning, also used by SF Made (a non-profit organization reviving San Francisco’s urban manufacturing industry), developers would be obliged to invest, for at least 1/3rd, in less profitable development like production halls, ateliers, education centres and workspaces.
MANUFACTURING DECLINE + POPULATION GROWTH
1/3RD: NON-PROFITABLE
2/3RD: PROFITABLE
manufacturing education public facilities
offices residential retail
053
054
Industrial inclusionary zoning spatially translated.
The section gives an example of how this concept of industrial inclusionary zoning could be translated into a real project. Here, the more residential cluster is distanced from a cluster designated to work and manufacturing by a vertical passage towards the commercial landscape. Although there is a mix of functions in the whole development, this occurs less in the buildings themselves to reduce disturbance between both.
URBAN STRATEGY
residential
semi public courtyard
retail office residential
passage
INDUSTRIAL INCLUSIONARY ZONING
parking or program office
production hall atelier office
055
asphalt landscape
056
An adaptive parking building illustrates the urban strategy.
Spatial concepts introduced on the urban scale will be further elaborated and clarified through the design of a building. Parking has at first been seen as an issue, but afterwards as an opportunity to reshape the siteâ&#x20AC;&#x2122;s flows, appearance and metabolism. After this proposal of intensification, new parking spaces initially will be needed. Because of the expected increase in use of public transportation, a parking structure is designed in such a way it can be reconverted into 3 parts, containing parking, profitable (offices + co-working) and less profitable (manufacturing, ateliers and public facilities) spaces. The buildingâ&#x20AC;&#x2122;s structure, facades and free ceiling heights have been used to induce these different programs and shape its surrounding context.
Initial phase.
Final phase.
2: small scale manufacturing, ateliers and public facilities
1: 401 parking spaces
1: 171 parking spaces
3: offices and co-working spaces
057
Downsizing the asphalt landscape.
Expected shift in mobility.
01: FURTHER ELABORATION OF THE LRT-NETWORK
02: TRAFFIC CONGESTION
03: SHARE OF HOUSEHOLDS THAT DO NOT OWN A CAR
04: INCREASING GAS PRICES AND LESS REGISTERED CARS
058
The building shapes its surrounding fabric.
BUILDING DESIGN
Asphalt landscape. OPEN FRONT: PARKING LANDSCAPE A wide and inviting facade aims to communicate with the asphalt landscape. Public facilities are located at this side of the building, putting focus on the asphalt landscape rather than Eglinton Avenue.
NOT ALIGNED TO THE PARKING GRID Edges between building and landscape are blurred by not aligning it onto each others grid. The groundfloor of the building is open and undefined.
PARKING OR PROGRAM? Program happening in surrounding buildings could make use of the parking landscape during off-peak hours. A buffer zone arises, one that could be parking in busy moments, but a covered public space (market, playground, workspace, garage sale) when the maximum capacity of the parking lot is not needed.
SPACE FOR NEW DEVELOPMENT The west side has been designed as way less porous, giving access to a service road for deliveries serving this building and the big box / production hall that could be built next to it and would face the asphalt landscape.
PASSAGE + BYCICLE RACK A smaller passage connects the square that extends Eglinton to the underlying asphalt landscape.
WIDENING EGLINTON People are drawn into the site. Small shops, a cafĂŠ or community center are directed to the square and not towards the avenue itself. Eglinton is seen as a line of movement, the perpendicular fabric as a place where one could distance him or herself from the busy avenue.
CLOSED FRONT: EGLINTON The buildingâ&#x20AC;&#x2122;s blind plinth stresses the previous point and invigorates the use of these vertical passages by increasing their urban life. It also enlarges the contrast with the facade facing the parking landscape.
Eglinton Avenue.
GROUND FLOOR PLAN
059
060
Implantation.
BUILDING DESIGN
IMPLANTATION
061
Two different urban conditions demand two different sides to the building.
062
Initial phase.
parking
parking
parking
parking
parking
parking
parking
parking
parking
parking parking parking
parking
parking
parking
parking
parking
parking parking
parking
playground
parking parking parking
parking polyvalent space parking
parking parking
parking
retail
parking entrance
parking or program?
side 1: eglinton
core: parking
side 2: asphalt landscape
BUILDING DESIGN
TWO DIFFERENT URBAN CONDITIONS
Final phase.
meeting rooms
terrace
office
parking
incubator
parking
office
parking
co-working
parking parking parking
office
parking
office
parking
workshop
parking parking
playground
parking parking
workspace
parking
polyvalent space
parking parking
cafĂŠ / community
workspace
small scale manuf. assembly hall atelier small scale manuf.
retail
parking entrance
parking or program?
side 1: eglinton
core: parking
side 2: asphalt landscape
063
064
An adaptive parking structure that faces two different urban conditions.
BUILDING DESIGN
TWO DIFFERENT URBAN CONDITIONS
065
Ground floor.
066
CAR ENTRANCE
DELIVERIES
TECHNICAL SPACES
RETAIL
PARKING OR PROGRAM?
PEOPLE ENTRANCE
Upper levels.
CLT STRUCTURE
FRONTS
067
CONCRETE STRUCTURE + SHAFTS
PARK
WORK
CONCRETE SLABS AND RAMPS
DRIVE
FREE INFILL
068
Initial phase: Parking and the playground.
069
070
Two different urban conditions, two different structures. (1)
Together with the facade of the building, its structure differs a lot between the side facing Eglinton and the side facing the asphalt landscape. The structure is parallel with Eglinton and stresses this vertical move towards the asphalt landscape by constantly revealing new spaces between the sequence of walls and columns. Two systems of measurements have been used which are mutually compatible. The first one, based on the dimensions of parking spaces in Canada, measures 5,4 x 2,7 metres or a multiple of it. Large building elements, like structural cores, disks and ceiling heights make use of this proportion. Secondly, dimensions of human scale, multiples of 0,30 metres, are used for the buildingâ&#x20AC;&#x2122;s infill, facade and furniture. A concrete core of 30 by 28,2 metres is designed as an up-going helix of infrastructure and serves as a ramp and includes 19 parking spaces per level. Two wings constructed out of CLT and glulam elements are attached upon this concrete backbone. Secondary concrete cores offer these wings resistance against sideward forces. Until now this fairly new technology in the wood industry has been used mostly in residential or office buildings. Recent research regarding this matter conducted by the University of Oregon led to the conclusion that it has large advantages when making adaptions to the building later-on, due to its light, fast and easy construction. The Glenwood Parking Studio by its faculty or Architecture supported this hypothesis. Structural spans differ in the two wooden extensions. The one adjacent to Eglinton Avenue makes use of shorter spans and wider constructive disks. The latter initiates a program of smaller spaces and a more separated working environment, appointed to the knowledge based sector. The structure facing the asphalt landscape is way more open, initiating programs in a vertical direction that need large spaces like assembly lines or ateliers and are focused to a manufacturing based sector.
BUILDING DESIGN
FACING TWO DIFFERENT URBAN CONDITIONS
ds an
tl al ph As pe ca
2,7
n to lin Eg e Av e nu
5,4
m
m
071
072
Structure, ceiling height and urban condition initiate the program.
FREE INFILL / EXTENSION OF PROGRAM / CIRCULATION
SEPERATE WORKING SPACES
MORE DISTANT TOWARDS EGLINTON
Eglinton Avenue.
MEETING ROOMS
OFFICE
INCUBATOR
OFFICE
CO-WORKING
OFFICE OFFICE RETAIL
073
Asphalt landscape. OPEN TOWARDS ASPHALT LANDSCAPE
PRODUCTION LINE / LARGE ATELIER / MANUFACTURING
SEPARATE WORKING STATION
CAFE
WORKSHOP SMALL SCALE MANUFACTURING ASSEMBLY HALL
ATELIER
SMALL SCALE MANUFACTURING
PARKING OR PROGRAM?
074
Plan +2: initial phase.
PARKING Free height: 570 cm
PARKING Free height: 270 cm
PARKING Free height: 270 cm
Scale 1:500
Plan +2: final phase.
075
ATELIER / COLLABORATIVE OUTDOOR SPACE Free height: 570 cm / 570 cm
PARKING Free height: 270 cm
OFFICE Free height: 270 cm
Scale 1:500
076
Final phase: Static concrete and adaptive CLT.
077
078
Plan +6: initial phase.
PLAYGROUND / PARKING Free height: 870 cm / 270 cm
PARKING Free height: 270 cm
PARKING Free height: 570 cm
Scale 1:500
Plan +6: final phase.
079
SPORTSFIELD / SMALL SCALE MANUFACTURING Free height: 870 cm / 270 cm
PARKING Free height: 270 cm
INCUBATOR Free height: 570 cm
Scale 1:500
080
Two different urban conditions, two different facades. (2)
Like the building’s structure, the facade gives a spatial expression to the two different sides of the building. Eglinton’s facade is elaborated in a more vertical way. Horizontal floors are covered by a set of wooden slats that stress the building’s height and narrow profile. This part of the building is more introvert and less communicative with its surrounding context. The facade towards the asphalt landscape is more inviting, with its outdoor spaces for public use and facade showing its varied program. Windows are set 90 centimetres off the floorplates’ edge so the horizontal, alternating floorplates dominate the outlook of the building on this side.
BUILDING DESIGN
FACING TWO DIFFERENT URBAN CONDITIONS
081
ds an
tl al ph As pe ca
n to lin Eg e Av e nu
082
Eglinton front: initial phase.
Orientation: south-east Total height: 34,50 meters
+3450
+2850
+2550
+1950
+1650
+1050
+750
+450
Scale 1:500
Eglinton front: final phase.
Orientation: south-east Total height: 34,50 meters Wooden slats define the buildings narrow, vertical profile.
+3450
+2850
+2550
+1950
+1650
+1050
+750
+450
Scale 1:500
083
084
Asphalt front: initial phase.
Orientation: north-west Total height: 33 meters
+3300
+2700
+2100
+1800
+1500
+1200
+900
+600
Scale 1:500
Asphalt front: final phase.
Orientation: north-west Total height: 33 meters Windows are placed 90 centimetres off the floorplates edge to accentuate the facades horizontal lines.
+3300
+2700
+2100
+1800
+1500
+1200
+900
+600
Scale 1:500
085
086
Before and after the shift in mobility.
Before.
087
After.
088
Wood has been fuel to Canada’s growth in the past, so why not use it in the future too?
This chapter has been realized through a close collaboration with Nik Vandewyngaerde, one of the Studio Toronto students. Both our graduation projects have suggested projects that adapt, transform and rethink current urban conditions along Eglinton. Both implied the city and the building, both investigated the relationship between the avenue and its hinterland; Nik’s thesis handles a plot between avenue and residential suburban fabric, mine handles a plot between avenue and the commercial fabric. The following pages will illustrate a strategy that does not focus on architecture nor an urban proposal, but on a process that could help and stimulate Toronto’s realization of hundreds of kilometres of mid-rises along its avenues in the upcoming decades while profiting on the socio-economical level at the same time. It is more a jump of thought, an imagination of what Toronto, and specifically Eglinton, could become in the near future.
Huge amounts of mid-rises buildings are projected to be built and will need tons of construction materials. Today technology has progressed this far that buildings until 14 stories can be built completely out of wood. By using high-technological wooden composites, like CLT and glulam elements, buildings do no longer need concrete or steel and can be erected on a faster, more sustainable and cheaper way. British Colombia, Canada’s ‘forest province’, has taken the lead regarding this matter during the past few years. A dozen of buildings, some reaching over 50 meters have been built completely out of wood. Higher and more challenging buildings are planned to be developed. While Ontario’s forest economy is not as large as British Colombia’s, more than enough forest resources and wood species are available to invest in this new construction type. For example, black spruce, the main type of wood used in CLT-elements, is Ontario’s most courteous tree. With the Golden Mile being in search of a new identity, and avenues subject to a major change, Toronto has got all the opportunities to do what British Colombia has done, only on a whole new scale. The area is located in the middle
of Toronto’s mid-rise transformation, what could become the centre for the wood industry, producing finished composite elements from sawn-to-size wooden logs. What was sixty years ago the cradle for car manufacturing, leading to the development and lay-out of its surrounding suburbs, could now become the main driver of the suburbs’ renovation. Scaling the construction of wood up to the scale of Toronto itself could be seen as an enormous experiment while simultaneously innovating in Canada’s building culture and enhancing Ontario’s forest economy.
089
20TH CENTURY
21ST CENTURY
car industry
wood industry?
090
Canada’s rich history in wood industry.
Canada has grown on wood. It has been the engine to its economical development and the material for the construction of its settlements, villages and later on, cities. In the 19th century, Canada’s inland was slowly populated by immigrants from Europe who started harvesting and exploiting wood and all of its related products. When the Canadian Pacific Railway and Grand Trunk Railway System were finished, larger settlements like Toronto (a that time, York), Montréal and Vancouver got very well connected and started shipping these products to various countries across the globe. Of course wood was also used in Canada itself, especially during the postwar period when millions of timber framed detached houses were constructed. Today the country still is by far the largest exporter in the world by far of forest related products, accounting for a yearly revenue of 30 billion CAD and employing more than a quarter million people in its forest industry.
WORLD’S LARGEST EXPORTERS OF WOOD RELATED PRODUCTS Canada is by far the largest exporter of wood related products, due to its immense amount of forests in the south of the country.
JUMP OF THOUGHT
CANADA’S WOODEN HISTORY
WOOD CONSUMPTION IN CANADA External events often had a large impact on Canada’s forest industry.
1802
1830
1870
First lumber camps in Canada
Start export to Britain and US
Canadian Atlantic Railway
1897
1947
1993
Steam powered donkey engine
Postwar babyboom + suburbs
Invention of CLT
091
092
CLT’s technology, legislation and buildings.
Since the start of the 21st century, the technology behind hybrid wooden elements has been increasing rapidly. Cross Laminated Timber, in short CLT, enables constructors to use wood as the main component of a building’s structure, thanks to the accumulation of wooden planks alternated 90 degrees upon each other. Together with glulam elements, structural columns, walls, beams and floors can be completely prefabricated and easily assembled on site. Most buildings that have been built with this technology make use of a concrete core and an exterior wooden skeleton, but recently a 14-storey residential tower solely out of CLT-elements has been finished in Norway. Following the example of European countries, British Colombia raised the maximum building height for wooden buildings up to twelve stories, Ontario still has to do with six.
MOHOLT TIMBER TOWERS, TRONDHEIM, NORWAY
THE TREE, BERGEN, NORWAY © Ivan Brodey
© Marit Tomba
Black spruce, jack pine 3, 5 or 7 ply CLT
RESIDENTIAL TOWER, VANCOUVER, CANADA
© Shigeru Ban Architects
WOOD INNOVATION CENTER, PRINCE GEORGE, CANADA
© Ema Peter
JUMP OF THOUGHT
093
CANADA’S BUILDING CULTURE
AUSTRIA
SWEDEN
NORWAY
BRITISH COLOMBIA
ONTARIO
32 stories
24 stories
14 stories
12 stories
6 stories
High
Low
CLT COMPOSITE DECKS OR INFILL WALLS
OCCURENCE OF BLACK SPRUCE
Uses wood out of black spruce as its main component
Most common tree in Ontario, makes up 37% of the province’s growing stock. © Government of Ontario
GLULAM ELEMENTS
BLACK SPRUCE
Uses wood out of black spruce and white pine as its main component.
© Ramamblin’ boy
094
Ontario’s timber industry could push Toronto’s mid-rise development forward.
One could ask why not to use wood as its structural component in Toronto’s massive development in residential and office buildings. Doing this Canada’s building culture could take three steps forward. Scaling this technology onto the scale of a city. Hundreds of kilometres of mid-rises are being planned, resulting in an enormous demand of construction materials and which could boost the province’s own economy. Due to Ontario’s historic growth and inland settlements, quasi all saw mills are connected by railway so half finished wood products can be transported to its capital in a sustainable way. Once in Toronto, areas like the Golden Mile could be equipped with assembly halls that transform these products into ready-to-use CLT or glulam elements.
PLANNED MID-RISE DEVELOPMENT More than 150 kilometres of mid-rise buildings are planned to be build along Toronto’s avenues. There will be an immense need for building materials, and why not profile its main component as wood, because of the material’s sustainability, fast construction and, in Canada, relatively low prices.
JUMP OF THOUGHT
ONTARIO’S FOREST INDUSTRY
TORONTO
ONTARIO’S FOREST INDUSTRY Ontario holds Canada’s 4th largest forest industry. Trees and lumber are all transported to saw mills across the province by truck and later transported to Toronto by train, where most of it is shipped outwards.
095
096
The Golden Mile could be the start of a circular on demand system in building Toronto’s mid-rises.
Once the wood is chopped in inner Ontario, it could be transported by its railway system towards Toronto. Equipping the Golden Mile, located in the centre of this mid-rise transformation, with production halls that rework wood into construction elements would boost Toronto’s local economy and reduce transportation costs. Since all mid-rise development is situated adjacent to the avenue, and most avenues will be equipped with LRT-lines, the transit-system’s capacity could be increased by deploying it for the transport of construction materials at night. In this way, an almost on-demand system is set up.
© Lay-out lent from Gray Organschi Architecture.
JUMP OF THOUGHT
FORESTS IN ONTARIO Chopping wood
SAW MILLS IN ONTARIO Sawing lumber
GOLDEN MILE Production of prefabricated elements
MID-RISE BUILDINGS Construction out of CLT and glulam
CANADAâ&#x20AC;&#x2122;S BUILDING CULTURE
097 97
98
Ending this thesis feels like coming home after a long walk in Toronto’s suburbs.
Two steps forward, one step backward. Like in Toronto’s suburbs, one has to run the extra mile to arrive at his destination. This graduation project was an intensive process of reflection, reinvention and reinterpretation. What started out of a certain interest for the neglected big box typology rapidly evolved into my full attention focuses on its better half, the parking lot. Plot twist aimed to act on relevant topics within the North-American context and Toronto’s projected transformation. In a frame of changing dynamics, I think a building can not be proposed without a clear point of view and bold statement on its context. Here, it was done the other way around. The building evolves out of a strategy elaborated on an urban level which is strong enough to stand on its own and illustrate the spatial qualities it could bring forward. What I had considered to be a problematic way to occupy land, now supports the proposal to redevelop the EPAW-plot along Eglinton and forms the base for the elaboration of a building. What at first sight looked very unpromising has become the strength of the project. Conclusion; there’s lots of potential to be found in parking lots.
99
100
References.
IMAGES
All images presented in this booklet are made or drawn by the author, unless credits are given.
What about the suburban hinterland? Supermarket Lady
The Athaneum. (2000). Supermarket Lady Duane Hanson - 1969. https://s-media-cache-ak0.pinimg.com/
I shop therefore I am
The Planet Newspaper. (unknown). http://theplantnewspaper.com/wp-content/uploads/2015/11/Barbara-
99 cent
Time Magazine. (2015). Andreas Gursky — 99 cent. http://100photos.time.com/photos/andreas-gursky-99cent
Original Nolli map, (...)
Nolli, G. (1748). The Nolli map. http://www.lib.berkeley.edu/EART/maps/nolli_06.jpg
originals/30/f3/88/30f388908d124e63a5dd3080d48a527e.jpg
p.18
Kruger-I-shop-therefore-I-am.jpeg
p.27
90 degree twist; from parallel to perpendicular Various locations, LA, 1967
Ruscha E. (1967). Thirtyfour parking lots in Los Angeles. https://s-media-cache-ak0.pinimg.com/originals/ ef/34/56/ef3456f436451dbea5bcd16962b88a82.jpg
Golden Mile, Toronto, 2017
Images retrieved from Google Earth Pro. (2016). Edited by author May 2017.
The Strip, Las Vegas, 1968
Venturi, R., Scott-Brown, D., Izenour, S. Learning from Las Vegas: the forgotten symbolism of architectural form. The MIT Press. (1977). Image was retrieved out of publication.
Golden Mile, Toronto, 2017
Image retrieved from Apple Maps. (2015). Edited by author May 2017.
p.30
p.31
Wood has been fuel to Canada’s growth in the past, so why not use it in the future too? 1802
Carleton University. (2017). Heritage passages. Life after the canal. http://www.passageshistoriquesheritagepassages.ca/ang-eng/ouvriers-labour/la_vie_apres_le_canal-life_after_the_canal/train_de_bois_ sur_la_riviere_des_outaouais-timber_raft_on_the_ottawa_river
1830
Wikipedia. (2017). Flottage du bois. https://upload.wikimedia.org/wikipedia/commons/thumb/a/a6/Pine_ Creek_Arks.jpg/220px-Pine_Creek_Arks.jpg
1870
SkyscraperPage. (2009). The Booths, a famous name. https://postmediaottawacitizen2.files.wordpress. com/2015/10/john-rudolphus-booth-1827-1925-lumber-magnate-and-entrepre.jpeg?quality=55&strip=all
1897
Real Steampunk. (2013). Donkey work: logging. https://realsteampunk.files.wordpress.com/2013/05/ steam_donkey_1.jpg
1947
Bonis, R. A history of Scarborough. Scarborough Public Library Board. (1973) Image was retrieved out of publication.
1993
Schaefer. (1973) The future of wood construction starts now. http://schaefer-inc.com/wp-content/ uploads/2015/11/Redstone-Arsenal-CLT-Cross-Laminated-Timber-Schaefer-Rounded.jpg
Moholt timber towers, (...)
Brody, I. (2017) Moholt 50I50 - Timber Towers. works/6ea2791364b257bb734c8350d2c61334336d59a0.jpeg
The Tree, Bergen, Norway
Tomba, M. (2017) http://www.kodumaja.ee/en/News/419/kodumaja-is-the-winner-of-the-contest-prefabhouse-of-the-year-2016
Residential tower, Vancouver (...)
Dezeen. (2016) Shigeru Ban designs wooden skyscraper for Vancouver. https://static.dezeen.com/ uploads/2016/07/terrace-house-shigeru-ban-dezeen-1568.jpg
Wood Innovation Centre, (...)
Peter, E. (2016) Wood Innovation Centre Prince George. http://images.adsttc.com/media/images/5552/1468/ e58e/cece/5c00/026b/slideshow/MGA_WIDC_Ext16_emapeter.jpg?1431442506
Occurence of black spruce
Province of Ontario. (2014) Types of Ontario wood. https://files.ontario.ca/tree_species_distribution_ map_-_black_spruce.png, mapped by author May 2017.
Black spruce
Ramblin’ Boy. (2012). A tale of three rivers. https://albinger.files.wordpress.com/2012/09/dsc04487_hdr.jpg
http://miesarch.com/uploads/images/
p.89
p.90
p.91
DATA USED IN MAPS / INFOGRAPHICS / SCHEMES What about the suburban hinterland? 2002 - 2005 -2007 - 2012
Data based on images retrieved from Google Earth Pro and GetShapeArea-script for Illustrator CC. (2016). Edited by author January 2017.
p.19
90 degree twist; from parallel to perpendicular Documents p28 - 38
Data based on images retrieved from Google Earth Pro and GetShapeArea-script for Illustrator CC. (2016). Edited by author January 2017.
p.28-38
Revamping the Golden Mile’s productivity Manufacturing decline + (...)
City of Toronto. (2016). Toronto Employment Survey 2016. http://www.toronto.ca/legdocs/mmis/2017/pg/ bgrd/backgroundfile-99543.pdf
p.52
101
An adaptive parking building illustrates the urban strategy. Expected shift in mobility. (02)
HDR Corporation. (2008). Costs of Road Congestion in the Greater Toronto and Hamilton Area: Impact and cost benefit analysis of the metrolinx draft regional transporation plan. http://www.metrolinx.com/en/ regionalplanning/costsofcongestion/ISP_08-015_Cost_of_Congestion_report_1128081.pdf
Expected shift in mobility. (03)
Pfertner, M. (2015). Toronto Cycling Think and Do Tank. http://spacing.ca/national/wp-content/uploads/ sites/3/Households-without-car_new-2-map-Scarborough-600x424.jpg
Expected shift in mobility. (04)
Macrotrends. (2015). http://www.macrotrends.net/1369/crude-oil-price-history-chart
p.57
Bureau of Transportation Statistics. (2016). Number of US Aircraft, Vehicles, Vessels and other Conveyances. https://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/ html/table_01_11.html Wood has been fuel to Canada’s growth in the past, so why not use it in the future too? World’s largest exporter of (...)
World’s Top Exports. (2016). http://www.worldstopexports.com/sawn-wood-exports-country/
p.88
Ontario’s forest industry
Government of Canada. (2016). Overview of Canada’s forest industry. http://www.nrcan.gc.ca/forests/ industry/overview/13311
p.93
Province of Ontario. (2016). Forest industry at a glance. http://files.ontario.ca/environment-and-energy/ forestry/2014-06-10-Forest-Industry-at-a-Glance-WebVersion.pdf
TEXT What about the commercial hinterland? City of Toronto Planning Department. (2014) Section 8: Building Eglinton. https://www1.toronto.ca/city_of_toronto/city_planning/urban_ design/files/pdf/mid-rise.pdf City of Toronto Planning Department. (2014). Volume 2 The plan: Recommendations and implementations strategies. https://www1. toronto.ca/City%20Of%20Toronto/City%20Planning/Urban%20Design/Eglinton%20Connects/Apri14%20Update/Text%20Version%201_ Eglinton%20Connects%20Planning%20Study%20Volume%202%20Executive%20Summary.pdf Metrolinx. 2015-2020, Metrolinx Five Year Strategy. (2015). Brook McIlroy Planning & Urban Design/Pace Architects. Avenues and Mid-rise building Study. (2010). 90 degree twist; from parallel to perpendicular. Dunham-Jones, E. (2010). Retrofitting suburbia. TEDX Atlanta, recorded January 2010. https://www.ted.com/talks/ellen_dunham_jones_ retrofitting_suburbia, last accessed March 2017. Ben-Joseph, E. (2015). Rethinking a lot. The MIT Press. MicroTate 13. (2008). Mary Richards on Ed Ruscha’s 34 parking lots in Los Angeles 1967. http://www.tate.org.uk/context-comment/articles/ microtate-13, last accessed April 2017. Venturi R., Scott-Brown D., Izenour S. (1972). Learning from Las Vegas, revised edition. The MIT Press. Notteboom B. (2013). Ruimte Brussel, Los Angeles, stedenbouw in de droomfabriek. https://biblio.ugent.be/publication/4216314/ file/6806847. Last accessed May 2017. Notteboom B. (2013). Ruimte Brussel, Learning from Las Vegas 3.0. http://www.architectuur.ugent.be/media/pdf/news/130704_learningfrom-las-vegas.pdf. Last accessed May 2017. Three landscapes form one complex urban fabric. Interboro Partners. (2002). In the mean time, life with landbanking. http://www.interboropartners.com/projects/in-the-meantime-lifewith-landbanking, last accessed May 2017. MIT Urban Planning. (2012). News: Ben-Joseph; Lots of Trouble. http://dusp.mit.edu/cdd/news/ben-joseph-lots-trouble, last accessed May 2017. Koolhaas, R, Mau, B. (1995). S, M, L, XL. IIT McCormick Tribune Campus Center. The Monacelli Press. Revamping the Golden Mile’s productivity Wertheim A. (2017). Industrial Inclusionary Zoning, SFMade: Placemade presentation, february 7, 2017 in San Francisco, USA. (pdf-file). Last accessed May 2017. An adaptive parking building illustrates the urban strategy. Moss T., Kiesler R. (2015). University of Oregon: Glenwood Parking Studio, A mass timber parking garage. https://issuu.com/tomamoss/ docs/glenwood_parking_studio_book__issuu, last accessed May 2017. Wood has been fuel to Canada’s growth in the past, so why not use it in the future too? Gray Organshi Architecture. (2016). Timber City. http://timbercity.org/assets/timbercity_prospectus2.pdf, last accessed May 2017.
104