Reconnecting the Rust Belt City by Jeff Stewart

RECONNECTING THE RUST BELT CITY Jeffrey Stewart Master of Architecture Thesis Syracuse University SOA Fall 2012 Primary Advisors: Arthur McDonald (Thesis) Michael Pelken (Thesis Prep) Secondary Advisor: Susan Henderson

ONTENT

CONTENTION / ABSTRACT THE RUST BELT NEW YORK STATE RAIL PLAN GLOBAL WARMING: IMPACT ON TRANSPORTATION POTENTIALS OF HIGH SPEED RAIL HISTORY OF RAILROAD STATIONS RAILROAD STATION AS GATEWAY BRANDING A CITY RECONNECTING THE RUST BELT RECONNECTING BUFFALO NETWORK OF CONNECTIONS PROGRAM STRATEGY TRANSPORTATION CENTER DESIGN BIBLIOGRAPHY

WHO? WHY? HOW? WHERE? WHAT?

04 06 12 20 28 34 40 52 60 68 96 108 122 146

RECONNECTING THE RUST BELT CITY CONTENTION: Rust belt cities are continually decreasing in population due to the lack of identity. The emergence of high speed rail in America introduces a potential for depressed cities to grow through a network of connections. By becoming a part of the urban network, a transportation center can become a new city center and a pivot point. By injecting the train station into an already existing network, it can become a way to communicate the identity of the city through the experience of the station and how it connects you to the city.

â&#x20AC;&#x153;In addition to the straightforward functional program, the station also had a more subtle aesthetic aspect. In every city, town, or village along the route the station presented the physical image of a great corporation, and at every stop the station also served as the symbolic entry or gateway to the adjacent city, town or village.â&#x20AC;? -Ochsner

ABSTRACT: There currently exists a plan for high speed rial in New York state along the Empire Corridor between New York City and Buffalo. This will re-connect cities throughout the state and the region. Buffalo is an important threshold in Western New York, and is a major pivot point for industrial and commercial transportation and travel. The addition of a high speed rail system will bring many more travelers and businessmen through Buffalo and Western New York. The design of a transportation center has the potential to become the new gateway to the city, while creating a place for communication and exchange. Only having a transportation hub in the city will not create a new identity for Buffalo. Applying branding strategies will extracts unique aspects of the city, and provide the potential to be connected through the design of a train station. The design will combine a transportation hub, pavilion and park. By combining these programs, the transportation hub becomes more than just a temporary waiting room, it will become a new gateway to the city.

JEFFREY STEWART

RECONNECTING THE RUST BELT CITY Rail travel is a system of infrastructure that is under utilized in the United States. The auto industry has created less of a need for this system, even though rail travel has proven to be an economic and environmentally successful mode of transportation. The high speed rail plan for New York state will connect cities along the Empire Corridor between New York City and Buffalo. If the rail plan is initiated, what will be the impact on these cities? Most of the mid size cities in Western New York are considered commuter cities. A majority of the people working in these cities commute to work from a nearby suburb, and the most common form of transportation is by car. Martha Thorne states “The move to the suburbs has put increased demand on the train as a viable link with the center of cities. In some suburban communities the station, not the town hall or church, is the new focal point of the community” (Thorne 21). Does the development of these high speed rail lines suggest that the train station will once again become the focal point of these cities? What are the architectural implications that will emerge from the installation of such infrastructure? Current research suggests there are many relevant topics which need to be addressed in order to make a decision. The first is a matter of the environment. A hot topic in the world is the emergence of global warming, and the impact that cities and modes of transportation have on it. Brian Edwards says that “Major stations are great economic magnets, which draw investment to their hinterland, unlike airports, railway stations promote the regeneration of town centers not city edges” (Edwards 3). The impact that a high speed rail line could have on a town center could help struggling rust belt cities in upstate New York. European cities use trains as a major method of transportation between cities. How will an American city, specifically a “rust belt” city, be impacted by such infrastructure? By studying existing typologies and the history of the railroad station, a few key strategies were discovered. Historically stations were the gateway to the city; during the industrial age these stations became major focal points of the community, especially for major industrial cities like Detroit and Buffalo. It is important that new stations designed along the high speed rail line are located close to downtown. The proximity of these stations to the business and commercial districts of the city is considerably important. The closer these stations are to downtown the more potential it has to become a catalyst for business interaction and economic growth. Another strategy was the use of these stations as modes of advertisement and corporate branding. Using branding methods on these stations allowed corporations to grow. Applying branding strategies to a rust belt city can identify unique aspects of the city that can be exploited, and used as drivers for economic growth. The city of Buffalo is an important threshold of the rust belt, creating a gateway between the Unites States and Canada. It also happens to be the endpoint of the high speed rail in New York, which could become a future pivot point for rail travel in the northeast. A site located on the waterfront of Buffalo will be the location for testing these strategies. The network of connections that a transportation center will have to Buffalo will transform the machine-like nature of the transportation center into a civic space, and a central node of the city. This will become a place not only for travel, but a place for travelers to become a part of the latent and intrinsic industrial history of Buffalo. Through these connections to the city a new identity will emerge.

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

THE RUST BELT

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

RUST BELT CITIES

PROXIMITY ECONOMIC GROWTH

LOCATION

RUST BELT AMERICAN RAILROAD

CONNECT CITIES GATEWAYS

This project will focus in on the “Rust Belt” region located in the northeast of the United States. The reason for investigating this region is due to the decrease in population over the last half century. By studying the Census from 2009, It is clear that the industrial region of the U.S. known as the Rust Belt, is an area in need of change and investigation . Figure 4.1 shows that of the top 7 cities which decreased in population last century, 6 of them are in the “rust belt.” It is ironic that these cities which use to thrive off industry, using railroads as a major method of growing their economy, could become so depressed in the 21st century. Due to the expansion of China’s manufacturing industry, the United States industrial region has been left behind. This is the starting point for the project, looking at the region and industry that use to drive the countries economy. What architectural solution or injection into these cities can begin to reject the isolation of a building, and become a project which has a grater impact on these cities and the people who move through them?

JEFFREY STEWART

THE RUST BELT

POPULATION DECREASE IN THE UNITED STATES SINCE 2000 2000 POP.

2009 POP.

POP CHANGE

New Orleans, LA

483,633

354,850

-26.63%

21.50%

Flint, MI

124,741

111,475

-10.63

18.00%

Cleveland, OH

476,574

431,369

-9.49

17.50%

Buffalo, NY

292,210

270.240

-7.52

17.20%

Dayton, OH

165,804

153,843

-7.21

18.90%

Pittsburgh, PA

333,703

311,647

-6.61

14.10%

Rochester, NY

219,474

207,294

-5.55%

15.30%

RUST BELT CITIES

[FIGURE 5.1]

RANK CITY

HOME VACANCY RATE

Chart showing the seven cities with the highest population decline since 2000. Stats according to the United States Census Bureau.

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

ARTERIES OF THE RUST BELT: TRANSPORTATION INFRASTRUCTURE

railways RUST BELT CITY

SHIPPING INDUSTRY

MODES OF TRANSPORT

highways waterways

What is most common among the rust belt cities is the important connections they have to the rest of the United States. They depended on certain types of transportation in order to ship and receive products. During the early to mid 20th century the railroad system was the most common method of transportation. Used for both commuter and industrial transportation, the railroad was a major artery for the rust belt. In upstate New York, the Erie Canal was also major method of industrial transportation, connecting Albany to Buffalo. In the late 20th century, a network of interstate highways began to spread across the United States, creating a new method of transportation via tractor trailers. As the manufacturing industry spread to China and other parts of the world, the rust belt economy began to decline, and the need for these modes of transportation decreased. Due to the consistent rise in the auto industry, the manufacturing industries in this region became less dependent on railroads and canals. Although railroads are still used as a method for industrial transportation, commuter travel has become less dependent due to the highways systems.

JEFFREY STEWART

THE RUST BELT

[FIGURE 5.2]

Map of the rust belt showing the extensive network of highways and railroads. This region used the railroad as a key tool for delivering goods and business to a city, the stations built along the route become gateways, thresholds of economic growth.

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

NEW YORK STATE RAIL PLAN

NEW YORK STATE RAIL PLAN VISION FOR HIGH SPEED RAIL IN AMERICA

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

NEW YORK STATE RAIL PLAN - STRATEGIES FOR A NEW AGE

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CHIC

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CREATE JOBS & INCREASE ECONOMY

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NYS RAIL PLAN VISION

RECONNECT NEW YORK CITIES TO GLOBAL ECONOMY

REDU

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A major area of research for this project is the current New York State Rail Plan. There are large investments aimed to improve the system of infrastructure and better connect the cities in New York. It is interesting to think about the impacts that a high speed rail service might have on New York, but more importantly, upstate New York. Upstate cities including Rochester and Buffalo are decreasing each year, because of a lack of new business. A high speed rail service could potentially help to reconnect these cities to more profitable cities in New York and the states surrounding them. What might the impact be on these cities which seem to have lost there place in the global economy? Will this new system of infrastructure present an architectural opportunity that will help regain economic strength?

JEFFREY STEWART

NEW YORK STATE RAIL PLAN

[Figure 1.1]

The New York State Rail Plan is a set of strategies and initiatives aimed at achieving a future rail transportation system that will connect New Yorkâ&#x20AC;&#x2122;s cities and businesses into a network. For more information please visit www.nysdot.org

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

NEW YORK STATE RAIL PLAN GOALS

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NYS RAIL PLAN GOALS

FASTER TRAVEL BETWEEN ALBANY & BUFFALO

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JEFFREY STEWART

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MOVE MORE FREIGHT ACROSS NEW YORK HARBOR

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NEW YORK STATE RAIL PLAN

[FIGURE 1.2]

New York state map showing the primary route along the “Empire Corridor.” Includes major city stops which have investment grants for rail /station improvements. Information provided by the “2009 New York State Rail Plan.”

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

NEW YORK STATE RAIL PLAN INVESTMENT PLANS

The New York state Rail Plan is a vision for high speed rail in New York. A plan has been set up indicating strategies and initiatives that will grow the infrastructure of New York in order to better connect the cities and businesses. This plan has collective proposals and input from state officials down to the public who will use these systems. The vision for high speed rail will begin to connect New York’s cities better by creating convenient and faster transportation services for the citizens of New York and even surrounding border cities. A draft plan was released in 2008, after which workshops were held across the state and comments were reviewed to prepare for the final draft. The major goal in this rail plan is to help promote passenger and freight rail services to help create new job and grow the cities in New York to help them compete better in the global economy. Specified areas along the “Empire Corridor ” rail system have been selected to have improvements on the infrastructure or the rail station itself. In some areas, new stations will be constructed. Figure 1.3 shows the particular investment grants which have plans for new construction. Certain stations in major cities will have to be remodeled or demolished and redesigned in order to provide for high speed rail and/or increase in traffic by both freight and passenger rail services.

JEFFREY STEWART

NEW YORK STATE RAIL PLAN

SELECTED INVESTMENT GRANTS Project Identification Number

Project Name

193552

Albany Schenectady Double Track

NY ES-10

193561

Ballston Spa Double Track

NY A-2

Design and construct a second main line track between Ballston Spa and the Saratoga Springs yard and passenger station to improve capacity

493604

Rochester Station Improvements

NY EW-19

Grant Application

FRA Program Track No.

Project Description

ARRA Funds

Total Funds

Design, construct and rehabilitate a 2nd main line track between the Schenectady and Rensselaer stations and upgrade existing grade crossings existing warning device systems

$87.65 M

$91.18 M

$3.0 M

$5.635 M

Make State of Good Repair improvements to Passenger Station and provide ADA compliant access

$1.54 M

494605

Phase 1 of the 3rd Track Initiative

NY EW-16

Construct 11 miles of new third mainline track between Rochester and Batavia, New York, in Monroe and Genesee Counties

$54.59 M

$58.12 M

593662

Buffalo-Depew Station Improvements

NY EW-9

Make State of Good Repair improvements to Passenger Station and provide ADA compliant access

$0.77 M

S93751

Empire Corridor Program Planning

Progress planning efforts necessary to implement major enhancements in intercity passenger rail service on the Empire Corridor, including introduction of higher speeds west of Albany

$1.0 M

$4.0 M

S93753

Highway-Rail Grade Crossing Safety Improvements CSXT Hudson Line

Design and install grade crossing active warning device, roadway approach and/or pedestrian improvements to accommodate improved passenger rail operations between Albany and Poughkeepsie

$2.45 M

Total

$151 M

$163.7 M

[FIGURE 1.3]

NY EC-1

NY ES-1

ARRA high speed intercity passenger rail program, NYSDOT selected grant applications. Information provided by the New York State Department of Transportation: www.nysdot.org

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

GLOBAL WARMING IMPACTS

GLOBAL WARMING

IMPACTS ON TRANSPORTATION

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

WHY FOCUS ON TRAINS? - GLOBAL WARMING & THE ENVIRONMENT “In terms of land taken for infrastructure, fossil fuels, use & community disturbance, rail wins over air, bus, and car transport.” -Brian Edwards

DIESEL POWERED TRAINS

27% LESS ENERGY

THAN

CARS & TRUCKS

The question becomes why does society and government officials want to spend money on improving rail transit? A growing concern in today’s society is the rise of global warming and the impact humans have on increasing global temperatures. Due to manufacturing, automotive and industrial production and use, the carbon emissions are increasing every year. There is plenty of research being conducted around the world on how to lower emissions. One plan is to increase the use of the railroad, which will decrease the use of cars and auto emissions. Figure 2.1 & 2.2 show that railroads use much less energy then cars and trucks and they emit less CO2.

Diesel powered trains use 27% less energy per passenger mile than cars and 21% less than airlines; Electric could reduce carbon dioxide emissions by 2 million tons annually. Benefits of electric rail: Uses less energy Emits no pollution Faster acceleration

JEFFREY STEWART

GLOBAL WARMING IMPACTS

ENERGY USE IN THE UNITED STATES ENERGY USE

KEY

CARBON DIOXIDE

(QUADRILLION BTUs)

EMISSIONS (MMT)

0.71 0.64

LIGHT DUTY VEHICLES

50.30 34.21

COMMERCIAL LIGHT TRUCKS

187.28

2.64 1.44

LIGHT TRUCKS BUS TRANSPORTATION

109.27

0.58 0.05

FREIGHT TRUCKS

41.62 5.84

PASSENGER RAIL FREIGHT RAIL SHIPS

16.06

4.72

338.57

0.26 0.61

[FIGURE 2.1]

AIR MILITARY USE

1,098.07

18.05 42.64

PIPELINE

Pie chart showing energy use in the United States by transportation mode. Provided by EIA 2010.

5,000

BTU/PASSENGER MILE

4,500 4,000 3,500 3,000 2,500 2,000 1,500 1,000 500 0

[FIGURE 2.2]

PASSENGER CARS

LIGHT TRUCKS

TRANSIT BUSSES

COMMERCIAL AIR

INTERCITY RAIL

RAIL TRANSIT

COMMUTER RAIL

Energy intensity of alternate passenger travel modes in the united states, 2007. Provided by Davis, Diegel, & Boundy, 2009.

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

NEGATIVE IMPACT OF GLOBAL WARMING ON TRANSPORTATION

GLOBAL WARMING

CHANGES IN ATMOSPHERIC CIRCULATION

MORE ACTIVE HYDRAULIC CYCLE

INCREASE IN PRECIPITATION

12% Natural disasters cause: Train rerouting Halts Washout of tracks (derailment) Seasonal floods Warping of tracks Buildup of snow and ice

One of the negative effects of global warming on transportation infrastructure is increased levels in precipitation. Increase in GHG emissions cause an increase in precipitation. Therefore, this increases moisture and the potential for flash floods and increase rainy seasons. This produced land slides and buckling of pavement and tracks. If the one method to decrease GHG emissions is to improve the railroad system, one issue will have to be safety improvements. Natural disasters like the images show in figure 2.3 are uncommon, but there will still need to be safety measure and procedures developed in case such disasters happen. This research shows that it is important that all systems of infrastructure need to adapt to global warming; this emphasizes the need for alternative infrastructure which use less energy.

JEFFREY STEWART

GLOBAL WARMING IMPACTS

IMPACT ON TRANSPORTATION

IMPACT ON RAILROADS

[FIGURE 2.3]

Images showing natural disasters which effect transportation, which include floods, heat buckling, mud slides and snow drifts.

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

IMPACT OF GLOBAL WARMING ON TRANSPORTATION IN THE GREAT LAKES “Reductions in base stream flow could cause problems with transportation such as barge shipping, infrastructure, and reductions in water supply. However, warmer winter temperatures could result in a longer ice-free season thereby extending the shipping season in the great lakes” -David Easterling

GLOBAL WARMING

INCREASED TEMPERATURES

DECREASE IN GROUND WATER SUPPLY

DECREASE IN WATER LEVELS OF GREAT LAKES

As the earth continues to get warmer, the ocean levels will continue to rise due to the melting icecaps. The great lakes however will slowly begin to decrease in water levels caused by evaporation of fresh water. It is also caused by a decrease in water levels in the ground soil. This will cause both positive and negative reactions because the shipping season will be able to run longer into the winter season, but the rising water levels could cause certain ports from being to shallow for cargo ships to enter. The decrease in water levels also impacts the amount of cargo a ship can carry. The lower water level, the less drag, which means more trips or ships, either way it will increase costs on shipping. This will increase the need for other modes on freight transportations, such as trucks or railroads.

JEFFREY STEWART

GLOBAL WARMING IMPACTS

IMPACT ON GREAT LAKES REGION

WATER LEVEL DECREASE = ECONOMIC DECREASE SUPERIOR = -9.0 INCHES BY 2030 MICHIGAN = -28.0 INCHES BY 2030 GREAT LAKES TRANSPORTATION SYSTEM: 30,000 JOBS $3 BILLION IN CARGO PER YEAR

ONTARIO= -14.0 INCHES BY 2030

HURON = -28.0 INCHES BY 2030 EIRE = -23.0 INCHES BY 2030

[FIGURE 2.4]

Increasing temperatures will cause water levels in the great lakes to decrease. This will cause a negative impact on the cargo industry due to lost drag. Information provided by Frank H. Quinn

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

POTENTIALS OF HIGH SPEED RAIL

POTENTIALS OF HIGH SPEED RAIL WHY FOCUS ON RAILROADS?

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

WHY FOCUS ON RAILROADS? - CONGESTION “As congestion continues to grow, as the frequency and convenience of service improves, and as residential and commercial development decisions become better integrated with transportation decisions, more of its benefits will accrue, even to non users. In addition, its role in maintaining mobility in metropolitan areas may gain in importance and with it the economic vitality of these areas may hang in the balance.” -Donald Trilling

“Highway congestion

costs $80 billion a year in lost productivity and wasted fuel.” -Barack Obama

The issue urban cities are facing is congestion. In order for a transportation system to work there must be a clear system of infrastructure. Some ideas for the future may be: Going underground Multi-tier roadways New guideways above ground over existing right of ways for rapid rail Better exploitation of existing infrastructure through new practices and technologies. By restoring and expanding railroad infrastructure, other modes of transportation will become less congested. Previous research has shown the economic and environmental advantages of expanding the use of rail travel. Other social concerns may be resolved as well. By decreasing congestion on the highway and intercity grids, there will be less noise, people will be able to get places on time, and in case of an emergency there will quicker response times.

JEFFREY STEWART

POTENTIALS OF HIGH SPEED RAIL

HIGHWAY CONGESTION

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

BULLET TRAINS FOR AMERICA

Currently there is only one high speed rail line in eastern United States between Washington DC and Boston referred to as the Northeast Corridor. Acela Express travels at 150 mph in a small stretch in Rhode Island, but averages about 67 mph. South of NYC it tops at speeds of 125 and average 77. There are 3 million riders a year using this existing high speed infrastructure. Barack Obama created a plan to invest in infrastructure throughout the United States. This plan is what spawned the New York State Rail Plan which initiated this research. Obama agrees that high speed rail is an essential tool for growing the countries economy and reconnecting cities to a global economy. The first step will be to improve current infrastructure to help make rail travel faster. The next step will be to identify high speed rail corridors and define strategies for building such infrastructure. Obama’s plan is to invest $8 billion and an extra $5 billion through 2014, $53 billion over the next 6 years. He has proposed 10 corridors in the US, which would cover 200-600 miles of track. Other routes in the US include: LA to San Diego NYC to Albany Philadelphia to Harrisburg 100 Mile Segment in Michigan A central “hub” in Chicago, connecting the east and the mid west.

JEFFREY STEWART

POTENTIALS OF HIGH SPEED RAIL

PROPOSED RAIL LINES IN THE UNITED STATES

KEY HIGH SPEED RAIL CORRIDOR NORTHEAST CORRIDOR OTHER PASSENGER RAIL ROUTES

[FIGURE 3.1]

Map showing the current plan for high speed rail in the United States. Provided by www.whitehouse.gov, “A Vision for High Speed Rail, April 16, 2009” - Barack Obama

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

HISTORY OF RAILROAD STATIONS

HISTORY OF RAILROAD STATIONS TO BETTER UNDERSTAND ITS POTENTIAL

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

HISTORY OF THE RAILROAD: AMERICA VS. EUROPE

To better understand how to design a transportation center, it is important to study the history of railroad stations and how they have changed over time. This study will examine how the scale of the station has changed, and how the station became a central node for the city it served. The first area of research is the drastic difference between European rail travel and United States rail travel. The difference between these two systems of infrastructure explain why America is still far behind Europe in rail travel today.

AMERICA

EUROPE

The fist rail station in America was in Baltimore, the Mont Clair station. The American station was typically designed after a salon, considering in most small towns, the saloon or hotel was the major departure point. Later stations began to develop shed and waiting rooms, but they remains small and simple. Even in 1870 most American stations was simple shelters or waiting rooms with a roof. It wasnâ&#x20AC;&#x2122;t until the late 19th century, into the early 20th century when America began to create stations that rivaled the great stations scattered throughout Europe.

The fist rail station in Europe was in London. The crown street Station is still a precedent for many stations in modern America. Railroading became a crucial mode of transportation in Europe and the station was seen as a major piece of architecture for the city. Although, in Europe there was separation between architecture and engineering in station design. As technology in Europe progressed, architects began creating massive head type stations with hotels, restaurant and other program. At the same time engineers were competing to see who could develop the largest span. This created many spectacular stations in Europe with massive spans and elaborate stations.

JEFFREY STEWART

HISTORY OF RAILROAD STATIONS

AMERICAN RAILROAD

EUROPEAN RAILROAD

1830 1830

1850

1868

Liverpool, crown street station, 1830

Mont Clair Station, Baltimore, 1830

1849

Gare de lâ&#x20AC;&#x2122;Est, Paris, 1849

Cumberland national highway tollhouse with shed

Strafford Connecticut, 1868

THESIS FALL 2012

1870

St. Pancras station, London, 1870

RECONNECTING THE RUST BELT CITY

RAILROAD STATION TYPOLOGIES

STATION TYPOLOGIES

- Cesar Daly, 1846

[During the first few decades of the station’s development, so many ingenious experiments were being conducted that the evolving station types elude read classification. Some stations bore in them the patterns for the great terminal of the future, others proved abortive. Cesar Daly, editor of the Revue Gen-erale de ‘l Architecture made the first attempt in 1846 to reduce to order the proliferating chaos of station types. He claimed there were only four, if stations were classified according to the arrangements for entering and leaving them: (1) head type, arrival and depart in a single building across the end of the tracks; (2) two sided or twin type, with arrival and departure handled on opposite sides of the tracks; “L” type (3), with arrival at the end of the tracks, and departure at one side or vis versa; (4) one-sided combination type, with arrival and departure on one side of the tracks.... a variation of the one-sided station was used for a time at intermediate stations on the Great Western Railway. It provided duplicate buildings for arrival and departure a short distance apart on the same side of the tracks. The purpose was to save passengers arriving or departing from either directions from having to cross the tracks (5).] - excerpt from “The Railroad Station, Carroll Meeks, pg.29-31)

JEFFREY STEWART

HISTORY OF RAILROAD STATIONS

STATION ARRANGEMENTS (1) Head Type

(2)Two Sided

head type with shed

two sided with shed

One sided combination

“T” plan, two sheds

two sided shed and station

one sided, no shed

(4) One Sided

(5)Switch Back

(3) “L Type”

two sided “U”

KEY Shed Station Arrival Departure head type with shed

two sided shed and station

One sided combination

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

RAILROAD STATION AS GATEWAY

RAILROAD STATION AS GATEWAY CONNECTING CITIES & GROWING ECONOMIES

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

STATION AS GATEWAY

“The architecture of a monumental building should express it’s purpose... Peristyle behind, semicircular doors and windows of very large dimensions intended to illuminate enormous vestibules to provide egress for crowds of travelers. What particularly characterizes the principle facade is a monumental clock, a great arch to relate to the train shed itself.” -Perdonnet

Station design in Europe became a key tool for advertising the city. Stations were seen as gateways into the city, and the stations had to represent the social and cultural characteristics of the city in which they inhabited. Throughout Europe the train station became a magnet for the city. It was the first and last thing any businessman saw when visiting a city, and considering European cities used trains as a major method of transportation, these buildings became very popular public spaces. In America this theme lagged behind. It wasn’t until the late 19th, early 20th century when Stations of this magnitude began to be constructed in America. Grand Central Station in New York City; Chicago Station, and Michigan Central Station in Detroit all became new gateways to the city. A majority of these stations included hotels and massive waiting room to hold the increasing amount of users each year. Because railroads at this time were a major mode of transportation, these stations were important architectural catalysts for future growth within a city. In between major cities, stations were placed in order to develop small or even new towns and connect the suburbs to the major city.

JEFFREY STEWART

RAILROAD STATION AS GATEWAY

Michigan Central Station, 1913

THESIS FALL 2012

Gare de l’Est, Paris, 1849. Meeks, F. 50

RECONNECTING THE RUST BELT CITY

RAILWAY AS GATEWAY â&#x20AC;&#x153;In addition to the straightforward functional program, each station also had a more subtle aesthetic aspect. In every city, town, or village along the route the station presented the physical image of a great corporation, and at every stop the station also served as the symbolic entry or gateway to the adjacent city, town or village.â&#x20AC;? -Ochsner

PROXIMITY MODES OF TRANSPORT

RAILWAY

GATEWAY

The closer a station is to the city, the better it becomes a focal point and catalyst for the city

SCALE

What is most interesting about transportation infrastructure in rust belt cities is the use of railways. These railways acted as an artery connecting each city to a larger network of infrastructure. The railways stations that resulted became a central area of the city. Unlike the canal locks, or harbors, the train station was once an icon of the city acting as a gateway for people moving to and from the business centers. Detroit for example had a central station located just outside central city, which a major road connecting the two. Buffalo also had a major train station located just outside central city, that became a major stop for any rail line carrying goods through the Northeast. The proximity these station had to the city made them a very important icon. Although not all stations were built so large. There were many different scales of stations, each one still acting as a gateway and icon of the nearby city or town. A series of smaller station built between Boston and Albany is a great example. Many designed by H. H. Richardson, these stations were much simpler than that of Detroit or Buffalo, but still had the same qualities at different scales. Most of these stations are now vacant due to the thriving auto industry, decreasing the need for rail commuter transportation.

JEFFREY STEWART

FARTHER

PROXIMITY VS. GATEWAY

CLOSER

PROXIMITY OF STATION TO CITY

RAILROAD STATION AS GATEWAY

[FIGURE 5.3]

LESS LIKELY

MORE LIKELY

ABILITY FOR STATION TO BECOMING GATEWAY

[FIGURE 5.3] Michigan Central Station, 2009. Abandoned due to industry decline in the Rust Belt. The station use to be a focal point of the city, now it is a relic

Map showing the proximity of Michigan Central Station to the center city of Detroit. The station became a gateway to the city due to its close proximity. The station may not have been so successful if it were located farther from a city like airports are today.

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

BOSTON-ALBANY RAILROAD- Jeffrey Karl Ochsner

“Together the 32 new passenger stations represent a legacy which not only affected the Boston & Albany Railroad, but also influenced station design throughout the United States.” “Nationally, the post-Civil War period was marked by growing separation of business and residence made feasible by the construction of commuter lines between burgeoning urban centers and new outlying suburbs.”

FLAG STOPS RAILWAY

GATEWAY

SCALES

COMMUTER STATIONS MAINLINE STATIONS

A series of stations were designed between Boston and Albany between 1881 and 1894. These stations were designed at different scales depending on the frequency of use. Regardless of scale, these stations served as a gateway to the suburb nearby. H.H. Richardson and others designed a station typology that would be easily distributed along the railway.

JEFFREY STEWART

RAILROAD STATION AS GATEWAY

Station Typology - Image of the community

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

BOSTON-ALBANY RAILROAD-

URBAN ICON AT DIFFERENT SCALES

“The design problem was twofold: the similarity of essential functions among all stations, as well as the identity of the B&A, demanded that the design incorporate elements of continuity, while each town or village would desire its own identity as expressed in elements of individual design.” -Ochsner

A flag stop was typically a small shelter, with no additional program

flag stop 48

The roof became a noticeable feature in commuter stations The waiting room is bigger, typically included ticket offices and bathrooms Covered waiting area outside

commuter station JEFFREY STEWART

RAILROAD STATION AS GATEWAY

“When it is remembered that first impressions are the most powerful and most lasting, it will be easy to realize how highly important to a suburb is the appearance of the railroad station which is generally the entrance to the village.” -Robert H. Van Court

“corporate image” Roof: the bigger the station, the more emphasis on the roof, creating a icon for the suburb.

The waiting room is much larger in scale, sometimes a hotel would be on the second floor The main entry acted as a gateway into the town or suburb. The larger to town or city, the more grand the entry would be

Side isles created space for additional program such as baggage claim and/or restaurant

gfield Sprin on Stati

mainline station THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

ARCHITECTURAL FORM AS CORPORATE LOGO “The basic floor plan of combination stations lent itself to easy replication. Even in the formative years of railroading, standardized depots became commonplace. Low in cost, convenient to erect, and easily expandable, such buildings were smoothly turned into visible corporate symbols.” - Charles Bohi & Roger Grant “Today the railroad is often a backwater on the wrong side of town. In the nineteenth century it was the hub of the community, the link to the great world - the wretched roads were blocked by snow and mud for months, good highways came only after the automobile. Railroading was the nineteenth century’s primary industry. It offered the finest careers to ambitious men, the most jobs to skilled workers. The Victorian depot was a place of glamour and excitement and designed to look the part.” - John Maass

RAILWAY

GATEWAY

CORPORATE LOGO

In today’s competitive economy, many companies have began franchises in order to expand. What is becoming more popular is to use architectural form as a way of advertisement. Fast food chains and franchise restaurants are commonly using this technique. These buildings become trademarks and are recognizable in every city they are placed. The railroad may be the original typology that used corporate logos as a way to expand business. Considering the railroad station was the gateway to the community, the major business in each town would buy the rights to the station , and use it as advertisement.

JEFFREY STEWART

RAILROAD STATION AS GATEWAY

Wabash Railroad Company corporate design - 1905

“CARBON COPY ARCHITECTURE” gable dormer over observation bay

gable roof turned brackets under eaves

fish scale siding contrasting vertical siding

signage

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

BRANDING A CITY

BRANDING A CITY CULTURAL IDENTITY AS LOGO

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

CITY BRANDING

railway

corporate logo

city branding

Using corporate branding strategies on an urban scale can begin to revitalize rust belt cities. Similarly to the way a corporation advertises to a specific market, and clientele, these depleting rust belt cities must develop an image which will attract new people, and create a social and cultural experience that will begin to act as a catalyst for change. There are many different strategies of how to brand a city. Typically new building designs aim to enhance the image of the city without knowing exactly what that image is. In order to use design as a mechanism for development, there are certain techniques that should be used:

Existing qualities of a city = sustainable image By looking at the unique aspects of a city, a new design can begin to use these qualities to create and experience, or an image.

building images = image building 54

JEFFREY STEWART

BRANDING A CITY The Netherlands is a great example of a country in Europe which has many historic qualities, but is beginning to shift to more industrial high tech cities. Rotterdam is trying to become the manhattan of the Netherlands, building sky scrapers and transforming the skyline of what once was just a major port city. Eindhoven has a similar goal, although at a much smaller scale. The fact that these cities are trying to expand at different scales, should mean there are different techniques involved in how they brand the city. Unfortunately Rotterdam is not responding to the cultural difference the city possesses. Instead they are expanding just to expand, and be relevant in the global economy, but what they are really doing, is creating what Rem Koolhaas calls “blankness” in the cities image.

memories

physical reality Image

desires

prejudices

Operating at different scales, means different goals:

Rotterdam = “Manhattan on the Maas” Eindhoven = “Rotterdam on the dommel” THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

CITY AS BRAND “Orchestrating a unique experience”: wanted condition: individuality choice diversity distinguishing features

current condition: monotony predictability

Process: 1. Analysis dominant image of city 2. Examine potentials 3. Deepen the image Current global cities are losing their ability to differentiate themselves. One strategy a depressed city might do is to exploit emotions and bind a specific group of people to the city. “The city needs a soul.” People with specific talents go where their talents are needed. This creates urban renewal by bringing new people to a specific area, ultimately creating a common culture of self expression within that city. By harvesting individuality, a city can grow into a unique environment what will attract new people and create an experience. Las Vegas is a great example of a city which grew because of a certain image relating to leisure.

JEFFREY STEWART

BRANDING A CITY

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

CASE STUDY: SHOPPING MALL IN WEST GARDEN CITY - BERCI FLORIAN Shopping Mall: In order for a shopping mall to be successful, it needs to cater towards a certain type of consumer, and by definition the consumer will be drawn towards that shopping mall. The shopping area must create a culture of their own by taping into existing cultures and branding an identity.

West Garden Cities Shopping Mall: The west garden cities of Amsterdam is considered an area not marked by big budgets, but rather people who mainly live by modest spending. Building a shopping mall in the city would be unsuccessful because the people of this city will not typically spend a day shopping, but if they are in a social space, that happens to have shopping around it, they might spend a little money on a few products due to proximity to shopping area.

â&#x20AC;&#x153;Certainly in a community that is largely characterized by limited purchasing power, there is a considerable need for meeting places and public spaces that inspire and captivate without immediately appealing to them as consumers. The beating heart of the west garden cities should therefore not be just a shopping heart, but also a pleasant meeting place for people without the wish to make purchases.â&#x20AC;? -Berci Florian 58

JEFFREY STEWART

BRANDING A CITY

public space meeting place, social interaction

SHOPPING ZONE

COMFORT ZONE

SHOPPING ZONE

West Garden Cities “shopping mall” diagram scheme

COMFORT ZONE SHOPPING ZONE

THESIS FALL 2012

consumer

Identify with area

Appeal & identity

shops scale interaction

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

RECONNECTING THE RUST BELT

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

IMAGE OF THE “RUST BELT” CITY

american industry

rust belt city

urban identity

Most cities in the United States on the shores of lake Eire and Lake Ontario were the manufacturing heartland of America. During the Industrial age These cities thrived off of iron ore and coal, creating steel manufacturing plants and other major distribution centers. Most of the cities on lake Ontario had industry relating to grains and flour. Cities like Buffalo and Rochester used the intersection of Lake Ontario and Lake Eire as a major port, becoming the “gateway to the west.” Cities on the southern shores of lake Erie such as Cleveland grew because of the manufacturing of metal products, most commonly steel manufacturing. Cities to the west such as Detroit and Flint grew due to the growing automotive industry, including the home base for major companies like Ford and General Motors. All of these cities had a certain identity unique to the region due particular manufacturing that the cities economy thrived on. The end of world war two, and the increase in manufacturing moving to China, caused these cities to lose business and their economy fell. The term “Rust Belt” is a nickname for this region due to the failing industries and decreasing economy in each of these cities. Because all of the jobs have left, The population in these cities have decrease since the 70’s and 80’s. Most recently, The 2009 census shows that the rust belt is at the top of the charts in population decrease.

JEFFREY STEWART

RECONNECTING THE RUST BELT Buffalo, NY

Grain City

Pittsburgh, PA

Steel City

Detroit, MI

Motor City

Cleveland, OH

Oil City

[Figure 9.01] Buffalo’s image was created by the intersection of Lake Erie and the Erie canal. Grain elevators lined the connection point between these two waterways. Buffalo became a major stop for grain distribution.

[Figure 9.02] [fig 02]Pittsburgh was know as the “steel city” due to the coal resources and Andrew Carnegie Pittsburgh steel mills. During World War 2 the city produced nearly 100 million tons of steel.

[Figure 9.03] Detroit is well know for the automotive industry which drove much of the cities economy in the mid 20th century. Detroit became the home for major auto manufactures such as Ford, General Motors and Chrysler.

[Figure 9.04] Cleveland thrived due to the coal and iron ore deposits. John D Rockefeller’s Standard oil company became a major economic force. The city also benefited from Steel manufacturing

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

THE “RUST BELT” IDENTITY

Each city in the rust belt has its own distinct identity. During the industrial age of America the cities of the “rust belt” had a common identity of being an industrial city, with each city typically falling into regions that developed their industry around specific manufacturing or exporting. Cities in the west of the Rust typically dealt with automotive manufacturing. Cities south of lake Erie focused on metals and cities to the east like Buffalo were major ports for grain and flour distribution. This abundance of industry brought a lot of people to the rust belt. Jobs at manufacturing plants were passed down with in families, and they become generational work places. Now that the industrial age has passed, the “rust belt city” is no longer revolving around manufacturing. This means that these cities need a new identity to attract new people.

WHAT IS THE RUST BELT’S NEW IDENTITY? reconnecting and applying branding strategies to these new cities will identify a particular aspect which can be exploited as a way to bring people back to these cities. Each city in the rust belt has it’s own unique identity, they just haven't been utilized in a productive way. Similar to the Silicone valley, these rust belt cities need to express their uniqueness, and develop a brand in which the architecture can respond to. This will begin to attract a specific type of person, and become a catalysts for change.

WHICH CITY SHOULD BE TESTED? 64

JEFFREY STEWART

RECONNECTING THE RUST BELT

RUST BELT CITY INDUSTRIAL IDENTITIES

LAKE ONTARIO

AN RIE C

CANADA

ROCHESTER

BUFFALO

DETROIT

TOLEDO

ITE

LAKE ERIE

T STA

CLEVELAND

PITTSBURGH

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

BUFFALO - A THRESHOLD FOR TRANSPORTATION

RECONNECTING AN ALL AMERICA CITY BUFFALO, NEW YORK

Of all the rust belt cities needing a new identity, Buffalo presents the most attractive testing grounds. Buffalo is the threshold of many different types of transportation. During the industrial era, Buffalo's waterfront was a key port for grain milling and transportation. Today Buffalo has lost its identity as a major port city, and now has other economic importance to the region. Buffalo is also the end of the proposed high speed rail line, and the addition of a major transportation hub is needed. Buffaloâ&#x20AC;&#x2122;s location is also a gateway between the United States and Canada, connecting major Canadian cities like Toronto to New York and Chicago. In order to reconnect the city, latent values and economic drivers of buffalo must be identified. Once these are identified, a design can respond to help become a catalyst for growth.

JEFFREY STEWART

RECONNECTING THE RUST BELT

TRANSPORTATION THRESHOLD

TORONTO

ROCHESTER ERIE CANAL

RUWAY

I-90 TH

RIN

IG FRE

IL LIN

ED RA

SPE HIGH

BUFFALO

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

RECONNECTING BUFFALO

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

UNDERSTANDING BUFFALO

Now that the city of buffalo has been chosen as a the testing grounds, it is important to identify a site which can begin to create new connections between the city and the unique districts. Buffaloâ&#x20AC;&#x2122;s road grid is based off of a radial grid system, running perpendicular to a rectilinear grid system. This creates many different ways of connecting the downtown area to the northern neighborhoods. Due to this radial city grid, Buffalo has distinct paths in which most of the commercial and business is located within. Outside of those strips, there are thousands of single to multi family houses. Southwest Buffalo along the waterfront is where the port, and most of the industrial parks are located. Due to the lack of industry, most of this property remains either vacant, abandoned. It is important to understand the parcel land use of buffalo because it helps to identify struggling areas of the city, but it also allows one to understand how to better connect these vacant and unused areas back to the areas of the city with better economies.

JEFFREY STEWART

RECONNECTING BUFFALO

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

IDENTIFYING DISTRICTS TO CONNECT

identify unique traits

identify neighborhoods

NEW IDENTITY

identify potential for growth

The main strategy of city branding is to identify something unique abut a city, that is not inherently known by outsiders. By exploiting this uniqueness, it will attract people of a certain background or profession, creating a catalyst for change. The city of Buffalo has 33 individual neighborhoods, each with itâ&#x20AC;&#x2122;s own unique identity. But which neighborhoods bring the most economic value to Buffalo? Which neighborhoods have the potential to grow and become economic magnets?

JEFFREY STEWART

RECONNECTING BUFFALO

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

UNIQUE DISTRICTS AND THEIR CONNECTIONS

Hospital Hill

met ro

To Canada

train Attractive Site Location

To Buffalo Airport

In order for this new building to become a gateway to the city of buffalo, it must be located as close to downtown as possible. This will immediately disperse newcomers to the economy of the city downtown. One key aspect to buffalo is the existing metro line which runs along Main Street and connects the waterfront to the northern neighborhoods of the city. Identifying a site near this intersection of the metro line and the railroad is important. This will help create this connection between the northern districts and downtown. People traveling from both the Buffalo airport ad Canada can easily transfer from the rail line to the metro and be connected to anywhere north of downtown. The proposed site is located at the intersection of transportation, and will take over land just south of this intersection, helping to revitalize the waterfront and using vacant land.

JEFFREY STEWART

RECONNECTING BUFFALO

ALLENTOWN

HOSPITAL HILL

POLONIA DOWNTOWN

PROPOSED SITE

AMTRAK METRO THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

EXISTING AMTRAK STATION The current Amtrak station for downtown Buffalo is located not far from the proposed site. The station is a small building, only open during the day, with little to accommodations for waiting passengers. There is no defined connections to the city center, only a bus which stops during scheduled hours. There is no taxi rink, no hotel, not even a place to sit after the station is closed for the day. That means that passengers in trains arriving after 4:00 pm are required to stand outside of the station, no matter what the season. This station is by no means suitable for the city, nor is it capable of managing increased passenger numbers that will likely occur with the addition of high speed rail. This station must be replaced, and relocated closer to downtown and other connection points. The proposed site is a few blocks away, but provides access to downtown amenities and the metro.

existing station 76

view toward the city JEFFREY STEWART

operating hours

RECONNECTING BUFFALO

Amtr

ak Lin

Amtra

Excha

k Stat

nge S

treet

ion

Statio

Amtr

ak Lin

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

IDENTIFYING AN APPROPRIATE SITE Proposed Site: The existing site for the â&#x20AC;&#x153;Canal Side Projectâ&#x20AC;? Developed by the Erie Canal Harbor Development Corporation

There are a number of parking lots and vacant property around the Erie Canal harbor. In fact there is development project taking place on some of that property. The Erie Canal Harbor Development Corporation has been developing a master plan to reconstruct a large portion of the canal side. A potential site for a transportation hub would need to be adjacent the tracks, preferably at the intersection of the tracks and the metro. Therefore the perfect site for an intervention is on the northern tip of the existing Canal Side master plan.

JEFFREY STEWART

RECONNECTING BUFFALO

SITE

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

NEARBY ATTRACTIONS AND ECONOMIC DRIVERS

The site is located in the footprint of the old Buffalo Auditorium. Therefor the site has been named the â&#x20AC;&#x153;Aud Blockâ&#x20AC;? by the Erie Canal Harbor Development Corporation and city planners. The Aud Block is directly southwest of the overlapping interstate, Metro line and Amtrak railroad. There are major sports and civic centers within a block or two of the site. During game night people come from the suburbs and take the metro downtown from the north. There are many other amenities nearby, although most are located closer to the city center downtown and are not close enough to the site during winter seasons. This brings up an interesting design potential of the site. How does the site begin to connect to downtown during the winter months. Due to high winds and lower temperatures associated with the waterfront, this area of the city has the risk of less use during almost half of the year. The Donovan Block directly east of the site has a building scheduled for demolition. With this the Site could expand over the metro and occupy that site. It could potentially be the location of a medical clinic, or some type of program that relates to Hospital Hill.

JEFFREY STEWART

RECONNECTING BUFFALO

FIRST NIAGARA CENTER, SOUTHEAST OF SITE

DONOVAN BLOCK, IN PROCESS OF DEMOLITION

MARINE DRIVE APARTMENTS, WEST OF SITE

CANAL WATERFRONT, SOUTH OF SITE

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY am gh Bin

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Sene

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Coca Cola Field

Wash in

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Marine Drive Apartments

ange

Exchange Street Station

SITE

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Scott

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Erie Canal Harbor

Perry

OUR H . K NO X III P LAZ

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200’

400’

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JEFFREY STEWART

ippi

ore

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Baltim

800’

Colu

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First Niagara Center

Proposed Site Occupied Bldgs Entertainment Residential Train Station

Illinois

ADJACENT PROGRAM

Line

RECONNECTING BUFFALO am gh Bin

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OUR H . K NO X

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800’

THESIS FALL 2012

ippi

Mississ

Illinois

Perry

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S E YM

200’

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NEARBY AMENITIES Bars Business Cafe Food Grocery Gym Living Metro Parking Shopping Sports Train

Llo

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Erie Canal Harbor

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Colu

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Exchange Street Station

RECONNECTING THE RUST BELT CITY

fro ke La

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Amtrak

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Special Events Station

0’

200’

400’

800’

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JEFFREY STEWART

mbia

Illinois

Proposed Site Occupied Bldgs Railroad Metro Stations Elevated Skyway

Mississ

NEARBY TRANSPORTATION

ippi

Perry

Colu

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S E YM

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OUR H . K NO X III P LAZ A

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RECONNECTING BUFFALO Bin gh am

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Line

Perry

400’

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THESIS FALL 2012

ore

mbia

800’

Colu

200’

Baltim

0’

Mississ

Illinois

Proposed Site Occupied Bldgs Parking Lots

ippi

Nearby Parking

RECONNECTING THE RUST BELT CITY

The site is located just south of the interstate highway. The interstate is elevated above the roadway and creates some tricky spaces for program underneath. What is also interesting is that the railroad track is tunneled underneath the streets. This presents an interesting sectional relationship between these different modes of transportation. The space under the interstate is mainly used for parking lots.

JEFFREY STEWART

RECONNECTING BUFFALO

To the east of the site is the current metro rail. This station bring hundreds of people downtown for games at the First Niagara Center; and the baseball stadium nearby also draws a lot of people. The waterfront is adjacent to the First Niagara Center which also draws people down to this area.

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY View from west edge of site

JEFFREY STEWART

RECONNECTING BUFFALO

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

CANAL SIDE PROJECT

The Canal Side Project is managed under the Erie Canal Harbor Development Corporation. The Erie Canal Harbor Project set out to revitalize the waterfront of buffalo, specifically the area between the Marine Drive Apartments and the First Niagara Center. The main initiative is to bring back historic landmarks Such as the old canal walls and foundations from boutique hotels that use to exist on the canal side. In addition to bringing back the old canal, new buildings and restaurants are planned to be scattered on the site. According to the 2009 Draft Generic Environmental Impact Statement the following are key features of the new master plan for the site. As far as the potential site for the transportation hub, the Aud Block will be used. The canal side project plans to place a Bass Pro shop, or some sort of retail to attract commerce down to the waterfront. The Donovan Block will also be used for additional program.

Canal Side Project Initiatives: • A Bass Pro store and associated support facilities; • A place providing opportunities for smaller retail and entertainment establishments to locate in a shared setting; • Additional interpretive elements celebrating the Erie Canal and the historic features that once crossed the Project Area (e.g., Prime Slip, Erie Canal, Hamburg Canal); • A variety of mixed-use structures accommodating residential, hotel, and retail developments to help facilitate the creation of a new vibrant downtown neighborhood at the Erie Canal Harbor area; and • Various water features and other public amenities.

JEFFREY STEWART

RECONNECTING BUFFALO Bin gh am

nt fro ke La

Erie

Sene

Pe rry

Coca Cola Field

Wash in

on es ilk

gton

d blv

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Marine Drive Apartments

ange

SITE er ci al

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Amtrak

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Scott

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OUR H . K NO X III P LAZ

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Line

Perry

200’

400’

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THESIS FALL 2012

ippi

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800’

Colu mbia

0’

Mississ

First Niagara Center

Proposed Site Occupied Bldgs New Buildings Parks Canal Walkway

Illinois

CANALSIDE PROJECT PROPOSAL

RECONNECTING THE RUST BELT CITY

EXPAND THE SITE TO RECONNECT

The highway and the HSBC tower create a barrier between the waterfront and downtown.

DOWNTOWN

PROPOSED SITE

WATERFRONT 92

JEFFREY STEWART

RECONNECTING BUFFALO Additional site added north of the highway at an existing exit ramp lot.

PARKING LOT & EXIT RAMP

AUD BLOCK

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY View looking at obstructions between downtown and the waterfront

JEFFREY STEWART

RECONNECTING BUFFALO

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART

NETWORK OF CONNECTIONS

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

INDUSTRIAL HISTORY OF BUFFALO

RADIAL STREET GRID The first settlers in Buffalo were the french in the mid 18th century. In 1763 the British took control of the region and the dutch purchased the land and in 1804. Joseph Ellicott designed the radial street grid, and in 1808 the town of Buffalo was formed.

OLMSTED PARK SYSTEM Americaâ&#x20AC;&#x2122;s oldest coordinated system of public parks was designed by Frederick Law Olmsted and Calvert Vaux in 1869. The goals of the Olmsted park system was to create a series of parks with open lawns and small lakes, connected by parkways and green corridors. These parks attracted the wealthier businessmen, which in turn scattered the wealth throughout the city.

JEFFREY STEWART

NETWORK OF CONNECTIONS

ERIE CANAL

GRAIN ELEVATORS

The Erie canal was finished in 1825, completing the waterway starting in New York City. This changed Buffalo from a town into a city. The population grew and Buffalo became a major shipping port for grain distribution. The waterfront of Buffalo became a thriving area for business and industry. Eventually grain distribution left the city and most of the canals along the harbor were filled in to make room for expanding the city.

The worlds first steam powered grain elevator was built by Joseph Dart in 1843 on the shores of the Erie Canal in Buffalo. This spawned the emergence of dozens of grain elevators throughout the mid 19th century. Buffalo became a major port for grain distribution and a gateway to the great lakes shipping industry. The economic boost Buffalo saw in the late 19th century turned Buffalo into one of the largest cities in the country.

BUFFALO CENTRAL TERMINAL

SKYWAY & METRO

In 1925 Buffalo Central Terminal began to take shape, and in 1929 the terminal was completed. Throughout the mid 20th century this was the major threshold for travelers visiting Buffalo. The problem with this station is the location outside of the city center. In order to get downtown, you have to take a taxi or bus. It did however begin to create smaller neighborhoods of immigrants like the Palonia district.

In the mid to late 20th century both the skyway and metro rail were constructed in Buffalo. This system became a vital source for connecting Buffalo to the surrounding towns and neighborhoods. The problem with the highway is that it cuts off downtown from the waterfront. The metro rail is a major mode of transportation for people in the suburbs of Buffalo traveling downtown for sporting events and entertainment.

THESIS FALL 2012

RECONNECTING THE RUST BELT CITY

NETWORK OF CONNECTIONS

There is a long history of infrastructure in Buffalo and establishing connections to these systems of infrastructure is extremely important for creating a new identity. What is the new layer of infrastructure for Buffalo in the 21st century that can rebrand the city? The site near the harbor is located in a very important pivot point in the city, which allow multiple avenues for connecting to the city. The site has the potential to connect travelers to downtown, and the spaces which draw the most economic forces. This site has the potential to connect to a long tradition of buffalo parks, canals, and civic spaces. By identifying these spaces and providing way for the site to become a part of those systems, the transportation center can immediately become pivot point and central node of the city. The site has a lot of challenges, due to itâ&#x20AC;&#x2122;s location in the city. It is split by the highway, which cuts off the waterfront from downtown. Designing a way to break the boundary is important in order to provide safe and easily accessible ways to reach the waterfront. It is also important to design individual connects to the several systems of infrastructure without creating atomized spaces which have no relationship to one another.

100

JEFFREY STEWART

NETWORK OF CONNECTIONS

SITE

KEY CIVIC BUILDINGS PARKS AND SQUARES RETAIL AND DINNING AUTOMOTIVE SYSTEMS RAILWAY SYSTEMS

THESIS FALL 2012

101

RECONNECTING THE RUST BELT CITY

ATOMIZED CONNECTORS CIVIC BUILDINGS

The transportation center has the ability to become part of a network of civic buildings within the city. Most of the major civic spaces are located downtown. The unique condition of the site creates a space which is closer to the waterfront, allowing the civic space to once again become a threshold between the waterfront and downtown. On any game night people from the suburbs travel downtown to get to the HSBC Arena and Coca Cola Fields. The convention center and conference hall is located in the heart of downtown, but far away from the existing train station. CONVENTION CENTER

CONFERENCE CENTER

CITY HALL

SITE

HOCKEY ARENA

102

BASEBALL STADIUM

JEFFREY STEWART

NETWORK OF CONNECTIONS SYSTEM OF PARKS

The site is along the green corridor that Frederick law Olmsted design in his system of parks. Although there is no Olmsted parks nearby, there are a series of small pocket parks and public squares around downtown to offer an escape from the city. These parks and public squares are also used for entertainment, festivals and leisure activities all throughout the year.

LAFAYETTE SQUARE

NIAGARA SQUARE

LIBERTY SQUARE

SITE

THESIS FALL 2012

103

RECONNECTING THE RUST BELT CITY

ATOMIZED CONNECTORS (CONTINUED)

PUBLIC RAILWAY TRANSPORTATION SYSTEMS

EXIST

ING

METR

O LIN E

Buffalo's history has a long tradition of railway infrastructure. Most of the original railways have been removed and filled in. In the late 20th century a new metro rail was added to the city which connects the waterfront to the northern suburbs. During game nights and other major events, commuters will park at the University Place metro stop and travel downtown. Buffalo central terminal is no longer in use, there is now a major train station by the airport, which brings people to the city. There is a small station east of downtown which is not sufficient for high speed rail and is located to far from the downtown.

BUFFALO METRO SYSTEM

EXISTING TRAIN STATION

SITE

SITE EXIST

ING

104

RAILR

OAD

JEFFREY STEWART

TRAC

NETWORK OF CONNECTIONS AUTOMOTIVE TRANSPORTATION SYSTEMS

There are a few different highways that circle and flow through downtown Buffalo. Interstate 190 moves from the southeast through downtown and up the western shore and continues to Niagara Falls. There is also a skyway that moves over the Erie canal and services suburbs to the south. There are numerous exits off of these highways which take up space in the city. There is also a transportation center that services city and regional buses. There are no clear connections from that station to public transportation. The city has no main hub for transportation, it is all scattered throughout the city.

TRANSPORTATION CENTER

SKYWAY AND INTERSTATE

SITE

THESIS FALL 2012

105

RECONNECTING THE RUST BELT CITY

ATOMIZED CONNECTORS (CONTINUED)

SHOPPING AND ENTERTAINMENT

Downtown Buffalo has many areas for entertainment and nightlife activities. Most of the restaurants and bars are located farther north of downtown, but there are a few very popular spots located near the waterfront. There is also a strip of retail along the metro line which provides commerce to the people living downtown.

MAIN PLACE MALL

PEARL STREET BREWERY

SITE

106

JEFFREY STEWART

NETWORK OF CONNECTIONS THE WATERFRONT AND A SYSTEM OF CANALS

The Erie Canal and the Buffalo harbor are the reason for buffaloâ&#x20AC;&#x2122;s early industrial success. Since the early 20th century most of the smaller canals have been filled in and replace by buildings. The grain elevators along the Erie canal is evidence of this history. The canal is now used mainly for boating activities and provides the city with a space to hold festivals and events. There are a series of historic landmarks along the waterfront that are now becoming parks and recreational areas. BOARDWALK

SITE

SITE ERIE CANAL

BOARDWALK

THESIS FALL 2012

107

RECONNECTING THE RUST BELT CITY

108

JEFFREY STEWART

PROGRAM STRATEGY

THESIS FALL 2012

109

RECONNECTING THE RUST BELT CITY

BUFFALO STATION RIDERSHIP

In order to begin to understand the scale of this new transportation center, it is important to study the ridership data in Buffalo to figure out how many people can be expected to travel through the station everyday. After analyzing the data it is clear there has been a large increase in rail travelers moving through Buffalo in the past few years. By extracting this percentage of increase and projecting it overtime, it can be understood that there is the potential for this station to be used by hundreds of people every day. When added to that total is the averages usage for Metro rail, and bus services, this station could be used by thousands of people on any given day. This means the new transportation center has to be equipped with large waiting rooms and spaces for people to relax while waiting. There also must be additional services included such as retail and dinning. It is also important to understand how people move through a station, and how the flows can begin to shape the circulation system. Designing a system of circulation that makes it easy for travelers to quickly move from one mode of transportation to another can help create an efficient and effective station. It is also important to design ways for people from the suburbs to quickly access and enter the transportation center without having to move around a large building. This means having multiple entrances and maximum transparency so that travelers know where they need to go and how to get there.

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JEFFREY STEWART

PROGRAM STRATEGY

RIDERSHIP PROJECTIONS YEAR

PPY

PPD

% CHANGE

2003 2004 2005 2006 2007 2008 2009 2010 2011

17,731 16,754 15,132 17,342 16,391 --30,171 34,392

48.6 45.9 41.5 47.5 44.9 --82.7 94.2

--5.5 -9.7 +14.6 -5.48 --+84.1 +14.0

PROJECTION

@ 14% ANNUAL INCREASE BY 2025 = 215,358 PEOPLE PER YEAR 590 PEOPLE PER DAY

2020

111,850

306

@14% INCREASE

2025

215,358

590

@14% INCREASE

AMTRAK PROJECTION

AIMS TO HAVE A 160% INCREASE FROM 2006 TO 2015.

2006

17,342

47.5

---

@ 7% ANNUAL INCREASE BY 2025=

2015

45,000

123

+160 (7% INCREASE FROM 2011)

88,522 PEOPLE PER YEAR

2020

63,115

173

@7% INCREASE

243 PEOPLE PER DAY

2025

88,522

243

@7% INCREASE

THESIS FALL 2012

111

RECONNECTING THE RUST BELT CITY

STATION ZONES

ARRIVAL BUS

MECHANICAL

CAR CYCLE

WAITING

ENTRY/EXIT ZONE

VENDING

INFO

METRO TAXI

TICKET SALES

TRAVEL INFO

STAFF WAITING

DEPARTURE

DEPARTURE TOILETS

FACILITIES ZONE RETAIL

LOCKERS

FOOD CUSTOMER SERVICE

112

PLATFORM ZONE

JEFFREY STEWART

TRAVEL INFO

PROGRAM STRATEGY

DEPARTURE CIRCULATION FLOW

ENTRY

TRAVEL INFO

TICKET SALES

TRAVEL INFO

TICKET SALES

AMENITIES

BATHROOM

WAITING

TICKET CHECK

PLATFORM

OR TICKET CHECK

PLATFORM

ARRIVAL CIRCULATION FLOW ARRIVE

EXIT

BUS, TAXI, PARKING, CYCLE, PICK UP

OR AMENITIES

BATHROOM

WAITING

EXIT

OR TRANSFER TO METRO

THESIS FALL 2012

113

RECONNECTING THE RUST BELT CITY

SITE CHALLENGES A major challenge for this project is how to design a transportation center which can also become a civic space for leisure and entertainment. This is important because the site is split by two highways, causing there to be two individual spaces with no connection between them. The northern downtown site is closer to the entertainment district, whereas the southern site near the canals is closer to festival grounds and leisure activities. How these two spaces can be reconnected through the transportation center is an important design goal.

existing conditions model

114

JEFFREY STEWART

PROGRAM STRATEGY

SITE FOOTPRINT

PARKING LOT 85,000 SF

TOTAL SIZE: 316,000 SF

STREET 47,000 SF

UNDER HIGHWAY 67,000 SF

AUD BLOCK 117,000 SF

THESIS FALL 2012

115

RECONNECTING THE RUST BELT CITY

ENTRY PROXIMITY

The entrance to the project must face downtown. This is important because it allows this facade to become a new gateway to the city. DOWNTOWN ENTRY

CIR C U L A TI O

N TRAIN / METRO STATION

116

JEFFREY STEWART

INTERSECTION OF RAILWAYS

PROGRAM STRATEGY

SITE OBSTRUCTIONS

The highway creates a barrier between the waterfront and downtown. The HSBC tower will obstruct pedestrians from getting to the stadium. DOWNTOWN STADIUM

WATERFRONT ARENA

THESIS FALL 2012

117

RECONNECTING THE RUST BELT CITY

PROGRAM DISTRIBUTION

The initial program strategy identified the intersection of high speed rail and the metro. This is a very important intersection that must remain in the final design. The train station is located next to the existing tunnel under the highway. The Bus terminal is located on the northern site, creating a separation between these two different modes of transportation. Linking these two forms is a pedestrian street which connects downtown to the waterfront. This space is public, and outside, it is an artery through the site which links all the programs of the transportation center. To the south of the site is a park next to the canal. In order to create a buffer zone between the train station and the park, a pavilion is added to create a civic space for the community to use for concerts and events. This pavilion begins to connect and become a part of the system of civic and entertainment buildings which surround the site. Linking the pavilion to the park is a boardwalk which can be used for festivals and/or concessions during concerts. Surrounding the transportation center are automotive loops and drop off zones which make it easy for people from the suburbs to have access to the different spaces quickly and efficiently.

118

JEFFREY STEWART

PROGRAM STRATEGY

ENTRY LOBBY 8,000sf sf

BUS TERMINAL 40,000sf

BOAR

VIEWING LAWN

DWA

TION

ILIO

O STA

PAV

- 15,0 00sf

TRAIN TERMINAL 60,000sf

METR

PEDE

STRIA N STR EET- 2

5,000

TAXI & BUS LOOP

CANAL PARK

WATERFRONT

THESIS FALL 2012

119

RECONNECTING THE RUST BELT CITY

PROGRAM ZONES The site is split by the highway into three zones: the downtown zone, transportation zone, and waterfront zone. Underneath the highway is the tunnel for the train which has no direct access and only contains one railroad track. In order to prepare for future increase in rail travel, a second track will be added. There is a long street which connects the transportation zone to downtown. This entry point is important to maintain as a gateway to the city. There is a significant slope in the site between downtown and the waterfront which will have to be accounted for in the design.

DOWNTOWN ZONE

TRANSPORTATION ZONE

380 FEET

JEFFREY STEWART

PARKING LOT

STREET

INTERSTATE HIGHWAY

ROADWAY

SKYWAY RAMP

TRAIN TUNNEL

PARK

CANAL

0 FT

-9 FT

-21 FT

120

650 FEET

PEARL ST BREWERY

WATERFRONT ZONE

PROGRAM STRATEGY

SECTIONAL STRATEGY WATERFRONT

DOWNTOWN CONCOURSE ZONE

TRANSITION ZONE

PARK ENTRY

STATION

ENTRY GATEWAY

ENVIRONMENTAL ISSUES WESTERN WIND OFF LAKE ERIE

SOUTHERN SUN DARK ZONE

SOUTH

STATION COVERED BY TUNNEL (NATURAL LIGHT IS NEEDED)

THESIS FALL 2012

NORTH 121

RECONNECTING THE RUST BELT CITY

122

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

TRANSPORTATION CENTER DESIGN RECONNECTING BUFFALO THROUGH A NEW TRANSPORTATION CENTER

THESIS FALL 2012

123

RECONNECTING THE RUST BELT CITY

PROGRAMMATIC ADJACENCIES 1. INSERT PEDESTRIAN STREET

2. LINK PROGRAM

A pedestrian street is introduced which acts as a conduit connecting downtown buffalo and the canal waterfront.

The transportation center is split allowing the pedestrian street to remain pubic while linking all of the transportation program.

124

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

3. INTERWEAVE CONNECTIONS

4. INTRODUCE PARK

A second circulation system connects pedestrians to nearby programs and amenities including major civic venues.

A park between the transportation center and the canal give travelers a place to wait, as well as view performances during warmer months.

THESIS FALL 2012

125

RECONNECTING THE RUST BELT CITY

PROGRAMMATIC ADJACENCIES (CONTINUED) 5. EXPAND CANAL

6. ADD BOARDWALK

The canal extends and becomes a space for water activities. It transitions to a space for ice skating and hockey in the winter.

In addition to expanding the canal, a boardwalk is added for summer festivals and a place for vendors during concerts.

126

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

SITE PLAN

B C

7. RECONNECT THE CITY

-17’

The transportation center is now a pivot point and central node for the city. It becomes a civic space through which a new identity of Buffalo emerges through the various connections to the city.

-10’

CAFE

BUS TERMINAL -10’

0’

RETAIL BUS WAITING (INSIDE) -19’

BUS SHED -19’ TAXI RING -19’

BUS WAITING (OUTSIDE)

WAITING AREA -19’

DROP OFF ZONE -19’

TERMINAL ENTRY / INTERIOR STREET SEASONAL RETAIL STALLS -19’

-36’

3 DROP OFF ZONE -19’

TRAIN TERMINAL

TICKETS (UNDER INTERIOR STREET

-36’

-51’

A DROP OFF ZONE -19’

OFFICES (UNDER TRAIN TERMINAL)

-31’

-19’

-47’

METRO STATION TRAIN PLATFORMS -47’

METRO WAITING (INSIDE)

-36’

-17’

PAVILION SEATS -33’

METRO WAITING (OUTSIDE) -51’

PAVILION STAGE

-19’

-31’

VIEWING LAWN

-31’

CANAL

VIEWING LAWN

CANAL PARK -34’

SITE PLAN 0

8’

16’

32’

SCALE: 1/16” = 1’-0”

THESIS FALL 2012

127

RECONNECTING THE RUST BELT CITY

ENLARGED PLAN - BUS STATION, RETAIL AND DOWNTOWN ENTRANCE -17’

-10’

CAFE

BUS TERMINAL -10’

RETAIL BUS WAITING (INSIDE) -19’

BUS SHED -19’ TAXI RING -19’

BUS WAITING (OUTSIDE)

WAITING AREA -19’

128

DROP OFF ZONE -19’

JEFFREY STEWART

TERMINAL ENTRY /

TRANSPORTATION CENTER DESIGN

ENLARGED PLAN - TRAIN & METRO STATION, PAVILION AND PARK ENTRANCE DROP OFF ZONE -19’

TERMINAL ENTRY / INTERIOR STREET SEASONAL RETAIL STALLS -19’

-36’

3 DROP OFF ZONE -19’ 0’

TRAIN TERMINAL

TICKETS (UNDER INTERIOR STREET

-36’

-51’

A DROP OFF ZONE -19’

OFFICES (UNDER TRAIN TERMINAL)

-31’

-19’

-47’

METRO STATION TRAIN PLATFORMS -47’

METRO WAITING (INSIDE)

-36’

-17’

PAVILION SEATS -33’

METRO WAITING (OUTSIDE) -51’

PAVILION STAGE

-19’

-31’

VIEWING LAWN

THESIS FALL 2012

129

RECONNECTING THE RUST BELT CITY

MULTIPLE PROGRAMS UNDER ONE ROOF SYSTEM RICHARD ROGERS - MADRID BARAJAS INTERNATIONAL AIRPORT The roof structure of the Madrid Barajas Airport in a continuous structure which spans across the entire site. This roof allows various programs to happen under one roof. This structure also becomes a recognizable icon of the city and travelers who pass through it.

RENZO PIANO - KANSAI AIRPORT OSAKA This airport by Renzo Piano also incorporates a roof which spans over the entire project. The roof is designed using a self-supporting space frame structural system.

130

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

ROOF PLAN Site render showing both roof systems covering the entire site. An adaptable paneling system covers the roof to provide the correct amount of natural light in the different spaces throughout the transportation center.

THESIS FALL 2012

131

RECONNECTING THE RUST BELT CITY

SITE SECTIONS

EAST/WEST SECTION THROUGH TRAIN PLATFORM ZONE

NORTH/SOUTH SECTION THROUGH PEDESTRIAN STREET

NORTH/SOUTH SECTION TRAIN TERMINAL

132

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

ENLARGED SECTION - THROUGH TRAIN STATION PLATFORM The train platform has been opened up from the existing tunnel and exposed to the rest of the transportation center. There are multiple levels throughout the center which provide access to different modes of transportation. At certain moments there is a maximum transparency among the different modes and travelers can begin to understand there is an important connection between the different spaces.

THESIS FALL 2012

133

RECONNECTING THE RUST BELT CITY

ENLARGED SECTION - THROUGH PEDESTRIAN STREET The pedestrian street is a link between all the different modes of transportation in the center. It also reconnects downtown to the waterfront.

134

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

ENLARGED SECTION - THROUGH TRAIN TERMINAL AND PLATFORM The challenge with the train station was to open up the platform from under the highway to allow for maximum light. In order to do this the terminal had to be sunk and placed under the highway so that the platform can be exposed to the elements. Now the platform can remain outside to prevent the need for an extensive exhaust systems inside the terminal. The highway now becomes the roof of the train terminal and the exterior sidewalk remains a way to pass through the station without entering the platform zone. All of these different modes of circulation are contained under one roof system. A space frame system with variable opening panels cover the entire site, providing the correct amount of sunlight while protecting travelers from the elements.

THESIS FALL 2012

135

RECONNECTING THE RUST BELT CITY

SITE AXON

TRAIN STATION

BUS TERMINAL PAVILION

VIEWING LAWN

DEPARTURE ZONE

OPEN PARK

136

BOARDWALK

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

SPACE FRAME ROOF SYSTEM The roof is designed using a space frame system. This allows both sites to be covered by two large roofs with minimal support columns. These roofs not only provide shelter for the entire project, but also become a beacon for the city. They relate to the scale of the civic building surrounding them, and it makes the transportation center recognizable and easy to identify to travelers. The roof allows all the program within the transportation center to be covered and sheltered from the elements, and the variable paneling system allows for precise sun exposure to the different spaces.

VARIABLE ROOF PANELING SYSTEM

Three different panel types provide variation in natural light. This allows the space frame roof to become a shade for specific areas (pavilion) but also allow maximum daylight to enter darker spaces (train station / platforms) SPACE FRAME

CANOPY

SPACE FRAME

THESIS FALL 2012

137

RECONNECTING THE RUST BELT CITY

DOWNTOWN ENTRANCE

138

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

INSIDE TRAIN TERMINAL

THESIS FALL 2012

139

RECONNECTING THE RUST BELT CITY TRAIN PLATFORM

140

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN CANAL PARK

THESIS FALL 2012

141

RECONNECTING THE RUST BELT CITY

142

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

THESIS FALL 2012

143

RECONNECTING THE RUST BELT CITY

144

JEFFREY STEWART

TRANSPORTATION CENTER DESIGN

THESIS FALL 2012

145

RECONNECTING THE RUST BELT CITY

BIBLIOGRAPHY BOOKS: City Branding: Image Building & Building Images. Rotterdam: NAi, 2002 Edwards, Brian. The Modern Station: New Approaches to Railway Architecture. London: E & FN Spon, 1997. Griffin, Kenneth W. Building Type Basics for Transit Facilities. Hoboken, NJ: Wiley, 2004. Jodidio, Philip. Architecture + Automobiles. Mulgrave, Vic.: Images Pub. Group, 2011. Case studies on buildings that deal with housing different types of transportation. Mainly car museums and gas stations. Kliment, Stephen A. Transit Facilities. Hoboken, NJ: John Wiley & Sons, 2004. Klingmann, Anna. Brandscapes: Architecture in the Experience Economy. Cambridge, MA: MIT, 2007. Meeks, Carroll L. V., Horne, and Eberhard. The Railroad Station; an Architectural History. New Haven: Yale UP, 1956. Takeyama, Minoru. Transportation Facilities: New Concepts in Architecture and Design. Tokyo, Japan: Meisei Publications, 1997. Thorne, Martha. Modern Trains and Splendid Stations: Architecture, Design, and Rail Travel for the Twenty-first Century. London: Merrell, 2001. Davey, Peter. Engineering for a Finite Planet: Sustainable Solutions by Buro Happold. Basel: BirkhĂ¤user, 2009. Guzowski, Mary. Towards Zero-energy Architecture: New Solar Design. London, U.K.: Laurence King, 2010. KĂśnig, Holger. A Life Cycle Approach to Buildings: Principles, Calculations, Design Tools. Munich: Edition Detail, 2010. Rappaport, Nina. Support and Resist: Structural Engineers and Design Innovation. New York: Monacelli, 2007.

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ARTICLES: New York State Rail Plan, Strategies for a New Age, 2009. New York State department of transportation, David A. Patterson, Astrid Glynn. The Inception of the English Railway Station. Architectural History , Vol. 4, (1961), pp. 63-76 SAHGB Publications Limited. Article Stable URL: http://www.jstor.org/stable/1568245 Bohl, Charles W., and H. Roger Grant. "The Country Railroad Station as Corporate Logo."Pioneer America 11.3 (1979): 116-30 Bye, Ranulph. "The American Railroad Depot." Pioneer America 1.1 (1969): 22-26 Diaz, Roderick B. "Impact of Rail Transit on Property Values." Business and Community Development: 1-8 Matusitz, Jon. "The Impact of Railroad on Amrican Society: A Communication Persective of Technology." Pasos 7.3 (2009): 451-60. Print. Ochsner, Jeffrey Karl. "Architecture for the Bosto & Albany Railroad." Journal of the Society of Architectural Historians 47.2 (1988): 109-31 Reutter, Mark. "Bullet Trains for Amerca." The Wilson Quarterly 33.4 (2009): 26-33 Van Court, Robert H. "The Suburban Railroad Station and It's Grounds." Art and Progress6.6 (1915): 177-82 Erie Canal Harbor Development Corporation. Draft Generic Environmental Impact Report. 2009 MAPS: Office of Stretegic Planning, City of Buffalo. Parcel land use maps. 2005 - Parcel land use maps were used as reference maps Erie Canal Harbor Development Corporation. Draft Generic Environmental Impact Report. base maps and - Canalaide Project base map was used as base map for program diagrams.

THESIS FALL 2012

147