Northeast Neighborhood Study:
University of Minnesota
A Framework for Public Access to the River’s Waterfront
Metropolitan Design Center
RESEARCH TOPICS
Ignacio San Martin, Professor and Director Research Assistants: Ben Beery, Josh Erhart Sam Geer, Lukas Van Sistine, Sarah Wolbert
-Biophysical resources: Precedent planning studies, topography, surface drainage, riverbank conditions, and diversity and location of open spaces -Demographics: Neighborhoods’ composition, institutions, community centers and schools -Built Physical Environment: Urban fabric and residential densities, land use location and intensity of land use, streets and open space patterns, transit options, and existing access and linkages to the eastern portion of the Mississippi riverfront
METROPOLITAN DESIGN CENTER
Northeast Neighborhood Study
RESEARCH PROCESS
RESEARCH QUESTIONS
DESIGN PROCESS
• HOW CAN THE NORTHEAST NEIGHBORHOOD BETTER CONNECT TO THE MISSISSIPPI RIVER?
-How can the Northeast District be better connected to the Mississippi River?
• HOW CAN THE RELATIONSHIP BETWEEN THE NORTHEAST NEIGHBORHOOD AND THE MISSISSIPPI RIVER BE RE-DESIGNED TO BENEFIT BOTH THE ECOLOGICAL REGENERATIVE PROCESSES AND CULTURAL VITALITY? BACKGROUND INFORMATION
BIOPHYSICAL CATEGORIES
historical sources
BUILT PHYSICAL ENVIRONMENT
case studies
urban fabric and residential densities land use location + intensity of land use streets and open space patterns
topography slope/drainage riverbank condition vegetation + open space
-How can the relationship between the Northeast community district and the Mississippi River be transformed to benefit from an ecological regenerative design process of the riverfront as well as rebuilding a new cultural vitality to the district?
transit options DEMOGRAPHIC ASPECTS
READING THE URBAN LANDSCAPE
neighborhood composition institutions community centers
BRAINSTORMING what are the critical questions?
LIST OF CRITICAL ISSUES CONSTRAINTS - RIVER ACCESS IS LIMITED. - CURRENT INDUSTRIAL LAND USE ALONG THE WATERFRONT CREATES A BARRIER FOR COMMUNITY ACCESS TO THE RIVER. - THE RIVER EDGE IS ERODING. - CURRENT CHANGES IN LAND USE + BUILDING TYPES ARE FRAGMENTING THE TRADITIONAL URBAN FABRIC OF THE NEIGHBORHOOD. - LACK OF OPEN SPACE CONTINUITY ALONG THE RIVERFRONT.
ALTERNATIVE DESIGN PROPOSALS
- STREET WIDTHS ARE INADEQUATE FOR BEING IMPORTANT PUBLIC SPACES. - CONNECTIONS BETWEEN THE NEIGHBORHOOD AND THE GREATER MINNEAPOLIS AREA NEED IMPROVEMENT.
OPPORTUNITIES - VACANT LAND CAN BE UTILIZED.
DESIGN SYNTHESIS
- POTENTIAL FOR A DIVERSITY OF RECREATIONAL ACTIVITIES. - OPPORTUNITY FOR SELECTING SPECIFIC CORRIDORS CONNECTING THE NEIGHBORHOOD TO THE RIVER.
PROJECT REVIEW + COMMENTS
- BOTH CENTRAL + UNIVERSITY AVENUES HAVE POTENTIAL FOR DEVELOPING A LIGHT RAIL OR BUS RAPID TRANSIT SYSTEM OF PUBLIC TRANSPORTATION. THIS COULD BETTER CONNECT THE NORTHEAST NEIGHBORHOOD TO THE DOWNTOWN AND UNIVERSITY COMMUNITIES. - OPPORTUNITY FOR ECOLOGICAL RESTORATION OF RIVERFRONT. - THE NEIGHBORHOOD IS EASILY ACCESSIBLE BY WALKING.
DESIGN PROCESS
Metropolitan Design Center University of Minnesota, April 2009
Professor Ignacio San Martin, Director, MDC Research Assistants: Ben Beery, Josh Erhart, Sam Geer, Lukas Van Sistine, Sarah Wolbert
To comprehend the specific distinctiveness of the Northeast District, a visual survey was conducted to reveal the existing land forms composition, land use patterns, public modes of transportations, the nature, diversity and location of existing open spaces, as well as examining the historical legacy of the District, its urban framework and settlement densities. In general, the District offers some unique characteristics to consider. For instance, the two mayor north-south arteries, Central and University Avenues, directly link the District to the Minneapolis central business district (CBD) and the University of Minnesota, both of which are centers of employment and cultural activities. The western portion of the District’s edge is bordered by the historic Mississippi River, but the riverbanks are claimed by industry uses, which utilize the river for transportation. As the lifecycle of some of this industrial uses are reaching their closing stages the riverbanks can become once again an important resource of cultural activity and public recreation promoting the riverbank as important public open space in the District as well as in the City. The Northeast District is home to a community that is rich in history as well as in cultural diversity. A few examples of this can be seen along the commercial Central Avenue corridor, and the well-known Artist District. Unexpectedly, much of the neighborhoods can be covered on foot but the presence of industrial land uses, rail yards, and big box retail buildings have reduced the overall livability and walkability in much of the district. As such, the Northeast District accounts for only 7% of area dedicated to open space, which is well below the rest of the city that has 16.6% of land area dedicated to open space.
METROPOLITAN DESIGN PRIVATE: ENCROACHING CENTER ON THE STREET
STREET: PUSHING ON PUBLIC DOMAIN
PUBLIC?
PRIVATE: ENCROACHING ON THE STREET
Northeast Neighborhood Study
PUBLIC?
PRIVATE: ENCROACHING ON THE STREET
STREET: PUSHING ON PUBLIC DOMAIN
PRIVATE: ENCROACHING ON THE STREET
PRIVATE: ENCROACHING STREET: PUSHING ON PRIVATE: ENCROACHING ON THE STREET PUBLIC? PUBLIC DOMAIN PUBLIC? ON THE STREET
CENTRAL AVENUE STUDY
PUBLIC?
PUBLIC?
EXISTING RELATIONSHIPS
PARKING
2 LANES EA. DIRECTION
PARKING
PROPOSED SHIFT IN THE RELATIONSHIPS OF PUBLIC SPACE
UNDERSTANDING THE STREET EXISTING CENTRAL AVENUE CROSS SECTION
EXPANDED SIDEWALK
B.R.T
AUTO BIKE
BIKE AUTO
SIDEWALK
BUS RAPID TRANSIT - EUGENE, OR
http://light-rail.blogspot.com/2008_08_01_archive.html
SCENARIO 1: BUS RAPID TRANSIT AND BIKE LANE -Loop System: Southbound on Central Ave, Northbound on University Ave. -To Connect NE to North Suburbs, Downtown Minneapolis and UMN
SIDEWALK
AUTO
LIGHT RAIL
AUTO
SIDEWALK
LIGHT RAIL STREETS - PORTLAND, OR http://www.bobrapfogel.com/Galleries/Photo_Tour/gallery_tour_page08.htm
SCENARIO 2: LIGHT RAIL
-Light Rail Split Platform System
SIDEWALK
BUS LANE
AUTO
BUS LANE
SIDEWALK
SETBACK BUILDINGS
SCENARIO 3: DEDICATED BUS LANES -Re-thinking both Street Design and Development Patterns on Central Avenue. -New Buildings Setback from Street for an enlarged sidewalk. -Create Public Space on Street
LIGHT RAIL STREETS - EUGENE, OR
http://light-rail.blogspot.com/2008_08_01_archive.html
CENTRAL AVENUE CORRIDOR Image Courtesy of Erin Larson, UMN 2009
Metropolitan Design Center University of Minnesota, April 2009
UNDERSTANDING THE NEIGHBORHOOD At a first glance, the assemblage of Neighborhoods appears as a typical single-family residential enclave circa early 20th century. However, the study revealed that while the imprints from this period still exist, the Northeast as a whole is a District that is experiencing a great deal of change. Residents of the district had historically a strong relationship with the industrial activities along the riverfront. Modernization of industrial processes and the wide acceptance of the automobile challenged this relationship. Thus, change in the neighborhood is happening both at a physical and social level. Topographic variations in the evolution of the Mississippi River terraces have characterized the existing urban landscape, which have played a key role in the neighborhood’s structure and composition. Residential developments on higher terrace elevations appear to be more stable and maintaining their identity, perhaps adhering to the ideal of the relationship of elevation to a sense of affluence. On the other hand, the residential landscape along the lower terraces lacks the continuity in urban form that is seen in the higher elevations. Much of these variations are due to preferences for locating power lines and rail yards alignments taking preference for flat surfaces all of which attracts the location of large warehouse buildings that compete with the scale of single-family residential development. Yet, it is this mixture of building typologies associated with the industrial nature of the buildings that give the western part of the district its distinct character. Nevertheless, changes in the different neighborhoods has resulted for the most part into a fractured urban place as a response to newer physical and social changes that have been imposed on outdated infrastructure. As such, it is possible to outline significant characteristics in a manner of outlining opportunities and constrains for redevelopment: OPPORTUNITIES
CONSTRAINTS
-Existing vacant land can be utilized as an asset for improving the community’s needs for open space. -Both Central and University Avenues have potential for developing Light Rail or Bus Rapid Transit to connect the District to Downtown and the University as well as to the other parts of the metropolitan region. -The riverfront has the potential for multiple recreational activities including educational areas dedicated for wetlands and ecological bioremediation sites as well as multiple opportunities for passive and active recreation including areas properly dedicated for missed-use residential and commercial opportunities. - Specific corridors to connect the district to the river includes 13th, 22nd and 27th Avenues as well as improving the linkage of St. Anthony Parkway to the riverfront.
-Access to the riverfront is limited with exception of three small and unconnected parks along Marshal Avenue. -Industrial uses along the riverfront create a barrier for potential community access to river. -The river edge is eroding. -Current changes in land use patterns, mobility and building typologies are fragmenting the traditional urban fabric. -The existing open space along the riverfront is isolated from connections to other important open spaces in the community as well as along the riverfront.
METROPOLITAN DESIGN PRIVATE: ENCROACHING CENTER ON THE STREET
Neighborhood Study Neighborhood Study
STREET: PUSHING ON PUBLIC DOMAIN
PRIVATE: ENCROACHING ON THE STREET
PUBLIC?
Northea
PUBLIC?
THE ROLE OF STREETS
PRIVATE: ENCROACHING ON THE STREET
STREET: PUSHING ON PUBLIC DOMAIN
PRIVATE: ENCROACHING ON THE STREET
PRIVATE: ENCROACHING STREET: PUSHING ON PRIVATE: ENCROACHING ON THE STREET PUBLIC? PUBLIC DOMAIN PUBLIC? ON THE STREET PUBLIC?
PRIVATE: ENCROACHING ON THE STREET
PUBLIC?
STREET: PUSHING ON PUBLIC DOMAIN
PRIVATE: ENCROACHING ON THE STREET
PRIVATE: ENCROACHING STREET: PUSHING ON PRIVATE: ENCROACHING ON THE STREET PUBLIC? PUBLIC DOMAIN PUBLIC? ON THE STREET PUBLIC?
PUBLIC?
METROPOLITAN DESIGN PRIVATE: ENCROACHING EXISTING RELATIONSHIPS CENTER ON THE STREET
CENTRAL AVENUE STUDY
It is a well-know fact that streets are the most important public spaces in any city. As in other districts of the metropolitan Minneapolis, the presence of the automobile has dictated in large part the composition and design of the streets in most of the neighborhoods. As it is now, the private landowners and the increase in automobile space have put a lot of pressure on the public space of the street - the sidewalk. Improving the quality of these streets to become a greater participant in the quality-of-life of active public spaces could greatly METROPOLITAN METROPOLITAN benefit the entire Northeast District. DESIGN DESIGN CENTER CENTER
PRIVATE: ENCROACHING PRIVATE: ENCROACHING ON THE STREET ON THE STREET
STREET: PUSHING ON PUBLIC DOMAIN
PRIVATE: ENCROACHING ON THE STREET
PUBLIC?
STREET: PUSHING ON STREET: PUSHING PUBLIC DOMAINON PUBLIC DOMAIN
PRIVATE: ENCROACHING PRIVATE: ENCROACHING ON THE STREET ON THE STREET
Northeast Neighborhood Study
PUBLIC?
EXISTING RELATIONSHIPS
Northea Northea
PUBLIC? PUBLIC? PARKING 2 LANES EA. DIRECTION PARKING A preliminary study of Central Avenue highlighted some of these design issues. Central Avenue has the potential to be an efficient PUBLIC? PUBLIC? connection to the cultural activities and the hub of employment centers of downtown. By utilizing safe, frequent and accessible public transportation modes such as Bus Rapid Transit (BRT) the overall demand in automobile traffic (VMT) will decrease, allowing for streets and sidewalks to play a more critical role in the overall quality of the public “open” space. There is an additional possibility of organizing AVENUE STUDY public transportation by combiningCENTRAL several strategies for each mode of public transportation. From split platforms to dedicated lanes CENTRAL AVENUE STUDY and possibly allowing for a loop service between Central and University Avenues are among some of the possibilities. PRIVATE: ENCROACHING ON THE STREET
STREET: PUSHING ON PUBLIC DOMAIN
PRIVATE: ENCROACHING ON THE STREET
PRIVATE: ENCROACHING STREET: PUSHING ON PRIVATE: ENCROACHING ON THE STREET PUBLIC? PUBLIC DOMAIN PUBLIC? ON THE STREET
CENTRAL AVENUE STUDY
PUBLIC?
PUBLIC?
EXISTING CENTRAL AVENUE CROSS SECTION
These combinations of multiple methods for public transit also have other favorable outcomes. Reduction in traffic congestion, improvements in air quality and a reduction in greenhouse gas emissions can all be a positive regional contributor of utilizing a strong public transportation system Perhaps the most desirable outcome of this proposed transit shift is that it favors the pedestrian.
PROPOSED SHIFT IN THE RELATIONSHIPS OF PUBLIC SPACE
EXISTING RELATIONSHIPS
2 LANES EA. DIRECTION PARKING PARKING 2 LANES EA. PARKING of the entire district. If the street Activity on the street can play an important role in strengtheningPARKING the quality-of-life andDIRECTION economic vitality UNDERSTANDING THE STREET were reconceived as a critical public “open” space, then they could also be used to connect and link the neighborhoods to the river’s PROPOSED SHIFT IN THE RELATIONSHIPS OF PUBLIC SPACE METROPOLITAN PARKING 2 LANES EA. DIRECTION PARKING edge. Not every street should do this but they could become important pedestrian corridors. Weaving together important destinations DESIGN PRIVATE: ENCROACHING STREET: PUSHING ON PRIVATE: ENCROACHING CENTER UNDERSTANDING ON THE STREET PUBLIC DOMAIN ON THE STREET (business and commercial districts, parks, artist studios) the street has a tremendous opportunity in linking the neighborhood to the THE STREET PUBLIC? PUBLIC? river. EXPANDED SIDEWALK B.R.T AUTO BIKE BIKE AUTO SIDEWALK
Northeast Neighborhood Study PROPOSED SHIFT IN THE RELATIONSHIPS OF PUBLIC SPACE
UNDERSTANDING THE STREET EXISTING CENTRAL AVENUE CROSS SECTION EXISTING CENTRAL AVENUE CROSS SECTION PRIVATE: ENCROACHING ON THE STREET
STREET: PUSHING ON PUBLIC DOMAIN
PRIVATE: ENCROACHING ON THE STREET
PRIVATE: ENCROACHING STREET: PUSHING ON PRIVATE: ENCROACHING ON THE STREET PUBLIC? PUBLIC DOMAIN PUBLIC? ON THE STREET
EXISTING CENTRAL AVENUE CROSS SECTION
CENTRAL AVENUE STUDY
SCENARIO 1: BUS RAPID TRANSIT AND BIKE LANE PUBLIC?
PUBLIC?
-Loop System: Southbound on Central Ave, Northbound on University Ave. -To Connect NE to North Suburbs, Downtown Minneapolis and UMN
ROPOLITAN DESIGN VATE: ENCROACHING CENTER ON THE STREET
STREET: PUSHING ON PUBLIC DOMAIN
PRIVATE: ENCROACHING ON THE STREET
EXISTING RELATIONSHIPS
Northeast Neighborhood Study east Neighborhood Study PUBLIC?
PUBLIC?
PARKING PRIVATE: ENCROACHING ON THE STREET
2 LANES EA. DIRECTION
STREET: PUSHING ON PUBLIC DOMAIN
PARKING PRIVATE: ENCROACHING ON THE STREET
PRIVATE: ENCROACHING ON THE STREET
ENUE STUDY
PUBLIC?
PUBLIC?
PUBLIC?
EXPANDED SIDEWALK
B.R.T
AUTO BIKE
STREET: PUSHING ON PUBLIC DOMAIN
EXPANDED SIDEWALK EXPANDED SIDEWALK
PRIVATE: ENCROACHING ON THE STREET
PRIVATE: ENCROACHING STREET: PUSHING ON PRIVATE: ENCROACHING ON THE STREET PUBLIC? PUBLIC DOMAIN PUBLIC? ON THE STREET
PRIVATE: ENCROACHING STREET: PUSHING ON PRIVATE: ENCROACHING ON THE STREET PUBLIC? PUBLIC DOMAIN PUBLIC? ON THE STREET
BIKE AUTO
B.R.T B.R.T
AUTO BIKE AUTO BIKE
BIKE AUTO BIKE AUTO
SIDEWALK SIDEWALK
AUTO
SIDEWALK
PUBLIC?
SIDEWALK PROPOSED SHIFT IN THE RELATIONSHIPS OF PUBLIC SPACE
SIDEWALK
AUTO
LIGHT RAIL
SCENARIO 1: BUS RAPID TRANSIT AND BIKE LANETHE STREET UNDERSTANDING SCENARIO 1: BUS RAPID TRANSIT AND TRANSIT BIKE LANE BUS RAPID - EUGENE, OR
EXISTING RELATIONSHIPS
EXISTING AVENUE CROSS SECTION SCENARIO 1:CENTRAL BUS RAPID TRANSIT AND BIKE LANE EXISTING CENTRAL AVENUE CROSS SECTION BUS RAPID TRANSIT
-Loop System: Southbound on Central Ave, Northbound on University Ave. -To Connect NE to North Suburbs, Downtown Minneapolis and UMN PARKING
2 LANES EA. DIRECTION
-Loop System: Southbound on Central Ave, Northbound on University Ave. http://light-rail.blogspot.com/2008_08_01_archive.html -Loop System: on Central Ave, Northbound onand University -To Connect NESouthbound to North Suburbs, Downtown Minneapolis UMN Ave. -To Connect NE to North Suburbs, Downtown Minneapolis and UMN
EXISTING RELATIONSHIPS
SCENARIO 1: BUS RAPID TRANSIT
- EUGENE, OR
-Loop System: Soutbound on Central Ave, Northbound on University Ave SCENARIO 2: LIGHT RAIL
http://light-rail.blogspot.com/2008_08_01_archive.html
-Connects NEPlatform to NorthSystem Suburbs, Downtown Minneapolis and UMN -Light Rail Split
PARKING
BUS RAPID TRANSIT - EUGENE, OR
http://light-rail.blogspot.com/2008_08_01_archive.html PROPOSED SHIFT IN THE RELATIONSHIPS OF PUBLIC SPACE
PROPOSED SHIFT IN THE RELATIONSHIPS OF PUBLIC SPACE
UNDERSTANDING THE STREET
UNDERSTANDING THE STREET
AL AVENUE CROSS SECTION SIDEWALK SIDEWALK EXPANDED SIDEWALK SIDEWALK
B.R.T
AUTO BIKE
AUTO
BIKE AUTO
LIGHT RAIL
AUTO
AUTO AUTO
LIGHT RAIL LIGHT RAIL
AUTO AUTO
SIDEWALK SIDEWALK
SIDEWALK SIDEWALK
SIDEWALK
BUS LANE
AUTO
BUS LANE
SIDEWALK
SCENARIO 2: LIGHT RAIL BUS RAPID TRANSIT - EUGENE, OR RAIL http://light-rail.blogspot.com/2008_08_01_archive.html LIGHT RAIL STREETS - PORTLAND, OR http://www.bobrapfogel.com/Galleries/Photo_Tour/gallery_tour_page08.htm SCENARIO DEDICATED BUSBUS LANES SCENARIO3:3: DEDICATED LANES SCENARIO 2: System LIGHT -Light Rail Split Platform -Light Rail Split Platform System
SCENARIO 1: RAPID TRANSIT AND BIKE LANE SCENARIO 2: LIGHT SCENARIO 2: BUS LIGHT RAILRAIL
-Re-thinking bothStreet StreetDesign Designand andDevelopment Development Patterns on Central Ave. -Re-thinking both Patterns on Central Avenue. -New Buildings Setback from Street for ansidewalk enlarged to sidewalk. -Increase Building Setbacks for a wider create public space on street
-Loop System: Southbound on Central Ave, Northbound on University Ave. -Light Platform System -LightRail RailSplit Split Platform System -To Connect NE to North Suburbs, Downtown Minneapolis and UMN
-Create Public Space on Street
ROPOLITAN PANDED SIDEWALK B.R.T DESIGN IVATE: ENCROACHING CENTER ON THE STREET
AUTO BIKE
BIKE AUTO
STREET: PUSHING ON PUBLIC DOMAIN
PUBLIC?
SIDEWALK PRIVATE: ENCROACHING ON THE STREET
PUBLIC?
Northeast Neighborhood Study
BUS RAPID TRANSIT - EUGENE, OR
BUS RAPID TRANSIT - EUGENE, OR
EXAMPLES FROM CASE STUDIEShttp://light-rail.blogspot.com/2008_08_01_archive.html
S RAPID TRANSIT AND BIKE LANE
http://light-rail.blogspot.com/2008_08_01_archive.html
Central Ave, Northbound on University Ave. s, Downtown Minneapolis and UMN
PRIVATE: ENCROACHING ON THE STREET
STREET: PUSHING ON PUBLIC DOMAIN
PRIVATE: ENCROACHING ON THE STREET
PRIVATE: ENCROACHING STREET: PUSHING ON PRIVATE: ENCROACHING ON THE STREET PUBLIC? PUBLIC DOMAIN PUBLIC? ON THE STREET
ENUE STUDY
PUBLIC?
PUBLIC?
SIDEWALK SIDEWALK
LIGHT RAIL STREETS - PORTLAND, OR SIDEWALK SIDEWALK
BUS LANE AUTO
AUTO LIGHT RAIL
BUS LANE AUTO
SIDEWALK SIDEWALK
http://www.bobrapfogel.com/Galleries/Photo_Tour/gallery_tour_page08.htm
SCENARIO 3: DEDICATED BUS LANES SCENARIO 2: Design LIGHT RAIL Patterns on Central Avenue. -Re-thinking both Street and Development
SCENARIO 1 - BRT http://light-rail.blogspot.com
HT RAIL
SIDEWALK SIDEWALK
- PORTLAND, OR
LIGHT RAIL STREETS - EUGENE, OR
http://light-rail.blogspot.com/2008_08_01_archive.html
SIDEWALK
LIGHT RAIL STREETS - PORTLAND, OR http://www.bobrapfogel.com/Galleries/Photo_Tour/gallery_tour_page08.htm
SCENARIO 2 - LRT
STREET ANALYSIS
PROPOSED SHIFT IN THE RELATIONSHIPS OF PUBLIC SPACE
LIGHT RAIL STREETS - PORTLAND, OR
http://www.bobrapfogel.com/Galleries/Photo_Tour/gallery_tour_page08.htm http://www.bobrapfogel.com/Galleries/Photo_Tour/gallery_tour_page08.htm
UNDERSTANDING THE STREET
SCENARIO 2 - LRT
http://www.railway-technology.com/projects/madrid-light-rail/madrid-light-rail1.html
AL AVENUE CROSS SECTION
SIDEWALK
BUS LANE
AUTO
BUS LANE
SIDEWALK
SETBACK BUILDINGS
CENTRAL AVENUE CORRIDOR CENTRAL AVENUE CORRIDOR
Image Courtesy of Erin Larson, UMN 2009 Image Courtesy of Erin Larson, UMN 2009
CENTRAL AVENUE CORRIDOR SCENARIO 3: DEDICATED BUS LANES SETBACK BUILDINGS AUTO BUS LANE SIDEWALK
Image Courtesy of Erin Larson, UMN 2009
STREET STREET ANALYSIS ANALYSIS
BUS LANE
-Re-thinking both Street Design and Development Patterns on Central Avenue. -New Buildings Setback from Street for an enlarged sidewalk. -Create Public Space on Street BIKE AUTO SIDEWALK B.R.T AUTO BIKE
LIGHT RAIL STREETS - EUGENE, OR http://light-rail.blogspot.com/2008_08_01_archive.html Metropolitan Design Center
PANDED SIDEWALK
STREET ANALYSIS
University of Minnesota, April 2009
DICATED BUS LANES
SCENARIO 2 - LRT
and Development Patterns on Central Avenue. eet for an enlarged sidewalk.
http://light-rail.blogspot.com
S RAPID TRANSIT AND BIKE LANE
Central Ave, Northbound on University Ave. bs, Downtown Minneapolis and UMN
SETBACK BUILDINGS SETBACK BUILDINGS
http://www.bobrapfogel.com/Galleries/Photo_Tour/gallery_tour_page08.htm
-New Buildings Setback Street for an enlarged sidewalk. -Light Rail Split Platform from System 2 LANES EA. DIRECTION PARKING -Create Public Space on Street AUTO
BUS LANE BUS LANE
SCENARIO 3: DEDICATED BUS LANES SCENARIO 3: DEDICATED BUS LANES
-Re-thinking both Street Design and Development Patterns on Central Avenue. -Re-thinking both Street from Design and for Development on Central Avenue. -New Buildings Setback Street an enlargedPatterns sidewalk. -New Buildings Setback Street for an enlarged sidewalk. -Create Public Space onfrom Street CENTRAL AVENUE CORRIDOR LIGHT RAIL STREETS -Create Public Space on Street Image Courtesy of Erin Larson, UMN 2009
PARKING
LIGHT RAIL
AUTO AUTO
SETBACK BUILDINGS
EXISTING RELATIONSHIPS
AUTO
BUS LANE BUS LANE
http://www.bobrapfogel.com/Galleries/Photo_Tour/gallery_tour_page08.htm
LIGHT RAIL STREETS - PORTLAND, OR
DEWALK
SIDEWALK
SETBACK BUILDINGS
LIGHT RAIL STREETS - EUGENE, OR
http://light-rail.blogspot.com/2008_08_01_archive.html
Professor Ignacio San Martin, Director, MDC Research Assistants: Ben Beery, Josh Erhart, Sam Geer, Lukas Van Sistine, Sarah Wolbert
SCENARIO 3 - DEDICATED BUS LANES BUS RAPID TRANSIT - EUGENE, OR LIGHT RAIL STREETS http://light-rail.blogspot.com
LIGHT RAIL STREETS - EUGENE, OR
http://light-rail.blogspot.com/2008_08_01_archive.html
http://light-rail.blogspot.com/2008_08_01_archive.html http://light-rail.blogspot.com/2008_08_01_archive.html
SCENARIO 3 - BUS STATIONS http://light-rail.blogspot.com
. AVE
MARSH
37th
NE
The riverfront is characterized by industrial land use, which is a barrier to the cities attempt to connect to the water’s edge. With no visual landmarks or strong OPPORTUNITIES AND CONSTRAINTS programmatic uses, the area is uncomfortable to inhabit. Vacant land is abundant in the area as industries move or change processes. Railroads are single use - serving just a select number of businnesses in the riverfront. Although there are parks at the river, they are mostly unprogrammed. Access to the riverfront by foot, bike or public transit is limited and contribute to the difficulty in accessing the riverfront.
NE U NIVE RSIT Y AV E
ALL ST NE
EXISTING RIVERFRONT CONDITIONS
STONE BROWN PAPER MILL
PRODUCT ENGINEERING
NSP PRIVATE PARKS
.
EXISTING CONSTRAINTS
E Y AV RSIT NIVE
NE
AVE
OPPORTUNITIES AND CONSTRAINTS
NE U
37th
MARSH ALL ST NE
NORTH STATES POWER
MARSHALL TERRACE PARK STONE BROWN PAPER MILL
RIVER RUN APARTMENTS
INVASIVE SPECIES & EROSION ON SHORELINE
MARSHALL CONCRETE PRODUCT ENGINEERING
SIWEK FUEL AND LUMBER NSP PRIVATE PARKS CONVENIENCE STORE
NE LOWRY AVE
.
EDGEWATER PARK APARTMENTS NORTH STATES POWER
RETAIL STOREFRONT POLISH PALACE
VACANT LAND
GLUEK RIVERSIDE PARK MARSHALL TERRACE PARK
TENNECO PACKAGING
RIVER RUN APARTMENTS
GABBYS
INDUSTRIAL SITES DISRUPT ACCESS
MARSHALL CONCRETE
VACANT CHAIR PLANT
SIWEK FUEL AND LUMBER
APARTMENTS
CONVENIENCE STORE
MARSHALL ST. PROPERTIES NE LOWRY AVE
.
SCREENEDGEWATER PRINTING PARK APARTMENTS
MAILING COMPANY
RETAIL STOREFRONT
PALACE BOONE POLISH TRUCKING
INDUSTRIAL
VACANT LAND
GLUEK RIVERSIDE PARK
VACANT BUILDING
TENNECO PACKAGING
TEXTILE MANUFACTURING GABBYS
NEW BUILDING VACANT CHAIR PLANT APARTMENTS GRAIN BELT WAREHOUSES ST. PROPERTIES WATERMARSHALL STREET PARK aka Sheridan Memorial Park SCREEN PRINTING
NE BROADWAY ST
MAILING COMPANY
UNDER UTILIZED VACANT LAND
INDUSTRIAL
BOONE TRUCKING GRAIN BELT BREWHOUSE VACANT BUILDING
PARK
TEXTILE MANUFACTURING
GRACO FLUID HANDLING NEW BUILDING
GRAIN BELT WAREHOUSES WATER STREET PARK aka Sheridan Memorial Park
Scale 1:500
NE BROADWAY ST
LUMBER MILL
GRAIN BELT BREWHOUSE
PARK
GRACO FLUID HANDLING
8th
AVE
NE
Scale 1:500
MILLPARK BOOM LUMBER ISLAND
BF NELSON PARK 8th
Key
AVE
ROADWAY POOR ROAD CONNECTIVITY TO RIVERFRONT
NE
BOOM ISLAND PARK
BF NELSON PARK
CITY OWNED LAND OPEN SPACE KeyVACANT LAND CITY OWNED LANDSPURS RAIL LINES AND OPEN SPACE TRUCK ROUTES VACANT LAND OVERHEAD POWER RAIL LINES AND SPURS LINES TRUCK ROUTES BUILDINGS OVERHEAD POWER LINES BARGE DOCK LOCATION BUILDINGS 0’
ROADWAY
BARGE DOCK LOCATION 0’
500’ 500’
250’ 250’
VACANT RAILWAY
1000’ 1000’
Existing Riverfront Conditions
Existing Riverfront Conditions
SINGLE USE RAILROAD CORRIDORS
VACANT RAILWAY
UNDER UTILIZED PARKS AND OPEN SPACE
PROPOSED RIVERFRONT SCHEME
The proposal to activate the waters edge is based on the notion that the city should be brought to the river. The strategy comprises both biophysical and physical interventions in the riverfront neighborhood. Ecological restoration, urban waterfront parks, habitat restoration and new mixed use development would create a riverfront with a variety of destinations. In order to link these new uses together, a riverfront bluff walk and bike trail through an old rail corridor have been proposed. The city is brought to the river through a new network of repurposed streets, removed from the heavy traffic of the main thoroughfares, and connected to the neighborhoods behind the riverfront.
ENHANCED OAK SAVANNAH HABITAT
PHYTOREMEDIATION AREA
FORMER BARGE DOCK WATER RECREATION AREA
OPPORTUNITIES
LINEAR PARK WITH COMMUNITY GARDENS
BRIDGE TO ISLAND
ENHANCED OAK SAVANNAH HABITAT
RIVERFRONT ECOLOGICAL RESTORATION
Image Courtesy of Michael Van Valkenberg and Associates
LINEAR PRAIRIE RESTORATION WITH STORMWATER TREATMENT WETLANDS
RETAIL HUB RIVERSIDE PARK: STORMWATER CATCHMENT AREA
REDESIGNED STREETS FOR PEDESTRIAN ACCESS TO WATERFRONT 27th Ave. 22nd Ave. 13th Ave.
BLUFF WALK ALONG SHORELINE
URBAN ECOLOGY PARK WITH INTEGRATED ARCHITECTURE
http://www. picasaweb.google.com/
URBAN ECOLOGY PARK WITH INTEGRATED ARCHITECTURE
URBAN WATERFRONT PARK
http://farm2.static.flickr.com/1235/794704876_d04a3a47da.jpg
RETAIL HUB
PARKING AREA, NATIVE PLANT PARK, AND STORMWATER CATCHMENT AREA
ENHANCED FLOODPLAIN FOREST HABITAT
RESTORED RAIL CORRIDOR
http://www.opkansas.org/_Assets/cm/media_photos/bike_trail.jpg
HABITAT RESTORATION www.west8.nl
MIXED USE DEVELOPMENT www. west8.nl
ILLUSTRATIVE OPEN SPACE PLAN
THE RIVERFRONT An analysis of the existing riverfront corridor has revealed that the shoreline along the eastern bank of the river presents different landforms configurations and environments. Some areas are distinctive for their steep bluffs, some of which are stable while others are eroding. Some of the adjacent sections of the urban community bordering the riverfront have become fragmented with a mix of residential, commercial, and industrial uses ordered in such a way that certain areas become hostile or lifeless to inhabit. For instance, the long stretch of road beside the NSP plant, or the length of the USA Packaging corporation building, contribute to spaces and a physical environment that rejects the human presence and any interest of exploring the opportunities for accessing the river’s edge. A striking feature is the large amount of underutilized vacant land both in proximity to the rail lines and along the shoreline. Fortunately much of the land is owned by the city and could potentially be upgraded to accommodate new uses linking this with the existing open spaces and parks along the corridors. An important transformative feature is the partially abandon rail line corridor and overhead power lines that runs north south between Marshal and University Avenues. This open space linear corridor could provide an opportunity for outdoor open space, which could additionally perform critical ecological functions. Outside a few exceptions, non of the existing open spaces have sufficient activities to provide for strong destinations to attract people bringing the community close to the water’s edge. URBAN FRAMEWORK PROPOSAL This investigation centers on the opportunity for creating a public open space network to connect the Northeast District of Minneapolis to the Upper Mississippi River waterfront. The conclusion supports urban design strategies that are inclusive of planning and design for an ecological restoration approach, paired with developing a public open space corridor along the waterfront that would transform the entire community character. This could be achieved by re-creating a network of historic, ecological, and recreational places linked together by a continuous pedestrian walk along the water’s edge. In essence, this new restored open space corridor along the waterfront could be accessed by the community via a system of improved existing alignments such as the St. Anthony Parkway, 27th, 22nd, and 13th streets connecting the Northeast district from Central Avenue to the waterfront. A second north-south open space corridor can be possible along the BNSF spur and overhead power lines connecting into the BN Bridge and continuing south to Boom Island Park. As such, the pedestrian will have the opportunity to experience within the entire new open space system areas undergoing phytoremediation along the NSP’s recovered coal storage site, a boat dock that could act as a water recreation area, a system of storm water treatment wetlands, all of which could be integrated to a series of mixed uses with buildings integrating residential and commercial opportunities. These urban ecology parks in particular are places where people can see how riverfront regeneration and urban redevelopment can coexist and support each other. A major component of this proposal is to create distinctive landmarks all along the waterfront that are sensitive to different aspects of the site and make these places apparent to the visitor. Day by day, the storm water wetlands will grow, evolve, and infiltrate runoff, while providing an experience to exercising residents. The shoreline parks can demonstrate how the change in water levels, plant communities, and built structures impact the river and the relationship we build to it. The plan also embraces the industrial nature of the district and gives visitors the opportunity to explore both the functioning and remnant industrial landscapes.
PEDESTRIAN WALK AT WATERS EDGE
The new open space, of which there would be approximately 90 acres, could add two new dimensions of linear green space with multiple access points with opportunities for loops and connections. Streets could be re-designed to benefit pedestrian and cyclist mobility. In total, street redesign will include 13the Avenue, 22nd Avenue, and 27th Avenue, a portion of St Anthony Parkway and Marshall Avenue. These roads are all able to cross the main railway line cutting through the neighborhood. At present, the 27th street does not cross, but it could benefit from the addition of an imaginative pedestrian/cycling bridge, or potentially make this intersection a commuter rail stop. Areas near the major intersections such as Grant/Broadway and Grant/Lowry could be designated for Transit Oriented Development (TODs) if Central Avenue becomes a potential BRT line. These transformative improvements could induce a significant cultural and physical revitalization of the entire district.
http://www.west8.nl/projects/all/toronto_central_waterfront
GALLERY
PUBLIC SPACE ON THE RIVERFRONT http://www.west8.nl/projects/all/toronto_central_waterfront
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URBAN WATERFRONT PARK
http://www.west8.nl/projects/all/toronto_central_waterfront
Lower-level park defined by exaggerated nature
BIBLIOGRAPHIC SOURCES “Bluff Walk.” http://picasaweb.google.com (accessed May 13, 2009). BRW Inc. Above the Falls: A Master Plan for the Upper River in Minneapolis. Prepared for Minneapolis Park and Recreation Board, Hennepin County, Minneapolis Planning Department, Minneapolis Community Development Agency, 1999. http://www. ci.minneapolis.mn.us/citywork/planning/planpubs/above-falls/ report/index.html accessed 27 January 2009. Borchert, John R., and Donald P. Yeager. Atlas of Minnesota Resources and Settlement. University of Minnesota, 1968. Clarke, Darrell. “Light Rail Photos.” Aug. 25, 2008.http://light-rail. blogspot.com/ (accessed May 13, 2009). Michael Van Valkenberg and Associates, “Projects.” http://www. mvvainc.com/#/PROJECTS/ (accessed May 13, 2009). Overland Park, Kansas, “Indian Creek Bike Trail.” http:// www.opkansas.org/Media_Room/Photos/artGallery. cfm?ImageNumber=127 (accessed May 13, 2009). Rapfogel, Bob. “Modes of Trnasporation.” http://www.bobrapfogel.com/Galleries/Photo_Tour/gallery_tour_page08.htm (accessed May 13, 2009). Ruger, A.. “Lithograph from historic Urban Plans from the Library of Congress.” Accessed University of Minnesota Borchert Map Library, G4144.145A31867.R8 copy2, March 2009, SPG Media Group, LTD, “Madrid Light Rail System, Spain.” http://www.railway-technology.com/projects/madrid-light-rail/
CREDITS Funding for this project was provided in part by the McKnight Foundation Region and Community Programs to the Metropolitan Design Center, Direct Design Assistance Program. This publication is prepared for Mississippi River Life Program at the University of Minnesota. (c) 2009 Metropolitan Design Center, College of Design, University of Minnesota The University of Minnesota is committed to the policy that all persons shall have equal access to its programs, facilities, and employment without regard to race, color, creed, religion, national origin, sex, age, martial status, disability, public assistance status, veteran status, or sexual orientation. Refer Comments or Questions to: Ignacio San Martin, Professor and Director Metropolitan Design Center 1 Rapson Hall 89 Church St. SE Minneapolis, MN 55455 651.625.9000 This publication is available in alternative formats upon request. Please contact Ignacio San Martin at the above address and phone number.