[re] connection : Knoxville and the Highway by Nicholas Burger

[re]connection Knoxville and the Highway

Design IV: Building in the Urban Context

Fall 2012: Professor Ted Shelton William Brantley Nicholas Burger Jason Cole Ben Dance Phillip Geiman Madeline Jones Laura Kneebone James Noah Poor Miranda Wright

[table of contents] introduction . . . . . . . . . . . . . . . . . . . [01 - 11] five principles . . . . . . . . . . . . . . . . . . . [15] public transit . . . . . . . . . . . . . . . . . . . [18 - 23] convenience . . . . . . . . . . . . . . . . . . . [26 - 37] density . . . . . . . . . . . . . . . . . . . [40 - 47] environment . . . . . . . . . . . . . . . . . . . [50 - 57] culture . . . . . . . . . . . . . . . . . . . [61 - 67] case studies . . . . . . . . . . . . . . . . . . . [68 - 96]

[introduction]

Past Streetcar Lines Current Interstate

[introduction] Knoxville is the third largest city in Tennessee with about 180,000 residents in the city proper and more than 655,000 residents in its metropolitan area. The story of Knoxvilleâ&#x20AC;&#x2122;s relationship with transit begins with the introduction of the railroad in 1855, ending the cityâ&#x20AC;&#x2122;s isolation. With the arrival of the railroad, Knoxville became a wholesaling and manufacturing center with a flourishing economy and growing population. To support this urban development, the Knoxville Streetcar Company introduced a streetcar system in 1876. (The expansion of the trolley lines in the early 1900s can be seen in the image on the opposite page.) The next manifestation Knoxvilleâ&#x20AC;&#x2122;s transit came with the advent of the automobile and its resultant culture. Low gas prices and government subsidies encouraged the widespread use of the automobile

subsidies encouraged the widespread use of the automobile, and a new culture celebrated this new way to travel throughout the city. An effect of this transformation, the trolley lines were removed in the 1940s. The introduction of the Interstate Highway system through the city in the 1960s solidified the dominance of the car in Knoxville. As this presentation will show, the urban design implications of the highway and car culture had unforeseen negative effects on the city of Knoxville. It is these negative consequences our studio seeks to reverse and mend through a new, comprehensive transit and urban design plan for the city. Figure A-1: The city transformed from a collection of composed streetcar suburbs surrounding a downtown core to a less dense diffusion of residential zones. Amenities are located farther apart and neighborhood centers are absent or ambiguous.

Figure A-2: 1939 Aerial (showing, from east to west, where I-40 meets Alcoa Highway and where I-40 intersects with I-275)

The next series of images will compare aerial photographs from 1939 (left) and 2012 (right). The current course of the highway will be overlaid onto both in gold, in order to call to attention the drastic changes created by running the interstate through the city.

[introduction] Figure A-3: 2012 Aerial (showing, from east to west, where I-40 meets Alcoa Highway and where I-40 intersects with I-275)

As seen by this comparison, the interstate split a coherent, compact, and pedestrian-scaled street grid. The inherent natural transitions created by the grid were broken by large infrastructure and right-ofways.

Figure A-4: 1939 Aerial (shows where a line of the interstate was introduced northeast of downtown, interrupting the neighborhood of Parkridge)

[introduction] Figure A-5: 1939 Aerial (shows where a line of the interstate was introduced northeast of downtown, interrupting the neighborhood of Parkridge)

This illustration of Parkridge before and after the introduction of the highway also illustrates the main hindrances to Parkridgeâ&#x20AC;&#x2122;s development. A neighborhood with the same groundwork as nearby 4th and Gill was separated from the continuous grid. This separation led to an uneven access to amenities, and an extraordinary difference between the incomes of the residents of Parkridge and the residents of the surrounding neighborhoods.(Refer to the income distribution map on page 9.)

Figure A-6: 1939 Aerial (shows what existed before I-275 was introduced)

[introduction] Figure A-7: 2012 Aerial (shows all of I-275 between I-640 and I-40)

Similar to the previous examples, I-275 broke a series of street grids. There is, however, a unique condition in this area, in that the drastic changes in elevation mean there were places along the I-275 that were never connected by a continuous grid. This inconsistency demonstrates that our goal to reconnect streets split by the highway needs to adapt to specific, contextual conditions that might not follow our initial assumptions.

Figure A-8: Population Density (number of people per acre) 1-7 persons per acre 8-15 persons per acre 15+ persons per acre

With a city boasting nearly 200,000 residents, Knoxville has a surprisingly low population density. Most of the city has a density within 1-7 persons per acre. Along parts of Western Avenue, Magnolia Avenue, Broadway and the area just east of downtown, there is a density of 8-15 persons per acre. Unsurprisingly, the University of Tennessee campus boasts over 15 persons per acre, due to the large amount of students living on campus.

[introduction] Figure A-9: Average Annual Household Income $4,000 - $17,000 $17,00 - $30,000 $30,000 - $44,000 $44,00 - $70,000

During our analysis of income distribution, we noted that Knoxville is drastically separated by socioeconomic status. For instance, the neighborhoods of Parkridge and 4th and Gill have remarkably similar street grids and property density, yet the separation of the two by the highway correlates with the two neighborhoods differing economically. Furthermore, investing in accessible and well-designed infrastructure for the city could also mean an economic improvement for its residents and tax revenue.

The hilly terrain of Knoxville, with its moments of great elevational change, provides a challenge to re-connection. The places of highest elevation are Sharps Ridge, and the North Hills and Whittle Springs neighborhoods. To build I-275, the highway had to go through Sharps Ridge to maintain a north-south regional connection.

Figure A-10: Topography 840 ft. - 1000 ft. -----------1000 ft. - 1100 ft. -----------1100 ft. - 1200 ft. -----------+1200 ft. ------------

[introduction]

This photograph of Gay Street from the early 1900s acts as a precedent for our studio to emulate. Both functionally and experientially, this picture shows a way of life that is significant to our projectâ&#x20AC;&#x2122;s goals. A slower form of transit connects the city, yet allows for safer pedestrian coexistence. A lively street life could encourage an active and empathetic community.

Figure A-11: South Gay Street, looking north early 1900s

[five principles]

I-640 I-75 I-40

I-40

I-640 -64

I-2 -27 27 75

I-40 -40

DOW WNTOWN WN N

UT CAMPUS

I-75 -75 & I-40 I-

[five principles] The conclusions drawn from our research can be organized into five principles. In the sections following, the research behind each conclusion will be explained, along with the appropriate design implications. During the next phase of design, our individual projects will seek to follow and reinforce these principles within Knoxville. Our design strategy for the city begins with the removal of I-275 and the parts of I-40 that traverse

the city (between the I-640 interchanges). From this initial move, new public transit lines are proposed along with a plan of action to re-connect Knoxville spatially, functionally, and culturally. Underlying all of our strategies is the renunciation of our current reliance on the single occupancy vehicle (SOV), and the inherent cultural and urban design manifestations of this dependence that only result in its reinforcment.

[public transit] The SOV should not be the major form of transportation within the city. [convenience] The design of the city should discourage SOV use and encourage alternative forms of transportation. [density] The density of Knoxville should be increased, keeping in mind that density implies a range of meanings. [environment] Environmental concerns should be addressed with every design decision, with the overall goal of sustainability. [culture] Re-connection implies cultural changes and improved social relationships.

[public transit]

Interstate with High-Speed, Regional Train Revised Highway High-Speed Regional Train, on existing train tracks North-South Light Rail Train East-West Light Rail Train Downtown Trolley Revised Bus Routes New Pedestrian and Bike Greenways Neighborhood Node with Train Stop

[public transit] In order to replace the SOV as the major method of transit within the city of Knoxville, our studio proposes a new system of publlic transit lines. A new light rail line will replace the removed highway. New bus lines were designed so that stops would be more accessible and convenient to a larger area. A new regional, high-speed line reduces car use across the city even more, while also encouraging travel to Knoxville. The new Downtown Trolley serves the downtown area

and the University of Tennessee campus, capitalizing on the already high level of pedestrian traffic while alleviating parking difficulties. Dense, mixed-use buildings surround the light rail corridor and trolley line, with storefronts facing the new, green pedestrian thoroughfare. Figure C-1: (opposite page) proposed public transit lines Figure C-2: (below) new local light rail line, surrounded by pedestrian and bike-friendly greenways

Park-and-Ride Lightrail Train Downtown Trolley UT Campus Regional Train Baseball Stadium Farmers Market Zoo

[public transit] A node is defined as an area surrounding each light rail station. Each node will become a focus area for highdensity development to support its respective transit station. Figure C-3: (opposite page) locations of each light rail station Points of interest for each node are listed. Figure C-4 (below, left) regional train traveling along current highway outside Knoxville Figure C-5 (below, right) diagram of possible regional connections

Ideally, the regional high-speed train would resemble the European Thalys High Speed Electric Rail System. Traveling at a speed of 190 mph the trips to the following cities would take less time than traveling by car, and be less expensive than traveling by airplane (not to mention a more sustainble option than both). Lexington Cincinnati Chattanooga Atlanta Asheville Nashville Memphis

1 hour 1.5 hours 35 minutes 1 hour 37 minutes 1 hour 2 hours

Figure C-6: current Knoxville Area Transit (KAT) bus routes

This map shows Knoxvilleâ&#x20AC;&#x2122;s twenty-seven bus routes. The planning is haphazard, and some routes struggle to cover all of the potential users in each area.

[public transit] Figure C-7: proposed bus routes

Our intervention aims to create more streamlined and efficient routes at distances that are walkable. In this way, users will be better suited to reach his or her destination without hassle.

[convenience]

Overall route: 2.5 mile Travel time: 18 minutes

Average speed: 10 miles per hour Max speed: 15 miles per hour Time at each stop: 1 minute 1 mile travel time: 6 minutes .5 mile travel time: 3 minutes

Overall route: 5 Travel time: 36

1 mii

1 mi

.5 m mi .55 m mi 1 mi

Central Node

.5 m mi

End Node

.5 m mi .5 m mi .55 m mi

.55 mi

Node of Development Transit Stop

.5 m mi

.55 mi

Overall route: 2 mile Travel time: 14 minutes

Number of Passang Passanger

1 mi

Time

Figure D-1: The above graphic shows our process in thinking about how the light rail line should work. A successful light rail system needs to be reliable and frequent to persuade enough people to use it instead of a car.

6:30

9:30

Peak Service Train every 10 min

3:300

Off Peak Service Train every 20 min

7:30

Peak Service Train every 10 min

[Average Car Use, Depending on Neighborhood Design]

LEAST WALKABLE NEIGHBORHOODS

172 mi

T W T

PER WEEK

[convenience] In order for the transition to a major public transit system to be successful, the entire city should be designed in a way to discourage SOV use and encourage alternative forms of transportation. At the core of this principle is the assumption that if it is more convenient not to drive a car within Knoxville, than more people will choose not to drive one more often. The

strategies our studio has proposed to increase convenience are complete streets, walkable neighborhoods, and a predictable and accessible public transit system. As seen by the graphics below, the use of public transit in Knoxville is currently very low. By improving the transit infrastructure and its context, our research also shows that the chance for success can be improved.

[90% of Respondents Listed a Short Commute as a Top Priority When Looking For a New Home]

[Average Public Transit Use]

[Mode for Work Commute: U. S. average] Bicycle [3%]

Walk [4%]

[Average Mileage Traveled]

Public [5%]

Carpool [12%] Drives-------Alone [75%]

Existing Streets Reconnected Streets Light Rail Train Greenway Bike Path Greenway

[convenience] One of the key parts of reconnecting Knoxville is reknitting the specific streets divided by the highway infrastructure. In addition to reconnecting neighborhoods physically, this strategy would facilitate a social and cultural reconnection. In the case study presented on the opposite page, the barrier between Parkridge and 4th and Gill is removed. By removing this geographic imposition, the socioeconomic and cultural divisions (mentioned in the Introduction) become possible areas of improvement. Figure D-2: (opposite page) Proposed Streets to Re-connect 4th and Gill and Parkridge Neighborhoods

The diagrams on this page show show the difference between a walkable, organized street grid and those of a more suburban, sprawling neighborhood. Knoxvilleâ&#x20AC;&#x2122;s streets should resemble the street grid above as much as possible to ensure it is an efficient, walkable urban environement. Compact grids decrease distances between amenities, and decrease the use of SOVs. Figure D-3: (left) 1m2 in a neighborhood with sprawling streets Figure D-4: (above) 1m2 in a compact, gridded neighborhood

[convenience] Figure D-5: (opposite page) Proposed Strategies for Residential Neighborhood Roads

Figure D-6: (below) Analysis of Well-Connected Street Grids

This plan exemplifies how a reassignment of lanes within the existing neighborhood street grid will enhance biking and walking as alternative modes of transit. By converting the current two way neighborhood grid patterns into a system of alternating one-way streets, space will be available for expansive bike lanes. In addition, rooom will be made for water retention gardens punctuating private lots.

This diagram illustrates some of the benefits of wellconnected streets. The diagram represents a development of 100 households. Each household takes 3 trips in and out of the neighborhood each day (total of 300 trips). The diagram shows how dispersing this traffic across the grid eases congestion and reduces travel distances. Well-connected streets help stabilize realestate values (equal frontage and accessibility), make neighborhoods safer (people feel safer around other people/ reduced speeds), and make neighborhoods more walkable (reduced travel distances).

150 124

159

194

229

106

265

141 141

106

2 25

0 75

25 25

70 70

150

70 70

300

11 11

11 24

[convenience] Figure D-7: (opposite page) Proposed Strategies for Residential Neighborhoods Meeting Arterial Roads

This diagram shows how the new neighborhood streets will meet and interact with the main arterial streets. The two-lane divided highway is reduced to one dedicated traffic lane moving in each direction. The reclaimed space is utilized through parallel parking on the exterior, as an attempt to slow the speed of traffic. This leaves space for dedicated bike lanes flanking the median. Bike lanes are placed on the interior to allow for unimpeded entry and exit of car traffic, therefore reducing the risk for bikes crossing lanes for car traffic. Trees and wider sidewalks encourage traffic calming.

Figure D-8: current bike lanes

Knoxville is a city with a very limited amount of bike lanes. While there are many roads that have wide shoulders that allow for a somewhat bike-friendly experience, the city is not equipped for the 21st century model of transport and green planning.

[convenience] Figure D-9: proposed bike lanes - Westen Ave - Magnolia Ave - Central Ave - Broadway - Gay Street - Cumberland Ave. - Kingston Pike - Henley Street - Hall of Fame Drive - Middlebrook Pike - Sutherland Ave.

Our intervention has chosen to equip “arterial” streets with bike lanes. “Arterials” are streets that have a moderate volume of traffic and span long un-interrupted distances. The bike lanes will also connect to the variety of greenways within the city.

0’

100’

200’

500’

[convenience] Using the natural topography along James White Parkway as an opportunity, a parking garage for commuters is proposed. Street grids are reconnected to allow a continuous pattern of development from downtown. This arrangement enables parking to be drawn away from the downtown center, and encourages people to use public transit, walk, or bike within the city. Figure D-10, D-11 and D-12 (below) Re-design of topography on James White Parkway into a parking structure

[density]

bus routes 1500â&#x20AC;&#x2122; walkability 3600â&#x20AC;&#x2122; walkability

[density] A public transit system needs a high density to support it, as well as a well-designed, complimentary context. The graphic on the opposite page represents the interrelation of two concepts: walkability and density. The larger blue circles show where density should be concentrated in order to support that light rail station sufficiently - into a neighborhood â&#x20AC;&#x153;node.â&#x20AC;? Through the rest of our analysis of density, we will show that the concept of a high density, walkable city implies more than a high population density.

Figure E-1: (opposite page) Shown here are the restructured bus routes, reoriented around local nodes. The strategic arrangement of the routes in clover patterns revolving around the nodes allows for more expansive routes with shorter travel times. The average design route is approximately 20-30 minutes, with 5-8 stops per route. Where appropriate, existing KAT lines have been preserved, in order to serve areas that extend west and south of our central focus area. The infographic below emphasizes this need to concentrate residential density around each light rail transit station.

[People within a 1/2 Mile of a Transit Stop are 5x More Likely to Use Public Transit]

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[density] The Bid-Rent Curve (opposite page) depicts the absolute maximum rent a firm with a specific profit profile can pay and still find remaining in business a worthwhile endeavor. This graph is based on the theory that businesses tend to locate themselves efficiently without zoning. Traditional zoning laws divide land uses into these categories: Residential, Industrial, and Agricultural. Zones usually originate from what types of business exist in a location. When cities grow, these zoning laws make it hard for businesses to relocate to the most efficient locations. The traditional delineation of â&#x20AC;&#x153;Residentialâ&#x20AC;? zones discourages mixed-use development. This process creates un-walkable neighborhoods, as people are located farther and farther from places of business.

We reject traditional zoning in our scheme. The second diagram (below) depicts node developments that emerge where people choose to live. These are highly mixed-use developments with residences and necessary amenities (grocery stores, restaurants, schools...), in turn, very walkable communities. Notice the bid-rent curve remains the same. Nodes develop where people choose to live - specifically, in locations close to places of employment, schools, and transit stops. With the Transect (next two pages) as a guide, we let the Bid-Rent curve take its course, but ensure that development will be walkable through form-based code (which defines building setbacks and height, sidewalk requirements, parking in back not the front...). (Reference: Investment Analysis for Real Estate Decisions by Phillip T. Kolbe and Gaylon E. Greer) Figure E-2: (opposite page) Bid-Rent Curve, with traditional zoning Figure E-3: (below) Bid-Rent Curve, with our node development strategy

[density]

Figure E-4: an interpretation of the New Urbanist Transect, with photographs of places in Knoxville that fit each zone.

Figure E-5: current locations of amenites within the 4th and Gill neighborhood

School Industry Retail Food Residential

[density] Figure E-6: proposed distribution of amenities

The availability of frequent, smaller amenities - integrated close to residential areas - increases the walkability of neighborhoods and decreases car use.

[environment]

100%

30%

-7% Energy Loss

23%

Figure F-1: (after) Fossil Fuel Energy Production Efficiency Figure F-2: (below) On-Site Solar Energy Production Efficiency

100%

17%

[environment] Our studio considers issues of environmental stewardship and ecological sustainability to be of utmost importance. There are two areas of general opportunity: First, to reduce current power and fuel demands. And, second, to produce more power locally to reduce inefficiencies related to transmission losses over long distances. On the opposite page is an example of how existing interstate bridges and flyovers can be utilized for the implementation of the new corridor development. Because the street grid in these locations are already connected, there is opportunity to preserve these massive structures as a foundation for unimpeded greenbelt and lightrail travel. The spaces below, which are often dark and neglected will be reinvigorated by allowing light to penetrate the bridge between the various lanes of usage. Additionally, due to the elevated nature and East-West orientation of the corridor, these structures prove to be a superior site for linear solar farming. Panels shown on the following page are 3 kW pole mounted units that take advantage of the massive existing structure. Using this mounting arrangement also allows for greater efficiency opportunities by using a seasonal, single axis tracking system. The Tennessee Valley Authority (TVA) supplies energy to Knoxville and sells it to The Knoxville Utilities Board (KUB) which has been gernerated in various ways including solar, nucelar, fossil-fuel, hydro-electric and wind. It should be encouraged to provide local energy production where it can be applied for transit along the corridor as well as the integration of on-site energy production which decreases the loss of energy across vast distances.

Figure F-3 Energy Transmission Loss Energy Production

High Voltage Transmission Lines

Transformer / Distrubutor Plant

Local Power Lines

Consumers

[environment] In regards to energy efficiency, the corridor project is most beneficial through the reduction of SOV usage. The reliance on fossil fuel associated with SOV commuting is unsustainable both environmentally and economically. Environmental impacts of oil are apparent in both the drilling and transportation practices. As fuel prices continue to rise, the economic feasibility of the current transportation system is also being questioned on a variety of levels, from national energy dependency

down to individual usage. The new corridor project actively encourages the use of alternative means of transportation. These changes are encouraged through integrating the inter-nodal rail system with a series of coherent, local bus routes. Additionally, each respective nodal community would have access to a number of bike share locations. By inserting this appropriate transportation infrastructure, Knoxville will have a more sustainable means of moving toward forward. Figure F-4: (opposite page) re-use of interstate infrastructure Figure F-5: (below) local commute Figure F-6: Energy Use of Passenger Transportation Modes (BTUâ&#x20AC;&#x2122;s per passenger per mile (USDT â&#x20AC;&#x153;Vision for High-Speed Rail in America,â&#x20AC;? Apr 2009)

Intercity Rail - 2600

Commuter Rail - 3000

Aircraft - 3200

Automobile - 3500

Figure F-7: New greenway systems can supplement and reconnect the existing greenways with areas marked for possible new green spaces. The new green spaces will act as buffer zones along streams and the river to prevent pollution and runoff.

[environment] Figure F-8 Rain gardens and vegetation act as a sponge gardens, relieving storm drains, and preventing pollution from entering waterways as runoff.

[environment] By repurposing the I-40/I-275 corridor, resulting air quality ratings would inherently be greater. The interstate corridor, as it bisects the city of Knoxville, is the single greatest producer of course particulate matter (or PM10). According to a London study, 67% of these coarse particulates originate from diesel based transportation. Re-routing of I-40 to the I-640 bypass will drastically decrease the large truck traffic through the heart of the city. Seen below is a representation of how data from the Cincinnati study of I-75 can be applied to the Knoxville corridor. This study shows that even at a mileâ&#x20AC;&#x2122;s distance from the interstate, up to 17% of these pollutants can still be measured. The implementation of electric powered mass transit lines, would result in immediate decreases in course particle readings within the city, and as commuting habits shifted from a reliance on SOVs, air quality would improve even greater.

Bike or Walking - 0.0

Public Transit - 0.003

Average Car (4 people) - .08

Average Car (Driver only) - .32

Figure F-9: Emissions of different forms of transportation

Figure F-10: Concentration of air pollution from corridor to housing units. Figure F-11 (opposite page): Air pollution map along corridor

[R. N. Colvile, E. J. Hutchinson, J. S. Mindell and R. F. Warren, Atmos. Environ., 2001, 35, 1537â&#x20AC;&#x201C;1565.]

[culture]

[culture] During the development of our strategies, it became clear that our redesign inferred a new cultural way of life for the city of Knoxville. As the illustration below shows, even shopping for groceries becomes a cultural experience. The first column depicts a person driving to and from a store to purchase groceries occasionally, buying processed food that will last longer, as there is more time in between shopping trips.

The second column depicts the citizen utilizing public transit, and stopping at a local store to buy fresher food. The result is a citizen that is active in their community, out in public, getting exercise as part of their daily routine. Less money is wasted on food that spoils, as trips to the store are more frequent and convenient.

G-1: Heat map showing current walkability in Knoxville. Higher walkability is represented by cooler colors (green) with reduced walkability shown as warmer red colors.

G-2: Heat map showing proposed increases in walkability. Improving the connectivity of neighborhoods and redistributing the availability of commerce and retail yields neighborhoods that people are more active in, both physically and culturally. All of the neighborhoods become more walkable with the new transit system in place.

[culture] The following two diagrams illustrate transit times utilizing the proposed light rail trolley line. The diagram on the upper right shows a citizen using a bicycle to negotiate neighborhood streets to the trolley line, and then finishing their ride into the central business district on the trolley. The diagram on the lower right illustrates the citizen walking to a bus stop in his neighborhood, and using the localized bus service to reach the new light rail transit line, and continuing on to the central business district.

Both of these situations illustrate the effects of a new culture that eschews the SOV as a primary mode of transit. Daily life becomes centered around moving about in a neighborhood that the citizen is invested in both physically and socially. The less lethargic citizen begins to take an active part in developing and improving the community.

Each transit based development node encourages public activity through the inclusion of plazas and public squares. These spaces are used for public events that begin to involve the entire community.

[culture] Cultural destinations such as music venues, museums, and libraries are integrated into the fabric of the new mixed use development areas that are created around the transit nodes. This begins to create a culture that is present and visible at all hours of the day, keeping evening activities located close to daytime activity venues, workplaces, and homes.

[case studies]

WESTEND

BAXTER

MIDTOWN

[case studies] The following case studies cover three nodes and in our study area. The first case study focuses on the Baxter Avenue node, which sits about 1/2 mile north of downtown Knoxville. The second case study number

focuses on the central node, which sits between Fort Sanders and Downtown. The third case study examines West End, and focuses on a park-and-ride situation. The final case study describes the Downtown Trolley.

DOWNTOWN TROLLEY

[case studies] The goal of this first node, known as Baxter, is to reconnect the original grid that was destroyed by the implementation of I-75. While studying the site, it became apparent that a ridge line originally separated the West and East neighborhoods. Therefore, these neighborhoods were only connected by two streets. This information was gathered from studying the 1939

aerial photographs of Knoxville. The goal of the Baxter design is to bridge the gap between the two neighborhoods by augmenting density with a combination of new larger-scale, mixed-use buildings that adhere to T5 zoning transect principlescentered around a public park, and an extension of the street grid of the upper ridge down to the lower ridge.

EXISTING STRUCTURES Existing Structures PROPOSED STRUCTURES Proposed Structures EXISTING I-275 CORRIDOR Existing I-275 Corridor

Mass Transit Major Arterial Medium Arterial Minor Arterial Local Streets

MASS TRANSIT

Trolley Station

MAJOR ARTERIAL

MEDIUM ARTERIAL MINOR ARTERIAL LOCAL STREETS TROLLEY STATION

[case studies] H-1: (opposite page) organiation of roads H-2: walkability diagram H-3 and H-?: (next page) view of intervention area, before and after; The design attempts to join the two neighborhoods and increase population density. T5_URBAN T5 - UrbanCENTER Center T4_GENERAL URBAN T4 - General Urban

1000 FT.

[case studies]

H-4:, H-5, H-6, and H-7: sections are cut through Baxter Avenue to demonstrate the design adaptations to topographical changes H-8: (next page) view of public park in front of transit station

[case studies]

[case studies] The second case study is Midtown. It is located at the heart of Knoxville, sitting north of downtown, and across a slight ravine. It re-connects the University of Tennessee, Fort Sanders and downtown to neighborhoods north of I-40, through a series of pedestrian and vehicular bridges. A high-speed regional train station is situated within this central neighborhood making it easily accessible to the heart of Knoxville. The regional rail station is linked to a multipurpose structure with a hotel,

and light rail mass transit hub. The belief is that this configuration would enable and encourage Knoxville to further enhance its image as a destination city in the Southeastern United States. The light rail station is where the East, West, and North lines converge. A public plaza borders the station. This central node further dem onstrates our principles by re-establishing a grid and increasing density.

High-Speed Mass Transit Light Rail Mass Transit Major Arterial Median Arterial Minor Arterial Local Streets Trolley Route Light Rail Station

bus station north light rail line high-speed rail line (runs on existing rail line)

Fourth and Gill

high-speed rail station and hotel

east/west light rail line

light rail station

H-9: view of Central Node station H-10: (next page) Central Node train station and hotel

existing bridges to remain primary drop/pick-up route with pedestrian friendly sidewalks

public plaza

downtown

High-Speed Rail Station Fort Sanders

Fourth and Gill

Downtown

High-Speed Rail Station

Fourth and Gill Downtown

Fort Sanders

[case studies] Public parkscape and lawn Train station hotel Pedestrian bridge and greenway path Trolley route from downtown

FOUR RT TH & GIL GILL G L

Train Station Ticketing and Lobby Hotel and train station mixed use public spaces

MEC ANIC MECH ANICSVIL S LE SVIL E MIDT TO TO OWN W DOWN OWNTOWN TOWN OW FORT ORT SAN SANDERS DERS RS

Midtown Station Plaza T5 Transect Density with Mixed-Use Typology

South plaza with outdoor commercial space

Knoxvilleâ&#x20AC;&#x2122;S high-speed rail mass transit hub

Secondary vehicular arterial street with two lane traffic and temporary parking

Two tiers of below grade parking decks for long term and hotel parking

Greenway track system for lightrail with bike lane

Water feature Lightrail mass transit with covered train station

[case studies] The intersection of I-40 and I-640/I-75 at the western most end of the corridor park-n-ride condition for our urban design intervention. This area is currently defined by low density housing, disconnected street grids and neighborhoods, disparate businesses and industry, and large amounts of land severed by the interstate.

With the introduction of a light rail station, this node will serve primarily as a â&#x20AC;&#x153;park-and-rideâ&#x20AC;? for commuters to board the light rail mass transit, therefore connecting commuters to the inner city. This node, known as West End, in turn, creates its own specific character, bringing needed vitality back to the area

H-11: (opposite page) proposed West End plan

H-12: (below) view of West End transit station

[case studies] Traffic is reduced to one lane on either side of the Curb side rain gardens act as a sponge, absorbing and Downtown Trolley. Trees are added as a traffic calming filtering runoff (refer to diagram in Environment section). measure. The road rises up at the trolley to brick paved pedestrian crossings, additionally reducing speeds. H-13: Proposed re-design for Cumberland Avenue (below)

MAIN STREETS EAST-WEST LIGHTRAIL

DOWNTOWN TROLLEY Downtown Trolley LIGHT Light RailRAIL TrainTRAIN Main MAINStreets STREETS East-West Light Rail EAST-WEST LIGHTRAIL

WESTERN AVE.

T. YS GA

C AL

EY NL HE

VE DA AN RL E MB CU

. ST

D AN YL NE

. DR

[case studies] Original Trolley Line Original Streets

T. YS GA

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H-14: Downtown Trolley on Gay Street (below) The demand for street-side parking on Gay Street is decreased by public transit use coupled with the new James White parking garage. The reclaimed space is relegated to bike lanes and rain gardens.

H15 Downtown Trolley on Neyland Avenue (opposite page, top) H-16: Downtown Trolley on Cumberland Avenue (opposite page, bottom)