Trinidad and Tobago Mass Transit Hub by Rajiv Bachan

Trinidad & Tobago Mass Transit Hub: Rehabilitation of Urban Decline Through Efficient Public Transport A Thesis Submitted to the Faculty of the Architecture Department in Partial Fulfillment of the Requirements for the Degree of Master of Architecture at Savannah College of Art and Design Rajiv Nicholas Bachan Savannah, GA ÂŠ August 2014 The author hereby grants SCAD permission to reproduce and to distribute publicly paper and electronic thesis copies of document in whole or in part in any medium now known or hereafter created.

Rajiv Nicholas Bachan Author

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Dr. Hsu-Jen Huang Committee Chair

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Trinidad & Tobago Mass Transit Hub: Rehabilitation of Urban Decline Through Efficient Public Transport

A Thesis Submitted to Faculty of the Architecture Department in Partial Fulfillment of the Requirements for the Degree of Master of Architecture at Savannah College of Art and Design Written by Rajiv Nicholas Bachan Savannah, GA ÂŠ August 2014

Dr. Hsu-Jen Huang Ph.D., Committee Chair Prof. Ryan Bacha, Committee Member Prof. David Gobel Ph.D., Committee Member

Dedication To my mother Geeta, for your love and strength, my brothers Deepak and Kadir, for your continual support, to Jennifer for your encouragement and to Arya, my motivationâ&#x20AC;Ś

Acknowledgements I would like to thank my committee members Prof. Hsu-Jen Huang, Prof. Ryan Bacha and Prof. David Gobel for your time and guidance.

Table of Contents List of Figures

Thesis Abstract

Chapter 1 The Informal City: Exploring improvised settlements and urban decline in a developing nation

Section 1.1 Informal Settlements Section 1.2 Urban Decay Section 1.3 Port of Spain Section 1.4 Conclusion and Hypothesis

Chapter 2 Public Travel: Defining the benefits of a mass transit system versus the private vehicle

Section 2.1 Automated Society Section 2.2 Public vs. Private Section 2.3 Limitations of Study

Chapter 3 Site Analysis and Master Planning: Exploring the historic, social and environmental context of Port-of-Spain Section 3.1 A Brief History Section 3.2 The Proposed Site Section 3.3 Conclusion

Chapter 4 Programming and Conceptual Massing: Developing a relationship between structure, space and concept Section 4.1 Programmatic Development Section 4.2 Conceptual Development Section 4.3 Conclusion

Chapter 5 Schematic Design and Development: Section 5.1 Transitioning Conceptual to Physical Section 5.2 Conclusion

Chapter 6 Final Site and Building: Section 6.1 Defining the Final Solution Section 6.2 Conclusion Section 6.3 Final Boards

Works Cited

List of Figures Chapter 1 1.1 Rocinha Favela by Steve Martinez

1.2 Haiti Earthquake by United Nations Development Stream

1.3 Abandoned House Brightmoor Detroit https://www.flickr.com/photos/twisted%20pics/311%202124981/sizes/l

1.4 Districts of Port of Spain by Author

1.5 Photo of Laventille http://static.panoramio.com/photos/large/6746291.jpg

1.6 Downtown Port of Spain http://biba.bb/assets/images/news/Port_of_Spain.jpg

1.7 Woodbrook Port of Spain http://megaconstrucciones.net/images/urbanismo/foto10/port-spain-59.jpg

1.8 Belmont Rooftops https://www.flickr.com/photos/sanman_ish/8258101187/sizes/l

1.9 Beetham Area http://sphotos-d.ak.fbcdn.net/hphotos-ak-snc7/488249_4352796787115_864066252_n.jpg

Chapter 2 2.1 Concept Image of High Speed Rail in California http://i.bnet.com/blogs/california-high-speed-rail-06-lg.png

2.2 Solutions for Urban Travel http://farm8.staticflickr.com/7228/7399658942_267b1ba9fc_b.jpg

2.3 Economic Benefits http://www.publictransportation.org/benefits/Pages/InfoGraphics.aspx

2.4 Solutions for Urban Travel http://farm8.staticflickr.com/7228/7399658942_267b1ba9fc_b.jpg

Chapter 3 3.1 Region Map by Author

3.2 Site and Context by Author

3.3 City Gate Terminal http://www.newsday.co.tt/galeria/2009-01-24-7-1A_MAXI-TAXI.jpg

3.4 City Gate Terminal http://www.newsday.co.tt/galeria/8-1a_maxi_hub_(3).jpg

3.5 City Gate Terminal http://www.newsday.co.tt/galeria/2007-10-11-8-1A.jpg

3.6 City Gate Terminal http://www.phastraqvfx.com/wp-content/uploads/2013/08/City-Gate-POS.jpg

3.7 Port of Spain Market http://www.cruisersforum.com/gallery/misc.php?do=printimage&i=5709

3.8 Port of Spain Market http://www.svkiva.com/images/2008/Trinidad/market.jpg

3.9 Beetham Highway http://www.skyscrapercity.com/showthread.php?t=1535931

3.10 Eastern Main Road http://www.skyscrapercity.com/showthread.php?t=1535931

3.11 Access to Site by Author

3.12 Land Use Classification http://www.eposdctt.com/images/public/documents/LandUse.pdf

3.13 Population Density http://www.eposdctt.com/images/public/documents/PopDensity.pdf

3.14 Income Groups http://www.eposdctt.com/images/public/documents/Table2.5.pdf

3.15 Selective Demographic Indicators http://www.eposdctt.com/images/public/documents/Table2.1.pdf

3.16 Seismic Activity Chart (95 Year) http://www.uwiseismic.com/Downloads/PGA(g)_RP=95years.jpg

3.17 Climate Graph http://www.trinidad-and-tobago.climatemps.com/trinidad-and-tobago-climate-graph.gif

Chapter 4 4.1 Spatial Layout and Programming by Author

4.2 Structural Massing by Author

4.3 Structural Massing by Author

4.4 Spatial Layout Massing by Author

4.5 Shifting of Spatial Layout by Author

4.6 Repetition of Structural Arches by Author

4.7 Application of Skin by Author

4.8 Separation of Spatial Mass by Author

4.9 Additional Shifting of Spatial Mass by Author

4.10 Smooth Structural Mass by Author

4.11 Streamlined Spatial Mass by Author

4.12 Merging of Structural Mass & Spatial Mass by Author

4.13 Conceptual Mass by Author

4.14 Conceptual Mass by Author

Chapter 5 5.1 Site Plan with Conceptual Mass by Author

5.2 Ground Floor Plan by Author

5.3 First Floor Plan by Author

5.4 Second Floor Plan by Author

5.5 Third Floor Plan by Author

5.6 South Elevation by Author

5.7 East Elevation by Author

5.8 North Elevation by Author

5.9 West Elevation by Author

5.10 Transverse Section A by Author

5.11 Transverse Section B by Author

5.12 Transverse Section C by Author

5.13 Transverse Section D by Author

5.14 Longitudinal Section by Author

Chapter 6 6.1 Site Plan by Author

6.2 Perspective View by Author

6.3 Ground Floor Plan by Author

6.4 Second Floor Plan by Author

6.5 Isometric View by Author

6.6 Third Floor Plan by Author

6.7 Roof Plan by Author

6.8 North Elevation by Author

6.9 East Elevation by Author

6.10 South Elevation by Author

6.11 West Elevation by Author

6.12 Longitudinal Section by Author

6.13 Perspective View by Author

6.14 Perspective View by Author

6.15 Perspective View by Author

6.16 Perspective View by Author

6.17 Final Boards by Author

6.18 Final Boards by Author

6.19 Final Boards by Author

Thesis Abstract

Trinidad & Tobago Mass Transit Hub: Rehabilitation of Urban Decline Through Efficient Public Transport Rajiv Nicholas Bachan August 2014

This thesis explores various causes of urban decline, particularly in developing nations and how modernized public transport can mitigate its effect. The thesis does not focus on transportation systems nor does it pursue an urban design approach; instead, it discovers how the architecture of mass public transport can re-shape the urban landscape thereby initiating rehabilitation through supplemental benefits of the proposed undertaking.

Chapter 1 Introduction

The Informal City: Exploring improvised settlements and urban decline in a developing nation

Section 1.1 Informal Settlements An unmistakable feature of major cities throughout the world’s developing nations is the element of the informal settlement. These settlements occur as a result of many things including rapid rural-to-urban migration, economic stagnation and depression, high unemployment, poverty, informal economy, poor planning, politics, natural disasters and social conflicts. (UN-HABITAT) While they might be considered an ‘eye soar’ or blight on a city, these areas are a major cog in the wheel of the thriving city. They provide key support infrastructure to keep major cities moving ahead. Within them are communities that breed striving social and cultural worlds that are

beautiful and fascinating. The people of these

Figure 1.1 Rocinha Favela (Slums of Rio De Janeiro)

‘favelas’ or ‘slums’ are very resilient at the

to be exacerbated. Initiatives are regularly set in

there is no one solution, nor is there an adequate

least, acclimated to the poorest of conditions

place by the governing bodies in conjunction with

way to execute these initiative. As we progress

known to the western world, they are the most

volunteer organizations and community leadership

as a worldwide society, an open dialogue must be

likely to adapt when necessary. (UN-HABITAT)

to assist in the development and restructuring

kept going to combat the cause and effect of slum

Despite these communities’ ability to adapt,

of these communities and to combat crime and

neighborhoods in developing nations.

unfortunately, like anywhere else in the world, they

violence. While these initiatives are met with

Section 1.2 Urban Decay

suffer from crime, violence, disease and have a

mixed reviews, the effectiveness of these programs,

high vulnerability to natural disasters (Patton) and

as well as whether they are properly executed

the deterioration of a city due to neglect. It

in these informal settlements, these problems seem

often come into question and the reality is that

affects many major cities throughout the world

Urban decay, or urban rot, is defined as

Fig. 1.1 Clustered housing in Brazil using improvised materials and building techniques. Fig. 1.2 Severe damage to informal settlement after seismic activity in Haiti. As a result of improper building methods, these building were unable maintain their structural integrity. Fig 1.3 Abandoned houses in Detroit after the automotive industry crash of 2006 leading to economic decline and mass unemployment. Reverse gentrification is also a leading cause of urban decay. This coupled with rent control policies and other political complications can perpetuate the cycle of neglect in these areas. Reverse gentrification occurs when the wealthier inhabitants of an area begin to move to the outer lying suburbs, putting their properties up for rent. This shift of classes opens up these previously

Figure 1.2 Haiti Earthquake

exclusive neighborhoods to the general public

and, unlike the above mentioned informal

under decay. (Thabit) Residential communities

thereby allowing lower income level families to

settlement (See Section 1.1) it tends to affect

within an area experiencing urban decay tend

populate the area resulting in slow to stagnant

major cities in developed nations. (Andersen)

to suffer the most and begin to share the same

economic development. A domino effect ensues,

Urban decay is a result of a multitude of social

characteristics that affect informal settlements (See

employment levels dwindle, crime rates go up

and economic problems and often causes areas

Section 1.1) including crime and violence, high

and property values decline leading to ownersâ&#x20AC;&#x2122;

of the city to fall into disrepair and decrepitude.

unemployment, and due to neglect and disrepair of

neglect of their properties. (Adelman)

De-industrialization, depopulation, abandoned

basic maintenance and infrastructure, become more

buildings and high local unemployment are some

susceptible to natural disasters and even disease

faced these issue and through redevelopment

of the features that characterize parts of a city

due to lack of sanitation efforts.

and rehabilitation, have been able to save their

There are many instances of cites that have

city from the effects of urban decay and reversegentrification. As the world’s cities evolve and new cities are built, initiatives to combat, prevent and counteract various forms of urban decay are being developed. These solutions, like those that address the informal settlement, are not clear cut in their effectiveness or execution. Once again, an open dialogue is the most effective way to develop new ideas that specifically address the city being affected and the communities within them.

Section 1.3 Port of Spain Port of Spain, the capital city of Trinidad and Tobago, boasting a diverse population and a rich history that has molded it into the city it is today. As a former colonial state, Trinidad’s complex historic background has shaped its

capital into a unique urban landscape. (Besson)

Figure 1.3 Abandoned Houses in Detroit

Like most cities, Port of Spain has developed

to some of the nation’s most elite politicians and

and plantation industry among other supplemental

districts of various idiosyncrasies; landmark

affluent families while simultaneously harboring

industries. (Foundation)

boundaries delineating one part of the city from

poverty stricken neighborhoods. The old railroad

another, downtown districts, cultural and arts

that once brought sugar cane from the plantations

live in substandard conditions including poor

districts, business districts etc. (See Fig. 1.4)

in the south to the ports of the capital is now the

roadways and drainage, housing with no pipe

Sometimes, however, these separations end

city’s bustling travel hub, a bus terminal that brings

born water supply, dilapidated structures with

up creating an undesired separation, causing a

in upward of 200,000 commuters daily from the

insufficient foundation and a lack of maintained

disconnect within the city. Where once lived

east and south, amid numerous re-purposed and

community facilities. (EPOSDCTT)There is also

wealthy plantation owners, are now offices

abandoned buildings that once served the railroad

the presence of gang violence and heavy drug

Thousands of residents in East Port of Spain

Belmont

ro o

Tranquility

Newtown

W oo

Uptown East Port of Spain

Downtown Beetham Highway Eastern Main Road Priority Bus Route Figure 1.4 Districts of Port of Spain trafficking with education levels much lower

is quite clear with the only separation boundary

than the national average. The people of this area

being East Dry River (See Fig 1.4)

have been neglected and deprived of the benefits

Section 1.4 Conclusion and Hypothesis

shared by others as citizens of a thriving, oil rich

Being a developing nation, Port of Spain

nation. (King) (Harlcrow) While the districts to

does share many characteristics that come with

the west benefit from recent urban development,

the territory (See Sections 1.1 & 1.2) a lack of

including an impressive skyline of luxury hotels,

planning and proper urban development has turned

government offices and banks, the east remains

into an infrastructure nightmare with much of the

in decrepitude. The contrast between the areas

Woodbrook District

Nightlife; Clubs, Bars, Restaurants & Theaters

Newtown/ Tranquility/ Uptown Districts Schools, Private Office & Service Based Businesses

Downtown District

Government, Banking & Retail Business

Belmont/ East Port of Spain District

A collection of mostly residential communities that eastern regions of the city populated by residential originated from informal settlements, many of which still lack basic infrastructure and utilities.

communities that started off as informal settlements which sprung up during the abolition of slavery

the city and increased vehicular traffic flowing in and Fig 1.5 A view from Port of Spain looking East toward the hills. out of the city. (Gonzalez) A new approach must be

and the beginning of indentured labor. (Besson)

devised to address the lack of initial planning that

Adjoining areas closer to the city have, in turn,

frames the entrance into the city that will alleviate

suffered from neglect and degradation. All of the

the traffic congestion and rehabilitate the outer lying Fig 1.7 A view from the Newtown/ Woodbrook area looking west areas of neglect.

commuter traffic mentioned above must pass through these areas to access the city through 3 major vehicular roadways (See Fig. 1.4) creating hours

Port of Spain to redeveloped and rehabilitate the eastern

of congestion every morning and afternoon. Major

districts by reconnecting it to the thriving downtown

roadwork projects have been undertaken in the past

through the systematic inflow of commuters.

2 decades, including highway expansion and bypass flyovers, however, this newly built infrastructure cannot keep up with the ever growing population of

Figure 1.5 Laventille (East Port of Spain)

A mass transit interchange will enable the city of

Fig 1.6 A view from the heart of the downtown district looking toward the west.

Fig 1.8 A view from the Belmont area looking toward the hills to the North-East Fig 1.9 A view from East Port of Spain looking toward downtown. The Eastern Main Road and The Priority Bus Route are shown here.

Figure 1.6 Downtown Port of Spain

Figure 1.8 Belmont Rooftops

Figure 1.7 Woodbrook Port of Spain

Figure 1.9 Beetham Area (East Port of Spain)

Chapter 2 Public Travel

Defining the benefits of a mass transit system versus the private vehicle

Figure 2.1 Concept Image of High Speed Rail in California Section 2.1 Automated Society

cultures to discover and learn from one another.

airports. While the negative environmental impacts

(Urrey) (DeLong) Automated transportation is an

of automated transport is of great concern, modern

impacted the world much the same way that mass

invaluable asset to the human condition by simply

advancement is constantly striving toward more

communication and the Internet has influenced

bridging these gaps between us and our neighbors.

sustainable, environmentally friendly technology

the world we live in today. It brought people

Similarly, automated forms of transportation has

that mitigate these impacts. (Layton) Furthermore,

closer together across vast distances and enabled

shaped our physical environment, for better and

the social, economic and technological benefits

them to travel and experience much more of their

for worse, over the course of the past 150 years.

have propelled us into the future much quicker than

environment in a much shorter period of time. It

Our landscape is dominated by paved roads,

anyone could have predicted.

has broken down the barrier of distance to allow

sidewalks, bus stations, railways, train stations and

The introduction of automated transportation

Figure 2.2 Solutions for Urban Travel

Section 2.2 Public vs. Private It isn’t always clear to the general public as to why public transportation is superior

Section 2.3 Limitations of Study While it can be argued that the issues

over private, the vox populi is that private

faced by the residents and commuters

transport provides privacy, convenience

of East Port of Spain are that of an urban

and freedom, it’s just “better” is often the

design nature, this proposal seeks to take

impression people have adopted due to the

an architectural approach to solving these

nature of the car culture we live in today.

issues while addressing the urban landscape

Perpetuating this is the fact that owning a

and suggesting urban design solutions to be

car once was, and to many, still is, a status

instituted in conjunction with the main focus.

symbol. This makes it difficult to argue the

The site in question, while it is utilized by many

point when addressing it on an individual level,

throughout the country, essentially, ‘belong’ to

but the negative environmental impacts of

the people of this area. It is the most prominent

private transportation compared directly to

feature of the urban landscape of the east and

mass transit is transparent (See Figure 2.2) It is

planting the seed of rehabilitation through

generally accepted today that private vehicles,

architecture can have a tremendous impact on

when it comes to environmental concerns, are

the rest of the area and extend to a nationwide

inferior. Furthermore, the residents of any city

centerpiece. The most iconic cities throughout

with a prominent public transportation system

the world feature magnificent mass transit

such as Honolulu, San Jose and Salt Lake City

systems that almost define the city such as the

would argue that the efficiency of their public

New York Subway. This ‘seed’ of next level public

transport nullifies any need for a private vehicle.

transit will breathe new life into the city and

(Time Staff)

subsequently spark the fire of rehabilitation.

Figure 2.3 Economic Benefits

Figure 2.4 Solutions for Urban Travel

Chapter 3 Site Analysis and Master Planning Exploring the historic, social and environmental context of Port of Spain

Section 3.1 A Brief History When addressing the history of this specific site, the history of the country as a whole is relevant because of the modest size of the island. Designated as the cultural capital of the of Trinidad and Tobago, East Port of Spain is the birthplace of such Caribbean icons as the steel pan (steel drum), calypso music and carnival. A place that has produced scholars, athletes and artists alike, which all come together to produce a rich history for the area. (Besson) Port of Spain is the capital city of the twin island republic of Trinidad and Tobago, a former commonwealth nation which, unlike most islands of the Caribbean, has abundant reserves of natural gas and oil. Trinidadâ&#x20AC;&#x2122;s economy is not tourism based, nor is it dependent on the tourism sector, instead, itâ&#x20AC;&#x2122;s main exports are oil and natural gas with related industries such as steel and aluminum manufacturing as well as petrochemicals. These industries have allowed the country to amass great wealth over the course of its more than 50 years of

Figure 3.1 Region Map

belmont

warehouses low income residential communities

DOWNTOWN

low income residential communities

public and private sector offices, banks, retail, food, active warehouses

laventille

low income residential communities city gate

proposed site EAST PORT OF SPAIN

priority bus route ends, parking and maintenance facilities for buses, offices for public transport authority

various active and abandoned warehouses in disrepair

beetham

port of spain market

warehouses and port authority

sealots

informal settlement

feet meters

Figure 3.2 Site and Context

2000

700

independence, all of which culminate in the capital

living in the same area. Beyond the Beetham area

and maintenance of buses. Adjacent to the site is

city. (Agency)Administration, storage, customs and

are the areas of Laventille, Sea Lots, and Morvant

the Central Market and Wholesale Market of Port

excise among other supplemental facilities are all

all with smaller communities within them and all

of Spain, both vital facilities which supply produce

located in and around Port of Spain, with much of

of which share common history with those of the

and dry goods to both private citizens as well as

the storage facilities located in the eastern districts.

Beetham Gardens.

to restaurants and hotels. The site also features

(See Fig 3.2)

Section 3.2 The Proposed Site

abandoned and dilapidated warehouses and other

Along the Beetham Highway to the North,

The proposed site (See Fig 3.2) is currently the

small structures. Most of the people who work in and

lay the Beetham Gardens, a low income, poverty

location of City Gate, the main bus terminal into

around this site reside in the communities of East

stricken suburb. Originally a squatters community

the city from the East, which previously served as

Port of Spain including bus and taxi drivers, dock and

that originated in the 1950s, these residents are the

a train station. It lies between East Port of Spain

warehouse workers and market vendors, shoppers and

primary benefactor of the proposed rehabilitation.

and the remaining districts (Refer to Section 1)

commuters, all of whom utilize this area daily.

Several initiatives have been put forth by government

bridging the separation between the two areas. Also

to improve conditions, however, their effectiveness

contained within this site are various buildings

has not achieved the level of success hoped for by

re-purposed from the time of the railroad that are

those involved. (Cambridge) Any proposed solution

now used to house administrative offices of the

must first consider the rights of these people as

Trinidad and Tobago Public Service Corporation

this is their home, many of them having deep roots

the entity charged with the public transportation

within the community, spending their entire lives

authority. Finally, large paved areas for parking

Figure 3.6 City Gate

Figure 3.4 City Gate Terminal

Figure 3.3 City Gate Terminal

Figure 3.5 City Gate Terminal (Interior)

feet meters

Figure 3.7 Port of Spain Market

2000

Figure 3.10 Eastern Main Road

Figure 3.9 Beetham Highway 700

Figure 3.8 Port of Spain Market

Primary Area of Development Secondary Area of Development Tertiary Area of Development

Vehicular Access Pedestrian Access: Common Path of Travel Restricted Vehicular Access: Buses Only Areas of congestion Figure 3.11 Access to Site

Figure 3.12 Land Use Classification

Figure 3.13 Population Densities

Table 2.2: East Port of Spain Income Groups Figure 3.14 Income Groups Income Groups TT$ Less than 500 500999 10001999 20002999 30003999 40004999 50005999 60006999 70007999 80008999 90009999 1000010999 1100011999 1200012999 13 and Over

No. of Persons 17796 7525 8964 4782 1637 1280 417 425 79 152 24 31 73 19 212

Percentage of Heads (%) 32 14 16 9 3 2 1 1 0.14 0.27 0.04 0.05 0.13 0.03 0.38

Note: $1.00USD = Approx. $6.33TTD

Table 2.1: Selected Demographic Indicators Figure 3.15 Selective Demographic Indicators No

Community Name

Total Population

Male

Female Households

Dwelling Units

Businesses

Area (Hectare)

Population Density (pop/ ha)

Dwelling Unit Density (DU/ ha)

1 Beetham Gardens

3508

1776

1732

958

933

70.33

2 Belmont

11627

5296

6331

3516

3592

346

158.64

3 East Port of Spain

11681

5696

5985

3558

3723

470

87.56

133

4 Eastern Quarry

5095

2491

2604

1550

1583

54.08

5 Gonzales

2811

1347

1464

799

819

31.85

6 Laventille Marie Road 7 /Romains Lands

12906

6251

6655

3822

3829

387

117.90

109

1396

675

721

392

394

140.48

8 Mon Repos

3444

1673

1771

1005

1021

175.83

9 Morvant

18292

8954

9338

5359

5483

377

137.47

133

10 Never Dirty

1560

775

785

461

480

70.50

11 Picton

4118

2100

2018

1224

1252

41.35

100

12 Sea Lots

1859

940

919

515

514

122

46.03

13 St. Barbs

5610

2754

2856

1491

1488

82.91

14 Upper Belmont Port of Spain 15 Proper

4559

2264

2295

1294

1328

112.68

4316

2226

2090

1169

1181

2887

58.5

T O T A L

92782

45218

47564

27113

27620

5163

Marie Road/ Romain Lands, Never Dirty and Mon Repos register low dwelling unit/ ha densities even though they are dense due to the inclusion of unoccupied areas higher up the slopes in the calculation.

Figure 3.17 Climate Graph

Phase I: Primary Area of Development: a new transit hub will be built next to the existing city gate building. The City Gate Building will be kept as it hold historic significance. Phase II: Secondary Area of Development: the adjoining Port of Spain Market Area is to be completely replace with new buildings and infrastructure tailored to

Figure 3.16 Seismic Activity Chart Section 3.3 Conclusion

facilitate more ideal conditions including better drainage,access to running water and vehicular access.

Phase III: Tertiary Area of Development: the Priority Bus Route will be replace by It is now possible for informed decisions to be made during development of an overhead rail system developed in Phase I. This roadway will be converted into

a site plan and conceptual development. It is proposed that the undertaking be

green space including parks and recreational faculties as well as community and

addressed in 3 separate phases;

youth development facilities tailored to the needs of the people of East Port of Spain.

Chapter 4 Programming & Conceptual Massing

Developing a relationship between structure, space and concept

Section 4.1 Programmatic Development The building program of the New Transit Terminal will attempt to

through to the next place, but as a destination as well. A place to spend time

reproduce the existing programmatic elements on the proposed site while

in and around. Looking toward a “cross roads” or ‘busy intersection’ for

providing new, upgraded and additional facilities that modernize the overall

inspiration, particularly that of a small town, where communal gatherings

compound, while simultaneously fortifying the ideas explored during

occur, where the most interesting things happen. People tend to focus on trying

conceptualization (See Section 4.2) (See Fig 4.1 for a detailed programmatic

to get through rather than to stop and experience. The intent is for the terminal

layout) and cater to the volume of commuters arriving and departing. It is

to facilitate the interaction of commuters and the passer-by with hopes of it

necessary to note that, due to limitations of this project, this program addresses

becoming a destination in itself. Of course, getting people to their primary

the immediate site and buildings but does not include facilities that have been

destination will remain a key function, but through design and programming,

affected in the immediate surrounding context of the site that are part of the

an attempt will be made to satisfy both conditions.

overall rehabilitation of East Port of Spain. This issue, however, is addressed in the master plan and during the proposed phasing (See Chapter 3).

Section 4.2 Conceptual Development The visual intention of the proposed building is two-fold; to be experienced by, not only the user, but also the passer-by. The average passer by would be pedestrians, vehicular passengers and drivers. This form of user should experience entry into Port of Spain starting with a processional approach through the eastern district culminating in the view of the new Transit Terminal, a pronounce gateway into the city. It should also convey its purpose externally through visual indicators. There should be no question that the proposed building is a major Transit Terminal. Commuters utilizing the new Transit Terminal should also experience a processional entry into the city as mentioned above, with the added bonus of experiencing the approach and entry to Port of Spain from a perspective unavailable anywhere else except through rail travel. Additionally, an attempt

will be made to rethink the transit terminal as more than just a hub to move

Figure 4.1 Spatial Layout and Programming 35

Development of Conceptual Massing

A series of massing studies was conducted to simultaneously explore structural assembly and spatial layouts while responding to characteristics of the proposed site. Through this, a narrative is clearly outlined on the formation of various conceptual masses.

Fig 4.2 Standard Parabolic Arch Design allows for longer clear spans and increased building height

Fig 4.4 Layout of Massing according to spatial requirements as well as spatial relationship requirements Fig 4.3 Addition of appendages and reinforcement to cater to additional building elements such as floor plates and horizontal structural elements

Fig 4.5 Shifting of spatial layout in response to site and structure

Fig 4.6 Repetition of structural arches to initiate form. The curvature of the element is a response to the major roadways penetrating the site

Fig 4.7 Application of skin to begin defining form and to understand how the spatial layout must respond to structure

Fig 4.8 Separation of mass to facilitate spatial separation or public vs private areas as well as circulation

Fig 4.9 Additional shifting of massing with voids to allow increased daylighting as well as courtyard space

Fig 4.11 Streamlined spatial massing to accommodate structure and site conditions while maintaining spatial requirements

Fig 4.10 Structural Mass with smooth facade

Fig 4.12 Merging of Structural Mass & Spatial Layout to form Conceptual Mass

Fig 4.13 Conceptual Mass

Section 4.3 Conclusion Through the exploration of space and massing, the static form created through spatial relationships coupled with structural massing and repetition allows the form to take on a more dynamic shape. It begins to develop more interesting relationships between its programmatic elements as well as its surrounding context. The form has taken on a pronounced appearance that stimulates visual movement along its axis, thereby elevating the viewersâ&#x20AC;&#x2122; interest.

Fig 4.14 Conceptual Mass

Chapter 5 Schematic Design & Development

Figure 5.1 Site Plan with Conceptual Mass

Section 5.1 Transitioning Conceptual to Physical While conceptual massing marks a mile stone in the design process,

Conceptual Mass

removing weak ones; introducing floor plates and building envelope, circulatory systems and defining the external envelope that informs the

this only provides a prepped canvas on which we can attempt the

internal function to the users. Circulation and life safety begin to take

transition toward architecture. To transition from concept to physicality,

shape, allowing building systems to be integrated into the design. By

various shifting of elements is done in order to uncover unforeseen

focusing on these issues in an intelligent, thorough manner, allows the

issues, reinforcing strong relationships within the building model whilst

conceptual mass take the form of the physical building.

Fig 5.2 Ground Floor Plan

retail food court

retail

lobby

retail public parking The floorplates have been generated by slicing the mass horizontally at appropriate intervals, then orienting solids and voids to work out spatial volumes. The program is then laid out according to relationships between

private parking

offices

them as well as to the overall building. This initiates the circulatory systems of the building and defines public and private areas.

Fig 5.3 First Floor Plan

retail

retail public parking administration

Fig 5.4 Second Floor Plan

public parking offices

Fig 5.5 Third Floor Plan

train platform

Fig 5.6 South Elevation

Fig 5.7 East Elevation

Fig 5.8 North Elevation

Fig 5.9 West Elevation 45

Fig 5.10 Transverse Section A

Fig 5.12 Transverse Section C

Fig 5.11 Transverse Section B

Fig 5.13 Transverse Section D

Fig 5.14 Longitudinal Section

Section 5.2 Conclusion Several issues have presented themselves during this phase of the design

building, is encompassed within a great big shell. While spatial relationships and circulatory patterns are unaffected, the floor plates have taken on an

process, while the structure is beginning to take on characteristics that start

irregular form that presents an unnecessary challenge. Further exploration and

defining concept and program, it is clear that the scale translated from massing

refining of the initiatives mention in Section 5.1 is needed. A revised approach

to schematic development is a bit grandiose. This mishap in translation has

to the external building envelope while establishing new relationships to the

brought about a disconnect between the external facade and the internal

internal structure and layout will aid development of the final design, address

workings of the building making it seem as though a smaller, functioning

scaling and help maintain key design elements developed during this phase.

Chapter 6 Final Site & Building

new transit terminal

city gate

short term parking

local area bus terminal

long term parking

new rail line

reserved parking

SITE PLAN

south quay

beet

ham

eastern

high

way

beetham highway

Fig 6.1 Site Plan

new water retention pond to help counteract flooding due to site and building runoff. The pond also acts as a buffer to filter harmful chemicals from city run off before they enter nearby estuaries and the ocean.

main r

pedestrian walkway from parking lots to main building featuring unconditioned retail kiosks outdoor seating, fountains pick-up and drop-off zones and engaging landscape.

secondary area of development phase II: future site of the new port of spain market, additional parking facilities, amphitheater and other mixed-use communal facilities. This development will be a supplemental destination to the new transit terminal.

tertiary area of development phase III: the former site of the priority bus route will now feature the new railway overhead with new green space, running and cycling paths and shared community facilities such as, tennis and basket ball courts.

Section 6.1 Defining the Final Solution In addressing the issues highlighted previously (See Section 5.2) has

shifted. Specifically parking and some retail have been transitioned out of the immediate building in order to address the scaling of the building. These

informed the final design, shaping the characteristics of the final proposed

elements have been adhered to areas of the site directly adjacent to the

building and the layout of the immediate site context. Beginning with program,

building. Do this has helped to shape the exterior facade in order to maintain

some of the spatial requirements (See Figure 4.1 in Chapter 4) that helped

integration. The floor plates have been altered to allow a more regular spatial

form the initial massing and subsequently the schematic layout, have been

layout, thereby strengthening circulatory relationships. The plan was then

Fig 6.2 Perspective View

mirrored to allow a greater influx of commuters by doubling the number or rails initially suggested. This mirroring has also allowed a more streamlined egress to aid in fire safety as well as to get commuters on their way, and additionally, allow the building to achieve symmetry. Finally, the facade comprises exposed structural elements which evolve as the internal function changes, while adhering to the repetition motif developed during conceptual design.

The final floor layout has been attained by orienting the programming needs of the transit terminal in a series of iterations until ideal placement

to the bottom level where they emerge at the bus terminal, allowing them to continue their journey unhindered. Similarly, they also have the option of moving down to the second

was achieved. By doing so, the building maintains its primary function of ensuring a smooth influx and outflow of commuters. This primary

level where interaction and lingering is promoted through shopping,

orientation was then mixed with the layout of the typical town center,

eateries, galleries and observation areas. This level further reinforces

thereby satisfying programmatic as well as conceptual requirements.

the concept of promoting the terminal as a final destination.

The top level contains only the train platform and spaces that support this function. This is done to avoid the promotion of lingering; people arrive,

13 2

wait and depart, allowing a constant flow, free of congestion. As commuters

depart the platform, they are presented with the option of heading directly

13 7

11 5

Fig 6.3 Ground Floor Plan

Fig 6.5 Isometric View

Fig 6.4 Second Floor Plan 16

4 8

11 3

Finally, located on the ground level are the bus terminal, pick-up and drop-off areas, pedestrian entrance, some retail and gathering areas and administrative offices. The immediate site surround the building has been developed to satisfy program and concept criteria as well and is directly integrated with flow into the building generating a sense of unity between the two.

Fig 6.7 Roof Plan

13 10

7 13

13 12

1 Administrative Offices 2 Commercial Kitchen 3 Dinning/ Bar 4 Gallery 5 Locker Rooms 6 Gym 7 Mechanical 8 Restrooms

9 Rentable Space 10 Observation Area 11 Lobby 12 Waiting Area 13 Operations Offices 14 Roof Garden 15 Bus Terminal 16 Drop-off Area

Fig 6.6 Third Floor Plan

Fig 6.8 North Elevation

Fig 6.9 East Elevation

Fig 6.10 South Elevation

Fig 6.11 West Elevation

OBSERVATION DECK

Fig 6.12 Longitudinal Section views revealing the rest of the building can be observed from anywhere in the area

facilitates direct access from the rail platform to the bus terminal and vice versa

reveals to commuters in transit the possibilities of staying at he terminal for extend periods

allows commuters to get to their final destination within the local city area

BUS TERMINAL

ESCALATORS MAIN ATRIUM RAIL PLATFORMS

commuters arriving in private forms of transport or taxis enter through here

drop off passengers have immediate access to the rest of the building including the rail platform

central stair well and escalator access allow commuters a separate means of exploring the rest of the building

STAIR WELL ACCESS

STAIR WELL ACCESS PICK-UP DROP OFF

Conclusion At the beginning of this thesis, my primary intent was to devise a strategy for the much needed rehabilitation of East Port of Spain. The greatest challenge in approaching such an issue is surmising a single solution that emphasizes an architectural approach which would then elicit further urban rejuvenation. Fig 6.13 Perspective View

While there are various instances of architecture influencing urban landscape, rather than vice versa, not all purpose-built architecture is guaranteed to do so, or do so effectively. The site in question, presented several possibilities that would generate renewal through architecture, including the Port of Spain Market, the Priority Bus Route and Beetham Gardens Community, all of which would be ideal starting points. The effectiveness of starting at one of these points, however, is limited to the nature of the end user thus holding them limited in their ability to have a lasting

Fig 6.14 Perspective View

impact on an urban scale. The new Trinidad & Tobago Mass Transit Hub (TTMAS) has achieved these goals by presenting the opportunity for maximum positive impact on the urban landscape of East Port of Spain. TTMAS addresses multiple issues faced by both the immediate and surrounding context, in addition to the rest of the city including the Port of Spain Market, Priority Bus Route and Beetham Community. It accomplishes these goals while at the same time, holding true

Fig 6.15 Perspective View

to their palimpsest, resulting in minimum adverse bearing on the communities, businesses and commuters. Furthermore, TTMAS reconnects the eastern districts with the rest of Port of Spain by becoming a much more iconic gateway. Its placement bridges the separation by hinging the two divides through purpose driven architecture, systematic programming, planned spatial configuration and logically sequenced site development.

Fig 6.16 Perspective View

Section 6.3 Final Boards

Fig 6.17 Final Boards programmatic layout

spatial shifting

circulation

schematic massing

daylighting

floor layout

streamline to site

structural concept

The Trinidad and Tobago Mass Transit Hub will create social connections for commuters entering Port of Spain, establishing a center piece and processional entry into the city. By replacing the existing City Gate site and Port of Spain Market, this new development adheres to the palimpsest of what once was, what currently is and what is going to be. Set at a ‘cross-roads’, the program is specifically tailored to encouraging interactions between all users by establishing a commonality within people who otherwise have no shared affections.

TTMAT

trinidad&tobago

TTMAS Mass Transit HUB

conceptual formation to site

vertical plating

response to program

skin

refinement to site

continuous exterior system

conceptual mass

Site

Site of redevlopement, exisiting loaction of current bus terminal called ‘City Gate’ , the former rail station, which services the East West corridor leading to all areas of the country.

roofing system

Areas of Future Development

1 evolution of form and building to site, spatial requirments and concept

1.) Existing bus terminal servicing the North/ North-west regions of the city and outskirts. 2.) Existing site of farmer’s, abandoned warehouses and dilapidated police and transport authority buildings

Vehicular Access

Leading into the side are 3 major roads from both the East and West, moving along the northern and southern boundaries of the site

Pedestrian Access

Most roadways adjacent to site carry heavy pedestrian traffic from the city, however, other outter laying districts which don’t meet the site directly have a heavy inflow of pedestrian commuters.

Rail & Bus Line

The priority bus route (PBR) is an additional easement to the site which is reserved for buses servicing the East-West corridor, it is located over the now defunct rail system of the early 20th century and will be replaced by the new rapid rail system

Fig 6.18 Final Boards

East Elevation

Transverse Section A

Transverse Section B

Transverse Section C

North Elevation

South Elevation

West Elevation

2 2

9 4

1 7

7 5

1 5 6

1Administrative Offices 2 Kitchen 3 Dinning Room/ Bar 4 Art Gallery 5 Locker Rooms 6 Gym 7 MEP 8 Restrooms 9 Commerical Space

7 9 First Floor Plan

1 2

9 3 Second Floor Plan

8 1 Commercial Kitchens 2 Operations Office 3 Viewing Balcony 4 Dinning Area 5 MEP 6 Restrooms 7 Art Gallery 8 Dinning Room/ Bar 9 Kitchen 10 Commercial Space

Fig 6.19 Final Boards 6

Fabricated light weight aluminum rafter system fasted to top plate Fabricated metal bracket to fasten rafter to top plate using 4 nut and bolt connectors

Double top plate anchored to reinforce masonry bond beam

2 2

K-series open web steel joist 18K7 at 6’ on center

5” thick light weight concrete slab on metal decking

1 Roof Garden 2 Platform Lobby 3 Waiting Area 4 MEP 5 Restrooms 6 Operations Office

6 Third Floor Plan

Double bond beam block w/ portland cement grout fill and reinforcing steel 6” cast-in-place concrete slab on grade

Base course of gravel or crushed stone to prevent the capillary rise of ground water 4” minimum Extruded polystyrene foam insulation 12”x16”x8” CMU Block

24”x36” Concrete Footing 3” minimum cover for steel reinforcement when concrete cast against and exposed ed to earth

Rajiv Nicholas Bachan ARCH799 Graduate Architecture Studio: Thesis II Prof. Hsu-Jen Huang, PhD Prof. Ryan Bacha Prof. David Gobel Spring 2012

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