Sergei Klein Masters Research Project The University of South Florida School of Arhitecture and Community Design College of the Arts
Fig 1: Entrance Silouette
beneath the surface Identifying issues that cause subterranean architecture to be avoided and designing a solution in which this building type provides enjoyable public experience beneath the ground.
Documented by:
Sergei Klein A master’s research project presented to the Graduate School of Architecture and Community Design at the University of South Florida in partial fulfillment of the requirements of the degree of Masters of Architecture.
Thesis chair:
Trent Green Associate Professor of Architecture and Urban Design University of South Florida Tampa FL
Thesis Committee:
Daniel Powers Associate Professor of Architecture and founding member of USF Architecture University of South Florida Tampa FL Shannon Bassett Assistant Professor of Architecture and Urbanism University of South Florida Tampa FL Stanley Russell AIA Architect, Assistant Professor and Director of USF Design Build Program University of South Florida Tampa FL
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Dedication I dedicate this document to my parents who displayed immeasurable amount of love by bringing me into this country, raising me as their own child and giving me everything I needed to reach the place where I stand. You have always believed in me and supported me in every step. I will be forever greatfull to you for everything that I am. To my Mom and Dad
Acknowledgements - It has been my honor and pleasure to study at School of Architecture and Community Design at the University of South Florida. Through the years at the school I have been privileged to witness and receive one of the finest educational curriculums in the country. The school is full of talent, potential and energy. I believe it will become even better through the years. - I would like to thank all of my colleagues at the school for their help, friendship and inspiration. They are a talented group of individuals who can accomplish anything they set their mind to. I am grateful for all the fun times we had on our trips, all the sleepless nights, mountains of energy drinks, finger cuts and persistent smiles through it all. I wish you all successful futures. - I would personally like to thank Professor Trent Green for his help and guidance during the Masters Project. Your input has made my project clear and exciting to me. i would also like to thank Dan Powers, Shannon Bassett and Stanley Russell for great education they provided during my years at school. - I would personally like to thank Adam Skwirsk, my good friend, for all of the advice you have given me through the years. You have been an unending source of friendship and your character exemplifies the qualities of a Christian man. I am privileged to be your friend. - I would also like to thank my family for their love and support during my school years. I am so blessed to have you and thank God always for you. I am grateful to my parents for their love, care and encouragement through all my years with them. Thank you mom and dad.
- I thank God for loving me and designing a plan for my life!
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Table of Contents Cover - Acknowledgements - Table of Contents - List of Figures - Project - Abstract
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Existing Setback - Below - Absence of Delight - Atrophy
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Analysis - Experience - Site (Continued) - Transportation - The City of DC - Building Type Needed
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Case Studies - St. Quirin Platz, Germany - Fulton Center, New York - Santa Maria del Pianto, Italy
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A Way Out - Manipulation of Environment - Scale - Manipulation of Light, Technology - Making a Place - Circulation - Light - Anxiety Free
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Program - Initial Space Configurations
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Initiation - Developing Multilevel Design - Composition & Effect
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The Design - “Fishbone�
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- Place
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- Mezzanine Conclusion - Works Cited
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List of Figures Fig: 1. Fig: 2. Fig: 3. Fig: 4. Fig: 5. Fig: 6. Fig: 7. Fig: 8. Fig: 9. Fig: 10. Fig: 11. Fig: 12. Fig: 13. Fig: 14. Fig: 15. Fig: 16. Fig: 17.
Entrance Silouette (Photograph) Station sign Rochester subway http://vanguardhq.blogspot.com/2011/05/vanguard-issue-135-vanguard-vs-world.html Subway car http://realphixion.deviantart.com/art/Metro-train-Panorama-13251004 Capitol South Station (Photograph) Ceiling structure at Capitol South station (Photograph) Old house http://rodmurrow.blogspot.com/2010/06/this-old-house-hobart-ok.html Entrance to the station (Photograph) South view of the site (Photograph) North west perspective (Photograph) Nearby commerce (Photograph) Location diagrams Site diagram Google image of the site Google image of the site 2 Google image of the site 3 Metrobus http://www.google.com/search?hl=en&gs_rn=11&gs_ universities-live.html%3B800%3B359 metro bus metro bus
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Fig: 18. Fig: 19. Fig: 20. Fig: 21. Fig: 22. Fig: 23. Fig: 24. Fig: 25.
Washington DC Metro http://greatergreaterwashington.org/post/5625/the-7000-series-not-your-fathers-railcar/ Amtrack train http://getnycd.com/2010/04/19/civilized-travel-with-amtrak Rent a Bike http://postcardsfromtheair.blogspot.com/2011/03/dc-capital-bikeshare.html Winter in DC http://topoften.com/words-best-places-to-stay-in-winter-celebrate-the-magical-winter/ Map of DC Metro http://members.virtualtourist.com/m/p/m/a38d8/ Concept axonometric drawing Large window at St. Quirin Platz http://www.flickr.com/photos/stvjackson/6292978519/ Escalator http://www.flickr.com/photos/stvjackson/6292978519/
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Fig: 26. Fig: 27. Fig: 28.
Platform perspective http://www.flickr.com/photos/stvjackson/6292978519/ Site Analysis Fulton Center interior rendering http://www.nytimes.com/imagepages/2007/01/08/nyregion/08fultonCA01ready. html
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Fig: 29.
Fulton Center street rendering Project.jpg
http://upload.wikimedia.org/wikipedia/en/3/33/Fulton_Street_Transit_Center_
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Fig: 30.
Fulton Center oculus http://www.theepochtimes.com/n2/united-states/downtown-new-yorks-fulton-center-architecture-revealed-299148.html
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Fig: 31. Fig: 32
Site Analysis Function diagram http://designsandprojects.com/2012/metropolitana-linea-1-santa-maria-del-pianto/metropolitana-linea-1-santa-maria-del-pianto-6/
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Fig: 33
Exterior form rendering http://designsandprojects.com/2012/metropolitana-linea-1-santa-maria-del-pianto/ metropolitana-linea-1-santa-maria-del-pianto/
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Fig: 34
Aerial entrance rendering http://designsandprojects.com/2012/metropolitana-linea-1-santa-maria-del-pianto/ metropolitana-linea-1-santa-maria-del-pianto-8/
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Fig: 35 Fig: 36 Fig: 37 Fig: 38 Fig: 39 Fig: 40 Fig: 41 Fig: 42 Fig: 43 Fig: 44
Site analysis Station mosaic http://www.pbase.com/image/118387522 Alisher Navoi station http://shirazg.blogspot.com/2010/05/submay-alisher-navoi.html Station collumns http://www.pbase.com/image/118387522 Komsomolskaya Station http://colin.barschel.net/gallery/v/dubna/Metro+station+Komsomolskaya.jpg.html Ceiling height http://www.jutiarphotography.com/keyword/station#!i=1655612645&k=Fdz8F2z Canary Warf interior http://www.flickriver.com/photos/tags/canarywharfundergroundstation/interesting/ Entrance perspective http://www.flickriver.com/photos/tags/canarywharfundergroundstation/interesting/ Strogino station http://500px.com/photo/6850698 Lowline project http://www.fastcoexist.com/1680555/the-lowline-new-yorks-revolutionary-underground-parksays-let-there-be-light#1
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Fig: 45 Fig: 46 Fig: 47 Fig: 48
Departing train http://www.geacintov.com/still%20life/pages/subway.html Conceptual axonometric drawing Circulation study models (Photograph) Atlantic Yards place http://cityroom.blogs.nytimes.com/2010/09/28/latest-design-is-unveiled-for-atlantic-yardsplaza/
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Fig: 49 Fig: 50 Fig: 51 Fig: 52 Fig: 53 Fig: 54 Fig: 55 Fig: 56 Fig: 57 Fig: 58 Fig: 59 Fig: 60 Fig: 61 Fig: 62 Fig: 63 Fig: 64 Fig: 65 Fig: 66 Fig: 67 Fig: 68 Fig: 69
Station in Bilbao, Spain http://www.bestourism.com/medias/dfp/15977 Insbruck subway station entrance http://www.petermbach.com/2010/05/innsbruck-altstadt-surroundings/ Subway station in Izrael http://www.thecoolist.com/carmelit-the-uphill-subway-of-haifa-israel/ Church of Light, Ando http://www.evermotion.org/portfolio/show/rohitarora/763929 Light pattern effect http://lighttalk.via-verlag.com/2012/03/light-shadow/ James Tyrell installation http://fluxwurx.com/installation/wp-content/uploads/2011/01/JT-2.jpg Canyon in Utah http://wallpaperstock.net/antelope-canyon-iphone-4_wallpapers_13254_640x960_1.html Concept Elevation Spacial Configurations Pedestrian bridge Pedestrian bridge, fluid concept Street section explorations Concept section Sectional explorations Concept sketch Street diagonal section Site plan drawing Mezanine plan Platform plan Cross section 1 Cross section 2
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Fig: 70 Fig: 71 Fig: 72 Fig: 73 Fig: 74 Fig: 75 Fig: 76 Fig: 77 Fig: 78 Fig: 79 Fig: 80
Cross section 3 Cross section 4 Mezzanine rendering Cross sectional rendering Interior rendering Bird wing archway photograph Mezzanine perspective Platform perspective Shopping edge model photo Final model detail Final model
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Quote 1
Erasmus, Desiderius
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Quote 2
Frank Gehry
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Quote 3 Quote 4
Louis Kahn Philip Johnson
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Quotes used
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Fig 2: Station sign
the project... The project focuses on the design of a modern subway station. It is a unique building type that is much different from the typical architecture surrounding us. It is a public place where, depending on a station, millions of people could pass through in a single week. Typically subways are located in densely populated cities where they are used to quickly move around the city. This transportation type is very efficient and cost effective. One of the benefits of subways is their ability to reduce traffic by reducing amounts of cars driven in a city. They are able to do this because they function fully underground. Average subway station is about fifty feet below ground and has small atrium where people board arriving trains. Being deep underground is a problem because people are forced to descend deep below ground and away from their comfort zone. Despite the unappealing environment people still consider metro to be a very effective and use it abundantly. Subways have a tremendous potential to be thriving public places if architecture finds a way to make underground environment more appealing to people. The challenge of the project is to design a station to which people would want to go to not through. It must be delightful and comfortable and not only function driven architecture. It should facilitate transportation with ease and not scare away the visitors. Subways have a unique set of conditions which, if approached with creativity, could prove to be valuable in designing successful subterranean architecture.
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Fig 3: Rochester Subway
abstract Brief explanation of the project The beauty of architecture is its ambition in innovation. It can accept unsuitable conditions and turn them into a harmonious mechanism of function and beauty. Its persistence in resolving obstacles is complimented by an aspiration to achieve a novel solution. It is unfortunate then to see architecture missing an opportunity to excel, especially in a subterranean environment, an environment that I believe is the frontier for the architecture of the future. In the last century underground design primarily concerned itself with function but eventually began interested in aesthetics. However, in terms of delight and comfort architecture refrained itself from pushing the limit. Society has placed a value on subterranean architecture based on its abilities and not on its looks. The appearance is precisely what caused the depreciation of the building type. It is when people cease to sense darkness, anxiety and hostility below the streets, that architecture will free itself from being devalued. People use underground temporary, usually for transportation. This does not give them a chance to appreciate the place or architecture. In order for architecture to be appreciated it must become a place where people would come and stay. The design must enhance the compatibility between people and underground space. Spending time below surface means being outside of one’s comfort zone. The majority of people do not enjoy being underground. Architecture therefore has the unique problem of replicating the kind of environment that people experience above ground. It is the comfort that makes people stay underground rather than beauty or function. The problem with subterranean architecture, specifically with the metro, is its acceptance of being separated from the word by horizon. It surrenders itself to being a mechanism of transportation without considering possibilities of its type. Even though its limitations, such as lack of light, subterranean architecture also has advantages in which it must invest. After thousands of years architects still find ways to exploit their design. Underground is a new frontier in terms of design and its potential is limited only to imagination.
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Fig 4: Subway car
below The Nature of Subterranean Environment Depending upon the person, the notion of being underground frequently carries an unenthusiastic and unappealing connotation. People intuitively disassociate themselves from it simply because we as humans do not affiliate ourselves daily with this impalpable medium. Human culture paints the underground element as a vast and mysterious environment full of secrets and dangers. Of course humanity, being almost childishly curious and stubborn in its quest for self-preservation and desire for improvement of its existence, has accepted this frontier as harmless and very beneficial. Today, subterranean environment typically ignites conversations about resources, transportation, science, and etc. People have utilized this environment in so many ways that they appear to be comfortable beneath the ground even for long periods of time. Even though there are always exceptions to such assumptions I believe that the intuition of most people still imposes an element of discomfort on them, however minute it may be. This minor anxiety, for the lack of a better term, is present because subterranean architecture struggles to recreate this comfortable environment that humans experience at ground level. Architecture can ensure function even in the most hostile environments like space, but how far is it from achieving comfort and delight in such environments?
“Give light, and the darkness will disappear of itself.� - Erasmus, Desiderius
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Fig 5: Capitol South station
absence of delight
The problem of functioned oriented architecture Disappointment would not be the right word to describe my impression of our capital’s underground transit system. Mild surprise was probably a more realistic response to the place. I have traveled throughout Europe and North America and I have seen just about every level of underground transportation beginning with the lavish Moscow metro stations and ending with frightening Brooklyn Bridge Station in New York City. As a person who finds underground slightly unnerving, probably due to mild claustrophobia, I don’t particularly enjoy traveling via subway. However I have accepted the necessity and benefit of using such transportation even though the journey is almost always unpleasant for me. So, while visiting our nation’s capital and being inspired by the architectural beauty and innovative thinking around me I was surprised to encounter that unpleasant architectural feeling again in the subways of Washington D.C. While my mind rationed with my fear, I realized that the place was not a dungeon. It was lit by numerous artificial lights. It was occupied by many people who didn’t seem to mind the gloom. In fact, the tunnel entertained repetitive architectural elements that evoked attractive visual effect. The initial factor that triggered my displeasure with the place was the insufficient lighting. Because good light is such an important element in architecture, for its power to control the senses of the place, its absence demoralized the environment. Therefore it was not surprising to see the consequences of deficient lighting resonate in the circulation of the place, way finding, aesthetic appearance and social mood. Material use within the subway was another element that triggered my displeasure underground. Singular use of concrete is not enough to take on the heavy burden of underground aesthetics. Concrete brutalism has a chance of redemption when it is used in the environment where light can revive the cold material into an architectural harmony of light and form. Underground however, concrete does not have such a chance and it is not easy to achieve with artificial lighting. Darkness amplifies natural character of concrete which is heavy, opaque and cold giving those characteristics to the entire surrounding. Aside from obvious shortcomings, the metro possessed the classical problems of being dirty; humid, hot and occasionally rat infested. Now, this transit system is located in one of the most up kept cities in the world and is used by thousands of people every day. Therefore, in comparison to all of the subways of the world it is not a bad system. It functions extremely well. However, when looking at this building type as architecture it lacks one of the three Vitruvius’ elements; delight.
Fig 6: Ceiling structure at Capitol South Station
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atrophy
“Architecture should speak of its time and place, but yearn for timelessness� - Frank Gehry
A house left unoccupied eventually falls apart. This is simply the laws of nature. Our homes last for generations because we constantly improve them. We do that because we see value in our homes. What happens to metro stations that appear unimportant? They are treated in such way by passengers and by workers who work there. Underground transit architecture must have visual value to be appreciated and not just a functional worth. The significance of value in architecture is an important element because it affects lifespan of a project, the surrounding community and the image of architecture in general. As cities become denser with population growth the importance of underground transportation rises. More people become members of subterranean traveling making the surrounding communities and businesses of the area become dependent on this system. The image of the subway therefore is reflected on the community and on retail in the area. When thousands of passengers experience unpleasant commute twice a day the negative attitude carries itself to work and home. This negative vibe can resonate in loss of business as people move and real estate devalues. In extreme cases the problem can manipulate the economy of the city and worse, its image. If such a problem occurs in a city like Washington D.C. what impact would it have on a city that reflects the nation? Underground architecture is a frontier that is yet to be explored fully by architecture. The field takes great pride in innovation and exploration of new boundaries in design. Underground architecture has made great advances in developing a design that functions well. However, has it reached the potential level of comfort and delight? I believe that this untamed medium presents an incredible opportunity for architecture to achieve the next breakthrough in design.
Fig 7: Old house
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experience Personal encounter with the problem During the Core Design C I had an opportunity to decide where to go for the class trip since the rules about traveling became much more flexible. My friend Adam and I decided to go to Washington DC and even though I already have been there I considered DC to be a good city to visit for its great urban qualities. Off course we had to take subway system to get around the city on very many occasions no matter how much we preferred walking instead. During one of those trips underground our car broke down and we had to stand on the platform for what seemed like infinity, surrounded by hundreds of displeased passengers. The longer the train didn’t move and the longer we stayed waiting there, the more I was becoming uncomfortable. I honestly began asking myself what is wrong with this place and why I don’t want to be here? I began searching for an exit or anything that would indicate that. I concluded that the place was dark, small, overcrowded, and dirty. The looks on people’s faces confirmed my assumption that they were getting a similar impression. Eventually the broken car took off and another train came which we boarded and continued on our journey.
Fig 8: Site Photograph, Entrance underground
Fig 9: Site Photograph,South view
Fig 10: Site Photograph, North West perspective
Fig 11: Site Photograph,Nearby Commerse
Analisys of the location During the early stages of my Masters Project I decided that in order to fully explore the questions I had regarding subterranean architecture I had to pick a site and explore it three dimensionally. Even though I have pondered several cities with subway systems I almost instantly concluded that the Metrorail in D.C. was the system to work with. Initially I was looking for a subway station with a vacant lot above grade. An open site would be a flexible medium to work with and provide an opportunity to design architecture that would freely connect itself to an underground subway station. I found several appropriate stations in the area but I selected Capitol South. After I picked my site I made another trip to D.C to take pictures and get a glance at the surrounding conditions. The site appeared quiet, unobstructed and flexible. However, while analyzing the area I found several important factors that would strongly impact my design. The land around the site primarily consists of governmental, residential and commercial development. As a matter of fact almost every side of the block has a different land usage. This situation invites diverse crowds to the site but places limits on the design options because of the proximate location of residential area. Judging by the land use map of the area the parking filled site will be commercially developed with parking being submerged underground. Since the exact building type proposed for the area is unknown to me I will assume that it will be similar to the surrounding building across the street. For example, the development will take the entire site with a courtyard opening in the center mimicking the government building to the north. It will be approximately five stories in height and be accessed from the street edge like the commercial buildings nearby.
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Main axis
Local vs foregn
Land use Fig 12: Location diagrams
Fig 13: Site Diagram
site (continued)
The U.S Capital building is located just two blocks north of the site making Capitol South station the closest to the U.S Capital. However this proximity affects the properties of the site. Since the security is very high in the area the zoning laws and codes are very strict therefore placing limits on the possibilities here. The heavy pedestrian traffic is a positive result of this situation. The station has a lot of exposure to tourists, workers, residents and other passengers. It may force the design to have a special circulation for government officials or extra circulation needs for emergency. The retail at the site is fairly small but active and likely to increase significantly due to population growth and increase in transit use. The street edge is occupied by small restaurants and retail stores that are two to three stories high. It is an option to consider introducing subterranean expansion of that retail and propose additional store levels underground. The move can spark already active pedestrian circulation and add an element of vertical circulation to the commercial edge. Underground spaces can connect grade level commercial building to the commercial estate across the street making a substantially large commercial system amidst the city blocks. Being near the station is a positive convenience to the local residents who can walk to the station anytime. However a large scale development can be a nuisance in the area and stir complains regarding crowdedness, traffic, noise, pollution and many other factors. It is important to consider the needs of residents while creating a place that also benefits commercial and government development nearby. Even though residential area places limits on underground space availability it is possible to manipulate this disadvantage into a positive reinforcement. Program can introduce spaces that specifically target residents like farmer’s market produce vendors, art sails and other similar activities. Within the distance of several blocks are industrial and institutional buildings. That means workers, clients, students, parents use the station as a transportation tool on regular basis. This diversity of the type of passengers can influence the future development of this site.
Fig 14, 15, 16: Google, 1st St SE, Tortilla Coast restaurant, Local residents
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LAND USE AND TRAVEL FORECAST 2002 - 2030
Fig 19: Amtrack train
TRANSIT TRIPS VEHICLE TRIPS
POPULATION EMPLOYMENT
Fig 18: Washington metro
VMT LANE MILES MILES OF CONGESTION
Fig 17: Metrobus
transportation Washington D.C is one of the most congested cities in the United States. In fact it is ranked third in the nation after Los Angeles and San Francisco. Government jobs are the prime reason for the congestion along with tourists that visit the area. Three blocks to the West of the site is the intersection of highway 395, the busiest road in D.C. Despite the proximity of the highway, small roads that branch of the interstate and run through the area are very slow and calm. Both roads that intersect on the site are one way roads with a parallel parking on the side. Since some of the roads are closed off most of the time for security reasons the roads rarely get any traffic. In addition to the vehicular transportation D.C area provides a rapid bus system to tackle heavy afternoon traffic. There are several bus stops located in every direction from the site which is convenient for the local residents and small businesses. However, Metrorail takes on a large portion of traffic underground. The Washington D.C. subway system is one of the busiest transportation systems in the United States.1 Metrorail has 8, 047 boarding a week which is 1,149 boarding’s a day. It serves a population of three million people. Roughly eighty stations are in operation spread over 89 miles of track. Wheaton Station actually has one of the largest escalators in the Western Hemisphere which stretches 230 feet from the mezzanine level to the platform. Forest Glenn station is 196 feet below the surface and uses high speed elevators to transport passengers underground in roughly twenty seconds. The subway system makes just under one million trips a day. In comparison to the other stations Capitol South is a small and relatively quiet station. It is interesting to see that it is second overall in stations accessed by foot, which confirms the pedestrian nature of the site. Ninety-five percent of people entering Capitol South approach it by either bike or by foot. Three percent enter by bus or transfer from another train. The remaining three percent approach either by parking or being dropped off. Capitol South is a center loaded station meaning that the platform is in the middle and trains are boarded on North and South side. Like the rest of the Metrorail stations, designed Harry Weese, Capitol South has a tube like appearance with concrete waffle interior. Ticketing is done on the small mezzanine platform elevated just above the loading platform.
1. WMATA Facts 2010. http://www.wmata.com/about_metro/docs/metrofacts.pdf? Washington Metropolitan Area Transit Authority. 2010 Fig 20: DC Rent a Bike
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the city of dc
The character of the city 2Metrorail is a large subway system connecting D.C to neighboring towns like Alexandria, Arlington and several other cities that are growing along with District of Columbia. The district stretches over the area of sixty-eight square miles which is elevated 23 feet above the sea level. The beautiful location supplies scenic landscapes and vistas along Potomac River. The climate in the area is fairly comfortable averaging eighty degrees in the summer and thirty degrees in the winter. Occasional weather systems move through the area causing frequent thunderstorms in the summer. Winters can bring about freezing gusts of wind which can force pedestrians to resort to underground to move about the city. Occasional tornadoes are sighted in the area and hurricanes have a history of making their way all the way to the Washington D.C. 2 The city hosts 601,000 people who are residents of this area. If one was to include all of the metro area the population would reach nearly 5.3 million people. On top of this number the district annually attracts millions of tourists to the area who generate over five billion dollars in revenue. According to recent data the population of the city is on the rise and therefore the traffic and pedestrian activity. The parking in the area is often restricted and much regulated. Residents are required to own parking permits. The mall area allows parking for no longer than two hours. The city houses 190,000 workers which is seventy-three percent of all workers in the area. The average commute to work can range from ten minutes to forty minutes depending on the proximity of the job and the choice of transportation. The most common choice of transportation in the district is the car even though traffic and parking are terrible. The second most used transportation type is the subway system followed by preference to take a bus and or carpool. A large portion of workers prefer simply to walk or bike to work. Since the city is projecting an increase in population the transit system use will also go up by thirty-two percent by the year 2030. The traffic in D.C which is third worst in the nation will force more people to choose alternate ways of transportation. A large number of the population including tourists prefers walking as a way to move around the city. Washington D.C is considered the seventh most walkable city in the United States. The city growth will be shown in commercial and residential development. This will increase street edge activity in the area causing the need for alternative routes to move around. Perhaps this could spark the need for underground pathways connected to the streets creating three dimensional street edges.
2. Cooper, Rachell. 2005. Washington DC Facts. http://dc.about.com/od/communities/a/DCFacts. htm About.com, Washington DC. 2010 Fig 21: Winter in DC
Fig 22: Metro map of DC
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building type needed
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Fig 23: Concept axonometric drawing
The character of the city Considering all of the information gathered regarding the city and the site, it is crucial to approach the project having clear intentions for the building type. The given scenario presents to a site with already existing, small subways station. It is possible to work with existing station while manipulating it or adding a program to solve the proposed questions. However, I think given the kind of problem I am exploring and assuming that the surrounding area is expecting growth; I believe it would be reasonable to start this project assuming the site has no station and as if a new station is proposed given the current set of conditions. Additionally, the current station is a small and simple structure not designed to tackle large amounts of incoming traffic. As population grows it is very possible that the station will inevitably face expansion needs especially being so close to the Capital. The most obvious issue of the current subway station is its disconnection with surrounding context. It is separated by thirty feet of dirt and as long as it is invisible from the street it is unimportant element of the local area. It is perceived more as a necessary evil, a tool to quickly move to another location above ground. It is vital then that we approach the new building type as one that is integrated with the surrounding context. Any type of transportation facility, small or large, has an impact on the local commercial component of the site. Businesses acquire exposure to many kinds of people that come and go via subway station. This serves as a minimal but efficient advertizing tool for the business. If retail in the area enjoys an influx of visitors the result can generate growth of new commercial development. The result can raise the value of the land. As the city grows the Metrorail will also expand, adding additional lanes to reach new parts of the city. If additional lanes are added to the blue and orange lines, then Capitol South Station would need to expand to accommodate more train and traffic. It is important to consider that the site is only two blocks south of the Capital Building. The Capital building has been constructing major underground visitor center to the East. The center is likely to have a complex underground system that connects the Capital building to the nearby government buildings. If that is the case then it is reasonable to assume the need for underground concourses that would connect the subway station to the nearby government buildings. These can serve as walkways for federal employees, security tunnels and other needed functions. The separation between underground station and the street is trampling an opportunity to have a dynamic sectional quality to the street. If the ground can be manipulated, it can create a mechanism of interplay between various kinds of movement. The advantage of the site is its richness in pedestrian circulation. What it needs is a central space that organizes circulation and establishes a hierarchy within the area. This can serve also as a transition zone to the subway platform, drop off area, waiting area or a connection corridor to another place.
There are several kinds of pedestrian circulation types that need to be addressed. Pedestrians at grade level should have alternate access to the mezzanine level via openings on the street. If they are not taking the subway they do need to go through the ticketing booth. This can serve also as a means of crossing the street. Access to the subway can be granted with entrances that are independent from the main entrance. This way people can reach the platform in a short amount of time in case they are in the rush and are not interested in going to the mezzanine level. Entrance locations can vary based on whether they are accessing the mezzanine or the platform. Procession underground needs to be clear and simple. People should be able to identify where to enter underground, where to go once they are at mezzanine level, where to look for the ticketing area and clear direction to the platform. These elements are important in keeping circulation efficient. The mezzanine may also have several concourses that lead people to either underground parking garage or to the nearby government buildings. Since the scale of the station will most likely to increase it will inevitably become a transition space for various types of transit. D.C. has a major bus system that works directly with the Metrorail. The station must be able to handle unloading traffic from the busses as well as taxis, shuttles, and other transportation options. Washington also enjoys a major bicycle renting system which provides quick convenient service for short distances. As mentioned earlier, if more lines are added to the blue and orange lines then the platform level will need to accommodate passengers that are transferring from one train to another. In order to manage this growing sector the station will have to accommodate all of the former needs and become a place where people will want to go. Solving traffic problems is one of many issues that Capitol South will have to address.
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elevated pedestrian bridge
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road, street
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ground level, public zone
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mezanine level, comercial space
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platform level
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street access stairs
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stairway to platform
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CASE STUDIES
When dealing with a building type like a subway station one may encounter a multitude of issues associated with this type. Each individual issue has particular set of problems and may have many different kinds of solutions. One must thoroughly investigate the problem and examine the solutions in order to begin arriving at conclusions. Only then one will acquire depth of understanding needed to sufficiently resolve an issue.
St.-Quirin-Platz
(Munich, Germany)
Located in the southeast corner of Munich this station is a simple and elegant solution to the need of underground lighting. It is located a midst of heavy residential development next to a busy interstate. It serves as a connection point between residential community and downtown Munich. Particularly interesting is the topography on which the station is built. Underground train tracks are not deep but above them is a slope with several stories of difference in height. The designers of this station took the slope as an advantage to solving the light problem underground. They have created a large canvas window that stretches from top of the slope to the bottom overlooking the lower portion of the valley. As a result, the station soaks up large amounts of sunlight illuminating the deepest part of the station. The effect is so powerful that the light input is felt throughout the entire day ranging from sunrise to sunset. The station exterior is made entirely of steel reinforced glass that soaks in sunlight even during the winter. St- Quirin has simple but effective circulation. Pedestrians approach the station on the top portion of the structure and descend down via escalators which are entirely exposed to the sunlight and outdoor scenery. The beauty of this project is that it is simple and visually understandable. One can understand where to go without any instructions.
Fig 24: Large window at St Quirin Platz
Nearby land use
Fig 25: Escalator
Residential areas
Location
Existing structure Sectional diagram
Fig 26: Platform perspective
Fig 27: Site analyisys
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fulton center (NY City, USA) Fulton Center is a massive transit hub, home to many types of transportations. If being located in lower Manhattan is not tough enough this behemoth of transportation facilities takes on a dozen of subway lines, trains, bus systems and other. The underground portion of the transit center is connected to WTC transit hub designed by Santiago Calatrava. The problem of the project is the need to create an extremely efficient system to process multiple types of transportation. However, the access to the transportation is underground. This calls for a huge subterranean infrastructure to accommodate large amounts of New Yorkers trying to reach their destination. Again the question is how does one bring light underground, especially in dense city like New York? The architects came up with a simple dome like solution. A large, multistory atrium would reach down to the train loading level making a massive volume connection between four levels. This technique would provide massive amounts of light deep underground making the busy subway station feel like part of a street. Interior spaces would serve as a central gathering area from which different concourses branch off. The building itself is enclosed entirely by glass making the interior completely exposed to the outside. People on the outside can determine how to reach platform level simply by looking at the building. The large, special definition eliminates any claustrophobic feeling even though the station is surrounded by massive skyscrapers. The design is very simple but very efficient and visually pleasing. Fig 28: Fulton center interior rendering
Fig 29: Fulton center rendering
Land use
Major routes
Location
Renderings
Diagram 36 Fig 3: Fulton center oculus
Fig 31: Site analyisys
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Fig 33: Exterior form rendering
Fig 32: Function diagram
Fig 34: Aerial entrance rendering
santa maria del pianto (Naples, Italy) Santa Maria del Pianto is one of two sister subway stations proposed in Naples, Italy. The developers attempted to create an underground transportation system that would bring people to and from the airport and the surrounding community. The major challenge of the site was the poor soil conditions. The tunnels had to be buried almost eighty feet below ground to have a structurally sound space. The immediate problem that arouse was how to bring sufficient light underground without completely relying on artificial lighting. The entrance to the station is located in an open public area easily accessible and visible to everyone. Instead of making a heavy and dramatic structure for the entrance the architects proposed a simple light weight covering right above the earth’s opening. This mushroom like structure is made out of glass and light weight steel and filters light down into underground atrium protecting the interior from rain and other falling objects. This allows the station to have a very open appearance even underground. The dimensions of the circular shaft are large enough to make it appear like an atrium by which people come down to the platform level. Platforms are located just to the side of the atrium appearing be as parts of the general space. This method of transferring people underground allows small subway entrance to have a great pedestrian circulation, air ventilation and comfortable natural light.
Land use
Site diagram
Diagram
Fig 35: Site analyisys
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a way out
STRATEGIES FOR IMPROVING UNDERGROUND ENVIRONMENT
manipulating environment Architects around the world have come up with creative solutions to treat the negative vibe of underground architecture. For some, it was a matter of providing a sufficient lighting, for others it was manipulating the space to bring comfort to the visitors. Wherever the incentive was, the subway stations appear much friendlier and comfortable to occupy. Often subways appear as simple concrete tubes constructed for safety and function. Passengers in such spaces have no other desire but to reach their destination and to get out as soon as possible. However, recently designed subway stations have attempted to recreate an environment underground in which humans are familiar and comfortable. In Moscow, Komsomolskaya Station is an interpretation of a typical Russian palace. Beautiful arches, massive chandeliers, mosaics and extravagant golden paintings on the wall compose a picture of sophisticated architecture. The beauty and openness of the space suppresses the feeling of being trapped underground and instead evokes a feeling of excitement. Alisher Navoi station in Tashkent provides a similar effect. The ceiling is composed of gorgeous domelike arches similar to the ones in Hagia Sophia in Istanbul. The appearance of the station is so different from the ordinary subway platforms that ordinary passenger can mistake the tunnel for an actual part of a palace.
Fig 36: Station mosaic
Fig 37: Alisher Navoi station
Fig 38: Station collumns
Fig 39: Komsomolskaya station
Scale
Anxiety underground is a very common problem due to the confined nature of subways. The difficulty in making a safe structure amidst earth’s pressure forces underground spaces to be small and heavily fortified. Sometimes the right combination of engineering and creative thinking can push the limits of subterranean structure. Canary Warf Station in London is a fine example of such innovation. The architecture of this station consists of a large atrium that imposes a massive open volume. The entrances on both sides are proportionally large to suggest the dimension of the subway station before one enters it from the street. Both entrances are visible from platform level helping visitors to understand how deep they are and their orientation relative to the street.
Fig 40:Ceiling height
Fig 41: Canary Warf Interior
Fig 42: Entrance perspective
manipulation of light A majority of subway riders would consider deficiency of light as the most common problem underground. For this reason many subways try to come up with very innovative ways to provide light artificially. Natural lighting creates the most comfort below ground but is the hardest to provide. This is why some subway stations try to achieve similar result by using artificial lighting. The newly built Strogino Station in Moscow is a good example of manipulation of light. The actual platform tunnel is a simple tube painted completely white to spread light efficiently. However, lighting fixtures on the ceiling are designed to create an illusion as if they are windows to the outside. The effect is perceived as if the tunnel is just slightly underground and there is no difference in depth between ground level and the platform. The result creates a positive, comfortable feeling within the station. Formosa Boulevard station in Taiwan takes advantage of a very familiar architectural element to suppress the darkness of subterranean spaces. The main space at the station where people board the trains contains a large domelike ceiling made entirely of colored glass. It appears as a large cathedral window only takes on the entire ceiling. By habit people perceive such windows to be exposed to the outside as in Gothic cathedrals. So, even though the space is deep below ground passengers feel as if they are few feet below surface.
technology Two architects in New York City designed an underground park in what used to be an abandoned trains station. Because the city has a limited amount of available space subterranean space became the alternative. What kind of park would support vegetation without the sun? Thanks to latest development in technology the architects came up with fiber optic light tubes that would transfer photosynthetic light down underground. These tubes consist of a sunlight gathering dish that is exposed to the outside to collect light and a fiber optic dishes that transfers the light down to the other dish that acts like a 3 projection screen that disperses photosynthetic light underground. This diffused light supports vegetation and is healthy for humans. The park plans to have many of such tubes throughout the underground space to distribute the light evenly. This is just one example of technology that can be applied underground to provide realistic natural lighting that is comfortable and sufficient. Natural light can also be transferred below ground via light tubes, light shafts and heliostats. These are simple tools that architects have already been using but as technology exponentially progresses such tools will become more powerful and efficient.
Fig 43: Strogino station, Moscow
3. O’Rourke, Meghan. 2012. Meet the Lowline. http://www.newyorker.com/online/blogs/culture/2012/09/meet-the-lowline.html September 20, 2012
Fig 44: Lowline project
making a place (addressing the problem of underground) Temporary architecture Subway stations by definition are temporary spaces that host incoming trains and assist travelers to efficiently use this type of transit. Typically a person enters the station, acquires a ticket and boards the appropriate train. The building simply allows people to be able to access train several stories underground. For this reason subway architecture is function oriented. The majority of people using subterranean transportation would agree that such spaces are likely to be dark, dirty, unfriendly and claustrophobic. There is no incentive for upkeep or appreciation since passengers simply pass through the space. Unfortunately workers are forced to work in such conditions despite the negativity of their environment. It is also unfortunate that the unpleasantness of the station is proved by its separation from the community. It is easy to disregard architecture that is hidden from the view by thirty feet of dirt and leave it to natural atrophy. Why not however celebrate this unique space that the area holds? After all subways are canvases for beautiful design full of innovative potential. Why not create architecture that becomes the pride of the community, brings business to the area, increases value of the property or becomes a tourist attraction? Architecture that has purpose and value tends to last but architecture left to itself turns to ruin along with its neighbors. Taking advantage of growth
The economy is improving, the city is growing, population is increasing and transit use is predicted to increase, especially in the metro.4 The site on which the station is located will not be a vacant parking lot for long but will become a commercial development. That means the expansion is likely to accommodate increase in pedestrian population. Judging by the proximity to the U.S Capital and commercial development the station has a high potential of becoming a booming attraction in the local area. Businessmen, students, government officials, tourists and many other individuals pass through the area on regular basis. The diversity of travelers passing through the area is a positive factor for commerce. The new development should take advantage of the positive assets the location grants. New transit station can become an efficient transportation device as well as a dynamic commercial center. This factor alone will eliminate the depressing appearance of current station and will gain visual and functional value. 4. DeBonis, Mike 2011. D.C. Population Estimated at 617,996; Outpaces All States in Growth http://www.newyorker.com/online/blogs/culture/2012/09/meet-the-lowline.html. December 21, 2011
Fig 45: Departing train
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making a place (addressing the problem of underground) Possible program I am not proposing building another Fulton Center two blocks from United States Capital. I am considering the possibility that the commercial development on the existing block can incorporate a subway entrance as a sharing space within the building. For example the building can have a large open atrium that contains shops, restaurants as well as an open access to the underground spaces. In this way, the architecture may dynamically merge street activity with the one underground providing clear circulation and light below ground. By having an inviting entrance to the underground, mezzanine level increases in pedestrian activity. Here, the commercial street edge expands its parameters underground and redefines the mezzanine platform as an additional commercial level. Such a set up gives the street an opportunity to break and introduces entrances that can serve pedestrians as an easy access to the shopping level below. The void of the street now becomes lighting sources for the underground. Since cars still take up the majority of the ground level space a secondary pathway can be introduced just below grade for bikers and walkers to quickly move across the site. Now if the pathway becomes part of a trail then hikers can be exposed to the dynamic environment below them also. The platform level at this point has an opportunity to receive actual natural light even though in small amounts. The diffused light penetrating through the entrance openings can at least illuminate the higher portions of the lowest level. I consider subway tunnels as canvases for art. They have the potential to be very expressive in many different ways whether it is light installations, digital skin system or plain old art sculpture. Considering the dynamic nature of the platform with active trains and people traffic it would be a great opportunity to create a place that is very visually expressive. For example a station in France designed one platform as an interior of a submarine. It is a simple but interesting notion that sparks interest among the travelers. It is important to create image architecture in the subways because it places a value on the space. When architecture is an attraction working in it and using it becomes pleasurable experience. The positive vibe can resonate on a larger scale boosting the image and value of the area.
Fig 46: Concept axonometric drawing
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circulation When approaching a building one examines the exterior appearances of the building to determine its volume, space configurations and perhaps function. Once the person enters the building his first instinct would be to see the next point of interest, thus evaluating the circulation of the building. We as humans tend seek understanding of the environment around us. The product of our search brings forth comfort from understanding the space. Likewise, below ground we also seek special understanding by looking for circulation, light, exterior openings and utility spaces. For example when a person enters the subway he may look for the ticketing booth, platform, bathroom or a news stand. A person’s evaluation of the subway may depend on his initial experience of entering the space. This journey does not consist simply of an entrance to the subway but the whole program of the building type starting with the approach to the station. Approach:During my visit to Washington DC I was able to see many subway stations in the area. One particular station that left an impression on me was located in downtown Arlington. The entrance to the station was within a tall office building that was located on a slope which forced the station to be accessed only from one side. It was nearly impossible to spot it unless you were facing it on the same street it was located. In order for pedestrian circulation to flow properly in a dense city it is crucial that people recognize where they are going. Station entrances must be visible from the street even though they are within another building. There should be an element in the architecture that provides visual connection to the entrance underground leaving no doubts or confusion to the flowing traffic. If necessary, additional entrances can be provided to solve the inconvenience of a difficult terrain or pedestrian unfriendly intersection. Exterior Circulation: Exterior circulation is also very important because it can be instrumental in properly channeling people toward the destination. Since I am proposing an expansion of commercial the edge to the mezzanine level it is necessary to encourage sidewalk traffic to flow underground. This gives me an opportunity to design a multilevel walking system in which people can access both levels with relative ease. If the car traffic becomes denser with city growth my multilevel pathway can serve as an instrument for crossing the street. The result of the proposed idea can dramatically change the dynamics of the mezzanine level. It may take on large quantities of human traffic ranging from metro travelers, shoppers, workers an people who are simply walking between buildings on the block. Concourses can assist further circulation between local residents and workers. Fig 47: Circulation study models
Mezzanine Level: I see the center of mezzanine level as a multistory atrium open to the ground level where the majority of activity happens. Here can be located food courts, services, bathrooms, convenience stores and other travel oriented developments. Along the mezzanine level that elevates directly over the platform are the retail spaces. People must be able to distinguish travel oriented circulation from the casual shopping circulation. Passengers must be able to spot the ticketing area and access to the platform level without being tangled in inappropriate circulation. Likewise, the commercial area should be clearly defined as its own area with clear direction to the exits. Platform Level: Platform level by nature is a simple space since its only function is to provide a sufficient place to board the trains. However, the entrance to the platform must be properly positioned to ensure evenly spaced out crowds on the platform. Whether it is the stairs, escalators or elevators they all must leave enough space that would guarantee safe and efficient circulation. There may be larger areas where people would prefer to sit down and read a paper.
Fig 49: Station in Bilbao, Spain Fig 50: Insbruck subway entrance
Fig 48: Atlantic yards plaza
Fig 51: Subway station in Izrael
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light
Obvious Deficiency: Light is one of the more important issues I wish to address in this research project. Light is proven to be an important factor in healthy and proficient living. Human bodies depend on the sunlight energy to properly regulate bodily systems. Modern architecture has become a proponent of light as a critical element of successful architectural design. We as do not notice sometimes the difference light makes in our surrounding buildings until we enter underground. Here artificial lighting takes on the task of recuperating drowning architecture while natural light has no access to come in and help. Capitol South heavily relies on artificial lighting to function properly. Despite the effort of the engineers passengers see the station as being dark, crowded and dirty. The concrete waffle interior, which is used on almost every station in Washington DC, fails to provide a semi pleasant interior appearance due to insufficient light amount. The condition of the space directly correlates to the pedestrian atmosphere. As I remember people appeared reserved and anxious to board the train and get out of the tunnel. Sadly the entrance to the subway station is basically a hole in the ground. Taking the escalator downstairs seems like submerging oneself into a pitch black cave without knowing what is at the end. Properties of good light: We often see photographs of famous buildings and how dramatic architecture appears when light is involved. Light is a tool that makes architecture not only beautiful but also functional and comfortable for without these architecture is simply an object. Great architects understood the value of using light and made it the driving elements of their design. Light exaggerates form and gives birth to an image that is not normally visible. Installations are created sometimes just so light can bring the design to life. Even the waffle concrete in the subways of DC was designed to be accentuated by light. Light has a characteristic of making a place appear larger, which is an important quality to consider when designing underground architecture. Human eyes can comprehend the size, distance and shape of an object based on the light illuminating it. The human eye naturally follows the brightest point in view. Many architects use this concept in designing circulation that is intuitive to people.
Fig 52: Curch of light, Ando
Applying light: It is neither practical nor rational to expose the entire platform to an open sky eliminating thirty feet of dirt and traffic along with it. Subways are usually built after ground level has been developed and it is economically impractical to make any large scale changes. My approach focuses on incorporating light based on specific needs. For instance, workers at the subway station are deprived of natural light for long periods of time. Earlier I mentioned that the result may appear in serious disorders caused by light deprivation. It is not possible for me to simply carve out a light well into the tunnel but I can allow minimal amounts of natural light to penetrate underground allowing workers to at least sense the change of time of the day. Being able to see the difference between night and day will help the body to recognize the circadian rhythm. The openings will also make a stronger connection between mezzanine and the ground level. The deeper we go the more important light use becomes. Here light is crucial in establishing visual and physical comfort. Proper light helps people in understanding the dimensions of the tunnel and its relationship to the outside. If passengers can completely understand what surrounds them, their stress level reduces making the stay much more pleasant. Minimal amounts of natural light can support vegetation underground which also is proven to reduce stress. Light plays a major role in delineating space by establishing hierarchy underground. Spaces that are more lit or exposed to greater amounts of light become important nodes along circulation. Specifically targeted light can signify parts in space like sitting areas. Lastly, light is important in establishing visual character underground. It can make material appear different depending on the result one desires. For example, Light can make an elevated structure appear light weigh minimizing the heavy the heavy nature of structure. If used correctly in every instance light can make a space appear magnificent eliminating the discomfort and introducing enjoyment.
“Even a room which must be dark needs at least a crack of light to show how dark it is.� - Louis Kahn
Fig 53: Light pattern effect
anxiety free One issue that is often overlooked when it comes to designing subway stations is the anxiety people experience underground. The reason mainly lays in the fact that only minimal amount of people actually suffer from it. It is said that five percent of all Americans are claustrophobic; the rest may have other irrational fears like the fear of heights, darkness, enclosure and many, many more. Without doubt it is hard to address every issue a person may have underground but there are things architects can do to minimize the anxiety underground. People in general have negative schemata regarding underground facilities. A schema refers to negative images people acquire based on previous experiences. As soon as person approaches a subway he associates it with similar places and experiences in the past whether good or bad. Addressing such associations can be difficult but architects may convince people that underground architecture can be safe and comfortable place to occupy. The need of light: Subway stations are typically located thirty to fifty feet below ground for logistical and structural reasons. Therefore they have no windows or openings for natural light or natural ventilation. People who use subways normally spend certain amounts of time underground whether it is on daily basis or once in a while. The absence of windows typically causes people to attempt to understand the surrounding, the 5 size of the space and its orientation. Without being able to open the window orientation becomes much more difficult and can cause anxiety. People associate windows with air and if none is seen they assume that the station has poor ventilation. It is not necessary to address the issue by carving enormous openings in the surface of the earth. The result can be achieved with subtle measures. Small openings such as entrances to the mezzanine level in my case can provide a improves the comfort level on a grand scale. Presence of alertness: Naturally we as humans have a negative perception toward being underground. The intensity of that dislike varies from person to person. It happens often that an individual entering a subway station does not know what to expect upon entering it. The situation causes individual to have increase in alertness. Alertness does not mean a person is having a negative impression of the space however what he experiences following his entrance can force alertness to swing positively or negatively. 6Alertness can be caused by factors like complexity, organization, color and proportion. If alertness becomes negative a person may attain a negative mood and impression of the space causing him to be uncomfortable and the other way around. As a designer it is important to remember this factor when developing a space. It is safer to stay away from aggressive geometric principles that can affect one’s mood negatively. However, the technique can be used for a positive influence. If the place is eccentric enough one may find themself enjoying the architecture around forever altering their negative views on underground spaces. Fig 54: James Tyrell installation
Cognitive Dissonance: In general, when people see a building that appears unsafe, they tend to avoid it. This happens often to people with cognitive dissonance which means that their behavior and views are different.7 People with cognitive dissonance try to harmonies their views with their actions. For example, a person may approach a subway entrance assuming that the interior is dark and unsafe but enter anyway. Once inside they see a wide open space brightly lit, so they change their negative view in confirmation. An inverse scenario may occur in an individual entering the tunnel expects a negative reaction an when entering it the darkness of the space confirms their views. They adjust their behavior and leave the station. This phenomenon is important to consider when designing a station. It is crucial to avoid a design that amplifies dissonance. If anything, playing on the safe side and creating a pleasant space that would change the negative attitude the traveler has toward underground stations. Familiar Environment: Light is considered one of the most important missing elements in subway architecture. However, even though it is very important for the underground what people really are missing is the dynamic environment above ground.8 Since people are normally surrounded by an outdoor world consisting of cars, advertisement, vegetation and typical everyday noise once they step into the tunnel the majority of such environment vanishes. People find themselves outside of the norm and subconsciously begin searching for something familiar. For this reason I proposed to extend the commercial edge underground to bring the dynamic aspect of a street below ground. The platform is open to the mezzanine level allowing passengers to have a view on lively part of the underground. To further improve the design. It would be considerate to introduce courtyards and vegetation to further achieve above ground like environment.
“All architecture is shelter, all great architecture is the design of space that contains, cuddles, exalts or stimulates the persons in that space.� - Philip Johnson, 1975
- Von Meijenfeldt, Ernst. 2003 Below Ground Level, Creating New Spaces for Contemporary Architecture. Birkhauser, Berlin, 2003 5. (pg 168) 6. (pg 169) 7. (pg 170) 8. (pg 172) Fig 55 : Canyon in Utah
Fig 56: Concept elevation
program
INITIAL IDEAS AND CONCEPTS
Initial space configurations When I arrived at a point when it was time to design the project, I began looking at my site to see what configuration of spaces would best accommodate my ideas. I needed to make sure that my circulation would cooperate with the spaces I was proposing and further enhance their intended function. The layouts heavily emphasize access to the station and intuitive circulation. In other words, people must be able to identify their way into the station from any point in the area and navigate themselves throughout the place without any assistance. The design will accommodate the expansion of commerce underground and ways to circulate people between the three levels of the facility.
Fig 57: Spacial configurations
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Underground parking garage Extended comercial space Large underground atrium Extended comercial space Shopping edge Platform level Elevated walkway East and West bound tracks Existing buildings Approach designation Main entrance
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initiation
DESIGN PROCESS
Fig 58: Pedestrian bridge
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developing multilevel design Pedestrian bridge In the beginning it was my intention to create an elevated walkway in order to improve circulation within the project and to provide a dynamic component to excite the appearance of the interior. The bridge, as it was originally called was supposed to have a dramatic form that would branch off into different parts of the station in a way holding the space together. More importantly it would accommodate traffic movement throughout the space by providing ways to cross to the other side of the platform as well as to the platform. I was hoping that people entering the station from the street would have to use this bridge to reach their destinations. The form of the bridge would separate spaces and make them unique. The platform, for instance, would have a beautiful overhang above it that would change as on advances along the platform. People on the shopping level would see a dragon like form flowing through the space. It would be especially interesting if the same bridge structure would puncture through the ground and become an entrance like the form on the exterior of the station. This situation would allow people see the language of the interior and provide an inviting form for them to look at. Space and function In order to make sure that the space is comfortable there had to be a distance between the bridge and storefront to have long openings. Their large size would ensure that even diffused light would make its way down to the platform in a sufficient amount. In addition, large openings would make the space appear singular by creating an illusion of large open volume connection that two levels share. Travelers on the bottom platform would be able to understand the surrounding around them and visually orient themselves simply by looking around. This level of comfort would be throughout the building.
Fig 59: Pedestrian bridge, fluid concept
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Fig 60: Street section explorations
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Fig 61: Concept section
1. Pedestrian bridge: This is one of the most important parts of the design. It acts as a threshold between exterior and interior. It functions as a bridge between two halves of the station and it provides the station with beautiful visual element. 2. Road: Because the road takes up a major portion of the street, I took the liberty of making the road collapse on itself and sort of fold. In this way the road would become more interesting visually and it would free a significant amount of space for other uses. 3. The skeleton: This is a visual element that acts as a sculpture within the space. It can take on any shape and at times may incorporate light and also acts as a light source. 4. Platform: This is the deepest part of the project and therefore the most challenging when it comes to the need of light. This is why its important to have numerous openings above.
composition
5. Street stairway: It provides access to the underground directly from the street without making people have to go through the buildings
effect
6. Street edge: Must accommodates multitude of people with increase of pedestrian activity. 7. Tunnel walls: This is what passengers waiting on the platform see. It is crucial to make the interior walls visually interesting to ensure comfort and delight 8. Connection to underground: It’s possible to make grade level shops continue their circulation underground making shopping experience multistory. 9. Mezzanine: Commercial spaces are very important to the project because they bring large amounts of people below ground who stay there for long periods of time therefore ensuring long lasting, dynamic, and active character to the space.
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breaking the street
pulling the street edge below ground
Fig 62: Sectional explorations
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the design
Fig 63: Concept sketch
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“the fishbone� The fishbone is a nickname for a repetitive structure that runs through the entire vault of the subway station. It is a backbone of the project for its important roles in the project. First, it provides organic form that disrupts the rigid geometry of the station and creates visually calming language throughout the station. Secondly, it pulls pedestrian traffic of the street and guides it through the station all the way to the platform level. On the platform level these ribs act as sound absorption panels to eliminate loud noise of incoming trains. Lastly, fishbone takes on a dramatic form on the exterior of the station creating a sculptural piece that attracts people to the station and acts as a beacon signifying the location of the station.
76 Fig 64: Street diagonal section
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place
In order to solve issues mentioned above the street had to undergo a dramatic transformation in appearance and function. Even thought I could not widen it due to restrictions from existing buildings I could however, manipulate the street to accommodate the ideas of my design scheme. The most obvious change was the introduction of entrances in the center of the street. Having a very dramatic appearance, the entrances had to be located in the most visible area, which is of course in the middle. Two way roads became a bit slimmer widening sidewalk area to accommodate the influx of pedestrians. Smaller lanes would slow down the traffic and provide shorter crossings to the entrances underground. The street would still provide several parallel parking areas. The areas where the sidewalk is wide are places where people can sit down and eat or socialize. The ground beneath them would actually be transparent glass that brings street light underground. At night these would acts as glowing platforms from the light beneath the ground. Instead of a calm unnoticeable area the street would now take on a dynamic character full of life and activity. Interestingly it would primarily be full of people not vehicles making it safer, cleaner and quieter. People would come here to shop, to socialize, dine, read a book, or catch a train. It would also be a tourist attraction because of its new architectural appearance.
78 Fig 65: Site plan drawing
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Fig 66: Mezanine plan
Fig 67: Platform plan
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Fig 68: Cross section A
Fig 69: Cross section B
Fig 70: Cross section C
Fig 71: Cross section D
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mezzanine New underground experience As people enter the subway station from the street they are immediately surrounded with light, activity and beautiful architectural elements. The mezzanine level is the busiest level in the station because it processes not only travelers but shoppers and visitors to the station. For this reason it was important to make it especially inviting. The most striking feature of this space is the skeletal like structure nicknamed “fishbone�. It runs through the entire length of the station. It consists of painted concrete panels that slightly change as the repeat along the station walls and ceilings. In many sections red, cable like pipe runs through the openings in the concrete panels making the forms appear as if veins are running through the concrete. This gives the station a really organic feel. The station is filled with light whether it’s natural light or artificial. The mezzanine ceiling contains openings that bring diffused light down underground. Their purpose is not only to bring in light but more importantly help visitors orient themselves by coordinating themselves with exterior. The entrances also bring in major amounts of light downstairs. Visitors on this level have the opportunity to see both the exterior and the platform. This helps them understand the size of the station and how far below ground they are. The mezzanine floor is very open and lit up erasing any possibility of a claustrophobic feeling. The layout of the space strongly emphasizes clear circulation. One should easily see where to come into the station, where to exit and how to reach the platform, from any point in the station. The rib structure takes on part of the responsibility of navigating people through the place by pointing out entrances and exits. The symmetrical nature of the station makes it fairly easily to understand the layout of the space.
Fig 72: Mezzanine rendering
panel walls
Platform level being the deepest part of the station is the most challenging to resolve. This is where organic wall come in. Instead of concrete waffles which dominate majority of DC metro stations I proposed walls made up of repetitive, vertical panels that oscillate along the length of the wall very slightly to create visually flowing appearance. These panels run through the entire length of the tunnel on either side of the platform. Several red cords run through each of the panel making panels appear to have veins. This makes tunnel vault appear very fluid and organic. In addition to aesthetic qualities panels also act as sound absorption panels eliminating the loud noise of incoming trains. On the inside of the panel wall, lights are installed which could be manipulated in intensity and color to crate different combinations of lighting effects.
Fig 73: Cross section rendering
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Fig 74: Interior rendering
a beacon Entrances are incredibly important in subterranean design. Every person that goes underground must go through an entrance. Entrances can be very beautiful in appearance or they can be simple holes in the ground which appear anything but inviting. It was my priority to make sure that my design would attract visitors underground. To make sure that people noticed my entrances I designed a series of rib like arches that penetrated trough the surface extending the skeleton like structure that runs along the interior. This form would appear dramatic at daytime and at night catching the eyes of anyone in vicinity. The form gives a specific character to the place like a sculpture in the middle of a square. Because this station is located so close to the Capital I wanted to make urea that the design would attract tourists. The entrances are very large and bring incredible amounts of light underground. Rib like structure allows large amounts of diffused light fall deeply underground illuminating even the platform level. Since the station has two symmetrical entrances the mezzanine level is almost entirely lit up by natural light. At each end of the station is located small bird like structure. It is not an entrance but simply a skylight which act like light sculpture during the night hours. Many visitors are hesitant to go underground because they may feel claustrophobic below ground. The fluid form of the entrances suggests that the interior of the station is similar making the hesitant person feel more comfortable coming underground. Lastly, each an arch like extrusion on the surface of the street contains within itself artificial sources of light. At night these forms become like beacons. The color of the light can notify people on the outside that the train is either arriving or departing. On special occasions light can represent the support for a charity, a local team or another awareness campaign.
Fig 75: Bird wing archway photograph
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Fig 76: Mezzanine perspective
Fig 77: Platform perspective
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conclusion
Fig 78:Shopping edge model
Fig 79: Final Model detail
Learning experience Reaching the end of my research project I realized that subterranean architecture is very unique. It differs from typical architecture in a way that it’s built, the way it functions and how people experience it. Unlike grade level buildings subway stations do not have exteriors or facades but primarily consist of interior volumes. Therefore when designing a station one has to think in terms of volumes rather than exterior shells. Human experience within the subway consists of movements through the space. Being underground, these spaces do now have a constant source of natural light therefore they rely heavily on artificial lighting. However, artificial lighting rarely satisfies the need the tunnels have for proper lighting. This makes underground architecture unwelcoming, claustrophobic and unattractive. Subways are popular transportation types because they are very efficient however, they fall short of being good architecture because they often lack delight element. This makes these building type not popular places to be in. With expansion of population many cities grow and rely on underground transportation to keep the streets free of traffic. People now have to go into unpleasant tunnels to move around the city. Architecture therefore has a great opportunity laid out in front of it. Since light is a crucial factor underground it must be the most important element to address when designing underground facility. The station does not have to be completely saturated by sunlight to be comfortable. A glimpse of natural light is enough to help person understand what time of the day it is or how far one is underground. This small technique can make a huge impact on how one feels underground. Artificial light must bear the responsibility of illuminating the interior. Well distributed light can make interior form appear beautiful and help in circulating people within the station. The design cannot be separated from the outside making people feel trapped underground. At very least it must provide hints of exterior to help people orient themselves underground. It is always good to have a multistory open space in which visitors can gage the dimensions of the place and how far they are underground. Naturally people are hesitant to go underground that is why it’s important that subway make the most effort to appear inviting. Rather than being dark holes in the ground, subway entrances take on interesting forms to spark the interest of passing by travelers. Subterranean architecture poses many challenges to architectural design but it also gives opportunities to innovate. This unique set of conditions which, if approached with creativity, could prove to be valuable in designing successful subterranean architecture.
Fig 80: Final Model
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Works Cited
Sources - 1. WMATA Facts 2010. http://www.wmata.com/about_metro/docs/metrofacts.pdf? Washington Metropolitan Area Transit Authority. 2010
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- 2. Cooper, Rachell. 2005. Washington DC Facts. http://dc.about.com/od/communities/a/DCFacts.htm About.com, Washington DC. 2010
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- 3. O’Rourke, Meghan. 2012. Meet the Lowline. http://www.newyorker.com/online/blogs/culture/2012/09/meet-the-lowline.html September 20, 2012
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- 4. DeBonis, Mike 2011. D.C. Population Estimated at 617,996; Outpaces All States in Growth http://www.newyorker.com/online/blogs/culture/2012/09/meet-the-lowline.html. December 21, 2011
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- 5. Von Meijenfeldt, Ernst. 2003 Below Ground Level, Creating New Spaces for Contemporary Architecture. Birkhauser, Berlin, 2003 (pg 168)
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- 6. Von Meijenfeldt, Ernst. 2003 Below Ground Level, Creating New Spaces for Contemporary Architecture. Birkhauser, Berlin, 2003 (pg 169)
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- 7. Von Meijenfeldt, Ernst. 2003 Below Ground Level, Creating New Spaces for Contemporary Architecture. Birkhauser, Berlin, 2003 (pg 170)
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- 8. Von Meijenfeldt, Ernst. 2003 Below Ground Level, Creating New Spaces for Contemporary Architecture. Birkhauser, Berlin, 2003 (pg 172)
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The End
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