christian snowden_thesis book final 2012

M a i n S t r e e t S tat i o n _ r i c h M o n d ’ S h i g h - S p e e d r a i l h u b w r i t t e n b y c h r i S t i a n S n o w d e n

Main Street Station: Richmond’s High-Speed Rail Hub

Christian Michael Snowden

Accepted in Partial Fulfillment of the Requirements

For the Degree of Master of Architechture at:

The Savannah College of Art and Design

© September 2012 Christian Snowden

The author herby grants SCAD permission to reproduce and distribute publicly paper

and electronic thesis copies of document in whole or in part in any medium now known

or hereafter created.

Signature of Author and Date______________________________________________________________________________

_______________________________________________________________________________________________/___/___

Arpad Ronaszegi, Professor of Architecture, Committee Chair Date

_______________________________________________________________________________________________/___/___

LaRaine Papa Montgomery, Professor of Architecture, Faculty Advisor Date

_______________________________________________________________________________________________/___/___

Justin Gunther, Professor of Historic Preservation, Topic Consultant Date

Main Street Station: Richmond’s High-Speed Rail Hub

A Thesis Submitted to the Faculty of the Architecture Department

in Partial Fulfillment of the Requirements for the Degree of Master of Architecture

Savannah College of Art and Design

By

Christian Michael Snowden

Graduate Thesis (Arch 799)

Savannah, GA

September 2012

DEDICATION

I would like to dedicate this thesis to the two people I am most grateful to have in my life, my parents. You both have allowed

me to become an exceptional human being and were the initial spark that led to my choice of pursuing architecture as my

life passion. To my father, who has always been a great friend, has made me a fellow Volvo lover and is the man I respect

most in my life. To my mother, who has devoted her life to seeing me succeed at everything I have attempted, and never

allowing my learning disabilities to disrupt my life and desire to become an architect. I can’t imagine another mother who

would do anything for her son, most of the time without a simple thank you. I love you very much and can’t imagine living

without your unwavering support and hard work throughout my life.

I also dedicate this thesis to my grandparents, Pops and Grandma Val. Without your financial support, I am almost certain

my life would have taken a much different path. I have been fortunate to not only attend one of the best private high schools,

but also a very expensive private art school. I love and miss you both very much.

I also dedicate this thesis to Professor LaRaine Montgomery. I first met you during a portfolio review session before I

began my education here at SCAD, and since then you have been like a second mother. You have taught me to always

be my best and to never settle for less. I will always keep close the lessons and skills you instilled in me during Graphics

for the Building Arts, Studio II and throughout this past year. I know there are many chapters in life, but it is hard to believe

that I have closed this chapter. It has been a chapter that would not have been as meaningful without your presence.

ACKNOWLEDGEMENTS

The completion of this thesis would not be possible without the support of my committee members; Arpad Ronaszegi,

LaRaine Papa Montgomery, and Justin Gunther. Each committee member, offering his and her highly influential knowledge,

continuously pushed for the most developed investigation possible. A sincere thanks to my friends and fellow architecture

students, your advice and support helped to complete this thesis. I am especially indebted to Christopher Ireland, who

helped to propel my design into an architectural masterpiece.

TAB

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TABLE OF CONTENTS

List of Figures & Illustrations 001

Thesis Abstract 015

Thesis Proposal 017

Chapter 1 A Need For High-Speed Rail 021

Chapter 2 Urban Sustainability 056

Chapter 3 Case Studies 088

Chapter 4 Site and Building Analysis 112

Chapter 5 Schematic Building & Site Design 198

Chapter 6 Design Development 264

Chapter 7 List of Citations 298

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LIST OF ILLUSTRATIONS

Chapter 1

1.01 Todorovich, Schned & Lane. “High-Speed Rail: International Lessons for U.S. Policy Makers.” Cambridge: Lincoln Institute of Land Policy, 2011. p 5







Chapter 2

2.01 Gehl,Jan.PlacesforPeople.Melbourne:GehlArchitects.Web.21Oct.2011.<www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>.p13




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Chapter 3

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3.10 http://www.rickvanbijnen.nl/Architecture,%20Buildings,%20and%20Cities/slides/Liege%20train%20station.html


3.12 http://www.pointsdactu.org/IMG/jpg/Gare_de_haut.jpg

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3.15 http://www.flickr.com/photos/leuni/7518969358/sizes/l/in/photostream/

3.16 http://www.flickr.com/photos/31635962@N07/3519047444/sizes/o/in/photostream/

3.17 http://www.flickr.com/photos/leuni/7501083412/sizes/l/in/photostream/

3.18 http://www.flickr.com/photos/quentinlebourgeois/3858530063/sizes/o/in/photostream/

3.19 http://www.flickr.com/photos/31635962@N07/3518236177/sizes/o/in/photostream/

3.20 http://3.bp.blogspot.com/-mZXRJUApP1o/T2HxyjScfEI/AAAAAAAAIkA/SLsPk9dBje8/s1600/London%2527s+King%2527s+Cross+Station+0.jpg

3.21 http://inhabitat.com/wp-content/blogs.dir/1/files/2012/03/Kings-Cross-Station-John-McAslan-Partners-15.jpg

3.22 http://inhabitat.com/wp-content/blogs.dir/1/files/2012/03/Kings-Cross-Station-John-McAslan-Partners-20.jpg

3.23 http://buildipedia.com/images/masterformat/Channels/In_Studio/2012.05.09_kings_cross_station/drawings/kings_cross_25_%C2%A9_john_mcaslan_and_partners.jpg


3.25 http://buildipedia.com/images/masterformat/Channels/In_Studio/2012.05.09_kings_cross_station/photos/kings_cross_07_%C2%A9_hufton_and_crow.jpg


3.27 http://buildipedia.com/images/masterformat/Channels/In_Studio/2012.05.09_kings_cross_station/photos/kings_cross_21_%C2%A9_phil_adams.jpg

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4.49 http://upload.wikimedia.org/wikipedia/commons/c/cd/Federal_Reserve_Bank%2C_Richmond%2C_Virginia.jpg





4.54 http://www.old-picture.com/civil-war/Richmond-Virginia-Kanawha-River.htm










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Chapter 5


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The architecture of this thesis acts as a large urban sculpture and as an iconic high-speed rail station that

is not only functional as a departure point, but IS the new entrance to the city of Richmond. The new Main

Street Station will address physical and social voids by transforming current harsh asphalt landscapes and

vacant lots into a vibrant focal point of urban renewal and enhanced community connectivity.

THESIS ABSTRACT

017

Richmond’sMainStreetStationholdsasignificantrollintheredevelopmentoftheregion,asplansaremadeforittobecomea

stopontheSoutheastHighSpeedRailCorridor.WithitsproximitytoWashington,D.C.thestationisanobviouscandidateforrail

servicebetweenthetwocitieswithmultipledailytrips.Notonlyishigh-speedrailthefuturefrontieroftraveltoandfro,Richmond,

but there has also been an emergence of bus companies (other than Greyhound) that currently depart from the station. It makes

sense to design the appropriate multimodal transit hub to house all pertinent travel modes on one site.

Specifically,theintentistoadaptivelyreuseandrevitalizetheexistingtrainshed,whichwasoriginallycompletedin1901.

ThetrainshedwillretainitsoriginalfunctionandwillgainanimportantculturalandmixedusefunctionsimilartoNewYorkCity’s

GrandCentralTerminalandUnionStationinWashington,D.C.TheStationwillneedtoaddresssecurityandsafetyguidelines.The

123-by-517 foot train shed on the north side of the station is historically designated as well, and was one of the last gable-roofed

trainshedseverbuilt,asarchitectsfinallywenttoarchedballoonshedswhenthestructuresneededtobelongerthanthat.

LocatedinShockoeBottomtheStationisafocalpointbetweenthedowntownfinancialdistrict,Churchill,UnionHill,theVCU

MedicalCenter,TobaccoRowandtheRiverDistrict.ThesiteisboundbyInterstate95totheWest,BroadStreettotheNorth,Main

StreettotheSouthandoneblockofvacantlotstotheEastto17thstreet.Vehicularcirculationthroughthesitewillbeimportantin

allowing for easy drop-off or parking opportunities. There will be a place for taxis and buses to wait for arriving passengers. The area

tothenorthwestwillserveasanopenpublicplazathatwillincludetherecentlydiscoverednegroburialground,theLumpkinsJail

THESIS PROPOSAL

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thatpreviouslywaslocatedonthesiteduringthe1800s.Whiletheareatotheeastoftheshedwillofferparking,retailbusinesses,

and restaurants. A large urban redesign must be considered to allow for this new station to function properly.

Method of Inquiry:

Research must encompass the future of American high-speed rail. Millions of dollars have already been allocated

to develop the high-speed rail lines between important American cities, so it is evident that high-speed rail is more

than a possibility. Utilizing the existing Main Street Station entails research regarding adaptive reuse and historic

preservation. Specifically, the redevelopment of past train stations and surrounding areas as well as the success of

original designs must be considered. Amtrak will most likely provide future national high-speed rail service, and high-

speed rail guidelines must be researched and established. Urban design plays a huge role in the redevelopment of the area.

Intended Outcome:

The intendedoutcomeof the thesis is to create a unifieddesign that addresses urbanplanning, high-speed rail service, and

adaptivereuseofthehistoricalstation.ThereisaneedtocreateaarrivalanddeparturesitefortheCityofRichmond.Becausethe

stationislocatedatanimportanttransitionalnodebetweendowntownandShockoeBottomtheurbandesignandredevelopment

mustbeseamlessyetcreateasenseofgathering.Also,becausethereisnospecificstandardforhigh-speedrailstations,anew

station typology will need to be created.

CHAPTER 1 A NEED FOR HIGH-SPEED RAIL THE SECOND RAILWAY AGE & THE FUTURE OF AMERICAN TRAVEL

SECTION 1 Introduct ion SECTION 2 High-Speed Rai l + History

SECTION 3 Benef i ts of High-Speed Rai l SECTION 4 Stat ion Locat ion & Design

SECTION 5 The Northeast Corr idor SECTION 6 Conclusion

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High-speedrail(HSR)hasbeenutilizedthroughouttheworld

and is now being planned and developed in the United States.

Countries such as China, Japan, Spain, Germany and France

have invested heavily in modern high-speed rail systems to

satisfy thecurrentand future traveldemandsof itscitizens.

Meanwhile, over the past 50 years the United States has

focused on the development of its interstate highway system

and aviation systems (Image 1). With the 2009 launch of the

High-speed Intercity Passenger Rail Program (HSIPR), the

UnitedStateshasbegunitsjourneytocreateitsownnetwork

of connectivity between and within its urban centers.

At least 19 countries are currently building or planning

Int roduct ion new high-speed rail lines. China has invested several hundred

billion dollars in building the most extensive high-speed rail

system by 2012. Also, a couple of oil richMiddle Eastern

countries are planning to spend billions of dollars to link the

region together. Saudi Arabia has already begun construction

on a 276-mile high-speed rail line connecting the Islamic holy

cities of Mecca and Medina. There are preliminary plans to

connect Baghdad and Basra in Iraq.Within The European

Union(EU)systemFranceisplanningmorethan2,500miles

of new high-speed rail lines. Spain is constructing 1,500 miles

ofhigh-speedraillines,andEnglandhasproposedthesecond

phase of its national high-speed rail network. (Todorovich,

Schned & Lane 2)

The United States has been slow to invest in high-speed

rail, but planning and policy making are now being pursued

with a greater dedication than ever before. “In 2009 and 2010,

the U.S. Congress appropriated $10.1 billion towards a new

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competitive grant program for high-speed rail, and President

BarackObama’s 2012budget proposal assigns $53billion

over the course of six years to begin developing a national

high-speed and conventional passenger rail network that

couldconnectupto80percentofAmericans” (Todorovich,

Schned & Lane 5). This initiative is broadly supported across

the country by at least 39 states that have sought funding

since2009.Butsupportisnotwidespread.Although,$10.1

billion has been infused into the new program, the existing

agencies such as the Federal Railroad Association (FRA)

have had to simultaneously plan and make policies pertaining

to high-speed rail. The FRA’s usual role is to enforce safety

regulations of America’s railroads. (Todorovich, Schned &

Lane 5)

1.01 TOTAL FEDERAL SPENDING ON HIGHWAYS, AVIATION, AND RAIL,

1956-2009

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The term high-speed rail refers to “a variety of modern railway

technologies that allow passenger trains to reach higher

velocities than conventional trains” (Todorovich, Schned &

Lane6).Theinternationallyrecognizeddefinitionofhigh-speed

refers to rail operations at or above 155 mph. As of January of

2011,trainsin11countriesoperateatspeedsupto185mph

with several reaching 215 mph. The world’s fastest passenger

train operates out of Shanghai, China and reaches a top speed

of 260 mph using magnetic levitation technology (maglev).

Highspeed rail lines requireadvancedsignalingsystems to

allowtrainstooperateatgreaterfrequencies,thuscreatinga

greater capacity to move passengers from city to city. High-

High-Speed Rai l speedrailismorethanjustupgradedtracksandnewtrains.

High-speed rail is a “complex system of rail operations and

maintenance technologies and procedures, commercial

and management policies and approaches, and innovative

financingsourcesandmechanisms” (Todorovich,Schned&

Lane6).Eachcomponentofthisnetworkcontributestohigh-

speed rail’s utility and competitiveness. (Todorovich, Schned

& Lane 6).

Overthelast50years,fourmajoroperationalmodels

of high-speed rail have emerged that consist of various

combinations of new track and train technology. The first

and oldest of the models is termed ‘dedicated’ that refers

to independent tracks for high-speed rail. The Japanese

introduced this system in 1964 with the Shinkansen Line or

“new trunk line”, the world’s first high-speed rail line. This

system was developed because Japan’s existing rail lines

were to heavily congested with freight and conventional

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passenger trains and the track gauge did not support the

new high-speed trains (Givoni 593-594). The second model

is ‘mixed high-speed’, that refers to both conventional tracks

that serve high-speed and conventional trains; as well as

dedicated, high-speed tracks that serve high-speed trains

exclusively.France’sTGV(TrainàGrandeVitesse)exemplifies

thismodel,anddoessoquiteefficiently.(Todorovich,Schned

& Lane 6)

The third model, ‘mixed conventional’ has dedicated,

high-speed, standard gauge tracks that serve both high-

speed and conventional trains equipped with a gauge-

changing system; and conventional, nonstandard gauge

tracks thatserveonlyconventional trains.Spain’sAVE (Alta

Velocidad Espanola) utilizes this model. The fourth model,

‘fully mixed’, meaning that most of the tracks are compatible

with all high-speed rail, conventional passenger, and freight

trains.Germany’s ICE(Inter-CityExpress)utilizesthissimple

There are two prominent high-speed rail technologies that

have developed over the last few decades; known as a tilting

mechanism and magnetic levitation (maglev). In regions where

high-speed trains must use existing conventional rail, sharp

curves can create centrifugal forces that cause significant

discomfort to passengers. To combat this discomfort, rail

engineers developed a mechanism that counteracts these

forces by slightly tilting the trains as they slow down to enter

these curves. Many Italian and Swedish high-speed trains,

NewTechnologies

model to successfully connect its cities.(Todorovich, Schned

& Lane).

027

as well as Amtrak’s Acela Express and Cascades service,

use this tilting technology. This technology avoids the high

cost of constructing new dedicated high-speed rail lines

in areas without sufficient demand to justify such a huge

investment (Givoni 596). Maglev technology is completely

different than traditional steel-wheel-on-steel-rail technology.

Electromagnetic force is stored in very powerful magnets

embedded in the guideways and the underbody of the trains

that cause the train to hover and propel itself forward at

extremely high speeds. This is a dedicated track technology,

so regular passenger and freight trains are incompatible. Test

maglev trains in Japan have reached over 360 mph. China

is the only country with existing maglev train in commercial

operation. (Givoni 597)

High-speed rail is not a new transportation technology.

Japan has been the international pioneer since they opened

the first high-speed rail line in 1964.When theShinkansen

Tokaido line opened it had an initial speed of 130 mph, but the

maximumspeedhasrisento168mph,bringingTokyoand

Osakawithinathree-hourjourneyofeachother.TheTokiado

line has served more than 5 billion passengers and is by far

the world’s busiest high-speed rail line. High-speed rail did

notcatchonuntil1981,whenFranceintroduceditsTGVline

connecting Paris with Lyon, France’s second largest urban

center.TheTGVoperatesat168mphreducingthetraveltime

to two hours for the 280-mile journey. Francewas able to

History of High-Speed Rai l

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lower construction costs by adopting a mixed high-speed rail

systemthatutilizesconventionaltracksontheapproachesto

mainstations.Thiswasdonetoavoidmajordisruptiondue

to construction and unnecessary scaring of the urban fabric.

(Todorovich,Schned&Lane7-8)

In 1991, Germany’s Deutsche Bahn opened its

first Inter-City Express (ICE) service betweenHamburg and

Munich via Frankfurt. Originally this system was designed for

both freight and passenger trains, but has since switched to

limitedornofreightservice. In1992,Spain’sAltaVelocidad

Española(AVE)linebetweenMadridandSevilleatspeedsup

to 192 mph. The only other country to construct high-speed

rail in the 1990s was Belgium, which connected Brussels

toLondonandParisin1997viatheEurostarsystem.Since

2000,high-speedrailservicehasbeenintroducedinEngland,

SouthKorea,Switzerland,Taiwan,TheNetherlands,Turkey,

and the United States. The eighth and recent entry into high-

speedrailisChina.Chinaopeneditsfirsthigh-speedrailline

in 2003, shortly there after it had already built the worlds most

extensivehigh-speedrail line.ByJanuary2011,“Chinahad

opened 3,914 miles of high-speed rail line (nearly 40 percent

of the world total), had 2,696 miles under construction, and

wasplanninganother1,802miles”(Figure 1.02) (Todorovich,

Schned&Lane8).

1.02 HIGH-SPEED RAIL IN OPERATION AND UNDER CONSTRUCTION

WORLDWIDE

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1.03

MEGA-REGIONSOFTH

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Thefactorsthatarebeneficialtohigh-speedrailridership,such

as congestion in competing modes of travel and population

density, are found primarily in 11 large mega-regions that

contain75percentofAmerica’spopulationandjobs(Figure

1.03). InthemostrecentdraftoftheNationalRailPlan,the

United States Department of Transportation highlights the

growing population, road and air congestion in U.S. mega-

regions as important challenges that could be addressed by

investments in freight and passenger rail.

Mega-regions are “large networks of metropolitan

areas linked by overlapping commuting patterns and business

travel,economicactivity,urbanization,andculturalresources”

Focus on Mega-Regions (Todorovich, Schned & Lane 11). Mega-regions stretch over

hundreds of miles with populations greater than 10 million

people. They provide an ideal setting for high-speed rail

networks because “they concentrate multiple metropolitan

areas and their central business districts within corridors or

networks of 100 to 600 miles” (Figure 1.04) (America 2050,

Todorovich, Schned & Lane 12). For distances greater than

600 miles, the aviation system will provide the most cost-

effectiveandenergy-efficienttransportationoption.

1.04 THEBESTTRANSPORTATIONMODEFORDIFFERENTTRIPDISTANCES

031

Many U.S. mega-regions, including those in California,

the Northeast, the Midwest, Cascadia, and Texas, contain

corridors of comparable length and connect metropolitan

regions comparable in size to successful high-speed rail

corridors around the world (Figure 1.05). Also, the distances

between urban centers in these corridors are long enough

for the trains to reach their top speeds, making them time

competitive with other models. For example, “to reach 200

mph,high-speedtrainsrequireabout16milesofstraightand

flattracktoaccelerate(Amtrak2010).High-speedtrainsalso

need considerable distances to brake and come to a stop,

so stations must be well spaced along high-speed corridors

tomaximizereductionsintraveltime.(Todorovich,Schned&

Lane 13)

1.05 COMPARISONOFINTERNATIONALHIGH-SPEEDRAILCORRIDORS

TOCALIFORNIAANDTHENORTHEAST

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High-speed rail is first and foremost a transportation

improvement that provides a framework for other secondary

benefits. The first transportation benefit is shorter travel

times. High-speed rail crates travel time savings for people

who otherwise would have used automobiles or buses to

travel between urban centers. It improves overall access to

many destination in mega-regions and brings those places

closer together, “a phenomenon referred to as the [shrinking

continent]” (Todorovich, Schned & Lane 15).

ThesecondbenefitisaModeShift.Thisreferstothe

ability of high-speed rail to capture a large share of passenger

volume, where it is competitive with other intercity modes of

Overnearlyhalfacentury,EuropeanandAsiancountrieshave

proven that high-speed rail is capable of producing a vast range

oftransportation,economicandenvironmentalbenefits.Each

high-speed rail corridor commands unique considerations

and treatments, based on the characteristics of the mega-

region it serves as well as the metropolitan regional planning

context of each station along the line. It is important to not

onlytooutlinetherangeofbenefitshigh-speedrailcanoffer,

butalsosuggesthowtomaximizetheirpotential.

Benef i ts of High-SpeedRai l Transportat ionBenef i ts

033

transportation. International experience suggests that, “high-

speedrailusuallycapturesupto80percentofairorrailtrips,

if the travel time by high speed rail is less than two and a half

hours” (UIC 2010a, Todorovich, Schned & Lane 16). Mode

shift to rail provides the greatest benefit to regions whose

road and air capacity is constrained.

The third is the benefit of safety. International high-

speed rail systems have maintained excellent safety records.

Until a deadly high-speed train accident in China in July

of 2011, high-speed rail lines that operate on dedicated

trackshadneverexperiencedasingle injuryor fatality (UIC

2010a, Todorovich, Schned & Lane 16). If high-speed rail is

implemented in the United States and all safety standards

are strictly met, then there would be fewer transportation

related deaths and thus more passengers would choose

rail for intercity travel. The fourth is the predictable reliability.

Dedicatedhigh-speedrailservesusuallyoperatewithgreater

frequenciesthanconventionalrailandhavefewerdelaysand

better on-time performance than airplanes and cars. “The

average delay of a Shinkansen train on the Takaido lone is

only 30 seconds” (Todorovich, Schned & Lane 16). Spain’s

AVEprovidesafullrefundtoitspassengersifthetrainismore

thanfiveminuteslate.

Thefifthandsixthtransportationbenefitsaregreater

capacity and efficient land use. By adding capacity to the

railway network, high-speed rail has the ability to divert a large

share of passenger rail service to new, dedicated rail lines. This

frees up capacity on conventional rail lines for other intercity

and commuter trains as well as freight trains. In Japan the

main motivation for implementing the Tokaido line between

Tokyo and Osaka was, “to provide additional capacity to the

transportation network, rather than to reduce travel times”

(Givoni 2006, Todorovich, Schned & Lane 16). A typical high-

speed line has the capability to transport approximately the

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same number of people in the same direction as a three-lane

freeway, but only using a fraction of the land. The right-of-way

widthofatypicaltwo-trackhigh-speedrail line“isabout82

feet- one-third the width of a standard six-lain highway (246

feet)” (Todorovich, Schned & Lane 16). The difference in land

use savings amounts to 24.3 acres per mile of high-speed

rail.Theselandsavingscouldhavesignificantenvironmental

impacts and cost savings for urbanized areas where land

is costly for highway expansion. (UIC 2010a, Todorovich,

Schned & Lane 16)

Transportation networks increase business market access

and economic development is more likely to occur in places

with more and better transportation infrastructure. In theory,

“by improving access to urban markets, high-speed rail

increases employment, wages, and productivity; encourages

agglomeration; and boosts regional and local economies”

(Todorovich, Schned & Lane 16).

The first economic benefit is higher wages and

productivity. The time savings and increased mobility

offered by high-speed rail enables workers in information

exchange and service sectors to move about the mega-

region more freely and thus lowers the cost of face-to-face

EconomicBenef i ts

035

communication. This increased connectivity boosts worker

business competitiveness and productivity ultimately leading

to higher wages. (Todorovich, Schned & Lane 16). The

second benefit is deeper labor and employment markets.

Byconnectingmorecommunities’jobcenterstoeachother,

high-speed rail expands the overall commuter shed of a

mega-region. The deepened labor markets “give employers

access to larger pools of skilled workers, employees access to

more employment options, and workers access to more and

cheaper housing options outside of expensive city centers”

(Stolarick, Swain, and Adleraim 2010, Todorovich, Schned &

Lane 17).

The third benefit is expanded tourism and visitor

spending. Just as airports bring an increased number of

visitors and their spending power into the local economies,

high-speed rail easily attracts new tourists and business

travelers who might not have made the trip otherwise. The

U.S. Conference of Mayors (2010) concluded that, “building

high-speed rail would increase visitor spending annually by

roughly $225 million in the Orlando region, $360 million in

metropolitan Los Angeles, $50 million in the Chicago area,

and$100million inGreaterAlbany,NewYork” (Todorovich,

Schned & Lane 17).

The fourthbenefit isdirect jobcreation.High-speed

railcreatesthousandsofconstructionrelatedjobsindesign,

engineering, planning and construction, as well as jobs

in continuing maintenance and operations. In Spain, the

expansionofthehigh-speedAVEsystemisexpectedtocreate

30,000constructionjobs.InChina,over100,000construction

workerswere involved inbuilding theBeijingandShanghai

high-speed rail line. Also, there is a possibility that this would

allow for the creation of new development of manufacturing

industries for rail cars and other related equipment, and

generate large amounts of related employment. (Todorovich,

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Schned & Lane 17)

The fifth and sixth economic benefits are urban

regeneration and station development and spatial

agglomeration. High-speed rail can produce growth in real

estate markets and anchor investment in commercial and

residential investments around train stations. This is especially

true when they are built in tandem with a broader set of

public ‘interventions’ and urban design strategies. These

‘interventions’ ensure that high-speed rail lines are integrated

into the urban and regional fabric, which in turn ensures the

highest level of ridership and economic activity. (Todorovich,

Schned&Lane17)Aspecificexampleof this is thecityof

Lille, France that had its high-speed rail station built at the

crossroadsof lines linkingLondon,ParisandBrussels.This

smaller French town experienced greater than average growth

and substantial hotel and office development. (Todorovich,

Schned & Lane 35)

Spatial agglomeration refers to high-speed rail’s ability

to effectively bring economies closer together by literally

shrinking time distances, especially when the locations are

within ‘rail-friendly’ 100 to 600 mile ranges. Agglomeration

economiesoccurwhen,“firmsbenefitfromlocatingcloseto

othercomplementaryfirmsandmakeuseoftheaccessibility

to varied activities and pools of skilled labor” (Todorovich,

Schned & Lane 17). Also, high-speed rail has been described

as altering the economic geography of mega-regions. By

effectively economic agents closer together, “ high-speed rail

cancreatenewlinkagesamongfirms,suppliers,employees,

and consumers that, over time, foster spatial concentration

withinregions”(Todorovich,Schned&Lane18).

037

the energy of planes per passenger mile. As high-speed rail

ridership increases, so does its relative energy efficiency,

whereas a high-speed train carrying no passengers ceases

to be efficient in anyway. In regionswhere the number of

total trips is not growing, high-speed rail can bring about a

net reduction of energy use through mode shifts by capturing

passengers of automobiles and airplanes. In the case of

California where population will continue to grow, high-speed

rail can help reduce the energy and climate impacts on a per

passenger basis. (Todorovich, Schned & Lane 19)

Thesecondbenefitisanewenergymix.High-speed

rail is currently the only existing mode of long distance travel

that is currently not reliant on motor fuels. High-speed rail

is powered by electricity, which is of course not without

environmental problem depending on its source (Figure 1.06).

If the electricity is powered by fossil fuels, such as natural gas

or coal that discharge harmful greenhouse gas emissions,

High-speed rail has the potential to provide greater

environmental benefits and energy efficiencies than other

modes of long distance travel. It is not as simple as building

the new line, several conditions must be met to obtain these

potential benefits. The first environmental benefit is energy

efficiency and ridership. High-speed rail offers, “greater

operating efficiency on a per passenger mile basis than

competing modes, such as single-occupancy automobiles or

airplanesthatrequiresignificantamountsoffueltogetoffthe

ground” (University of Pennsylvania 99, Todorovich, Schned

& Lane 19). A prime example is the Shinkansen trains that

use one-sixth the energy of automobiles and one-quarter

Env i ronmenta l Benef i ts

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thenitsenvironmentalbenefitsarelimited.However,electricity

is generally considered an improvement over petroleum-

generated power. This provides a high advantage to the

United States as it aims to reduce its dependence on foreign

oil.

Currently, Amtrak’s Northeast Corridor and parts of

itsKeystoneCorridor(connectingHarrisburgtoPhiladelphia)

are electrified.Most other conventional passenger trains in

America are powered by diesel fuel and run on existing freight

lines. A recent study by the University of Pennsylvania (2011)

foundthat,“anewhigh-speedraillineintheNortheastCorridor,

powered by electricity from the current energy mix, would

divert nearly 30 million riders from cars and planes, attract

6 million new riders, and still reduce car emissions of carbon

monoxide by more than 3 million tons annually” (University

of Pennsylvania 94-95). The system would also reduce the

carbon dioxide emissions if the energy mix were shifted to

lowcarbonemittingsources.Nuclearpowerisalargesource

ofelectricityforpassengerrailincountriessuchasBelgium,

France, Germany, and Spain (Figure 1.06). France uses the

largestamountofnuclearenergywithashareofmorethan85

percent for railway operations. Spain’s railway network uses

18.4 percent renewable sources for its electricity. Japan’s

high-speed rail uses geothermal and hydropower to meet

1.06 ORIGINSOFELECTRICITYUSEDBYEUROPEANRAILWAYSIN2005

039

up to 56 percent of its energy needs. (Todorovich, Schned &

Lane 20).

Thethirdbenefitistechnologicalinnovation.Theenergy

efficiencyofdifferentmodelsofhigh-speedtrainsalsovaries

significantly.Withallotherfactorsbeingequal,increasesina

train’s speed requires proportional increases in the amount

ofenergyneededtopropel it.Designingtrainstobe lighter

in weight and more aerodynamic can offset these increases

in energy needed. Japan’s Shinkansen trains now use nearly

one-third less energy than the original trains introduced in

the mid-1960 and they travel significantly faster. This was

achieved by switching from concentrated traction systems to

distributed traction systems. The latter system replaces trains

using a locomotive with trains that have powered axels on

every passenger car. This lightens the load on the axels and

increases the reliability of the operations, as well as, lessening

the impact on the track.

U.S. regulations require crashworthiness of

passenger trains to be able to take a full head-on impact of

a freight train. This increase in structural crash prevention

presents a challenge for U.S. high-speed trains to achieve

better aerodynamics and lighter weight. The U.S. will need

to focus on crash avoidance systems and strict physical or

time separation between passenger and freight trains rather

than the current method. Also, as of 2015, all U.S. trains will

require advanced train control technologies on board. This

new technology ensures that trains are separated by a safe

distance and automatically applies the brakes if trains get to

close to each other.

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complex interaction of physical, economical, logistical and

political considerations. Similarly, the designs of the stations

exemplify a rich variety, from modernization and adaptive

reuse of historic buildings to the construction of completely

new, purpose-built structures. (Todorovich, Schned & Lane

28)

There are four main types of station locations that

create different dynamics between existing concentrations of

activities and the increased access provided by high-speed

rail.Thefirsttypeiscenter-of-citystations.Thislocationcan

reinforce established concentrations of development and

their potential to spur further development is amplified by

the extent of nearby transit connections and the connectivity

of the existing urban fabric. The second type is edge-of-city

stations. This type can alter the center of gravity of a city’s core

andspurredevelopmentofunderutilizedareasat theurban

periphery. The third type is suburban and exurban stations.

The potential of high-speed rail to promote urban regeneration

inconjunctionwithneworenhancedrailstationsisjustoneof

itsmostpromisingeconomicbenefits.“Theexperiencewith

land development around high-speed rail stations has been

mixed, but one thing is clear: high-speed rail can not generate

growth by itself. High-speed growth can play a prominent role

ineconomicregeneration,bititisdifficulttoisolateitsimpacts

from other complementary actions that are necessary to

stimulate a larger economic development success story”

(Giovani608).High-speedrailstationshavebeenlocatedin

almost every setting, from the highest density centers to the

most rural landscapes. Ineachcase, the location reflectsa

Stat ionLocat ion&Design

041

These types can create new centers that concentrate growth

around the station or enable corridor development between

the station and a nearby node. It is important to note that some

stations are located too far from key regional destinations

and fail to attract development or ridership. The fourth type

is special purpose stations. These stations can either retain

their function as intermodal facilities, such as airports, or

can develop as mixed-use centers themselves. (Todorovich,

Schned&Lane28)

Any of the four station location types can create a

redevelopment dynamic between the existing center and new

activities.Aprinciplefindinginresearchingthedifferenttypes

of stations, it is evident that, well connected stations at the

city-center, when coupled with other investments, offer the

greatestpotentialforurbanrevitalization.Center-citylocations

generally are more advantageous than peripheral sites, but

case studies reveal the degree to which high-speed rail in

any given location are moderated by the existing economic

and physical circumstances. These observations can guide

corridor and station location decisions in the United States

and other countries contemplating the introduction of high-

speed rail.

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042

travelers seek alternative modes of transportation from the

automobile. Since November 2009, “Amtrak has seen 20

consecutive months of ridership growth and is on pace to

set an annual ridership record in 2011” (Amtrak 2011c,

Todorovich, Schned & Lane 39). Amtrak is anticipating that

by the year 2030, ridership will grow 59 percent and train

movements 38 percent on the Northeast Corridor. Despite

theNortheastCorridor’sdynamicroleinsustainingmobilityin

theNortheastMega-regionandsupportingaplethoric inter-

modal transportation network, several issues undercut its

potential for expansion. (Todorovich, Schned & Lane 40)

Although billions of dollars have been spent in

recent years to update and improve the rail corridor, many

long stretches have deficient tracks, bridges, power,

communications, and other systems that need to be upgraded.

The whole corridor has an estimated backlog of $52 billion to

justachieveastateofgoodrepair,maintainfacilities,replace

Builtoveraperiodof180years,carryinganestimated260

millionrailpassengersayear,the445-mileNortheastCorridor

(NEC)betweenBostonandWashington,DCisAmerica’smost

extensively used rail line and one of the most highly traveled

corridors in the world. Eight different commuter railroads

and Amtrak’s inter-city services share the corridor. Inter-city

rail passengers on Amtrak’s Northeast Regional and Acela

Expressservicesaccount for13millionannualpassengers,

which is 45 percent of Amtrak’s total U.S. inter-city ridership.

(Amtrak 2010a, Todorovich, Schned & Lane 39)

Demandforbothcommuterandintercityrailservices

on the corridor is expected to grow as gas prices rise and

TheNortheastCorr idor

043

aging assets and expand the corridors capacity and reliability

through 2030 (Amtrak 2011b, Todorovich, Schned & Lane

40). There ismajor congestiononseveral key segmentsof

the corridor that operates at 100 percent capacity. Minor

outdated operating problems often cause severe congestion

and delays, as well as repairs on other segments along the

corridor cause backups throughout the system.

Lacking a dedicated track network, Amtrak’s Acela

trains must operate on congested tracks that also carry

NortheastRegionalServiceandeightdifferentcommuterrail

lines in addition to some freight trains. The average speed

ofanAcelatrainis62mphtravelingbetweenNewYorkand

Boston, and 86mph between New York andWashington,

DC.ThecurrenttripbetweenNewYorkandBostonis3hours

and 30 minutes, and about 2 hours and 45 minutes between

NewYorkandWashington,DC.

There is a current proposal by Amtrak for a dedicated, two-

track high-speed rail right-of-way running the length of the

Northeastcorridor.Theproposalcallsforfrequent90-minute

trips from New York to Washington, DC, and 100-minute

service fromNewYork toBoston (Figure 1.07). Eventually

there will be a high-speed rail connection to Richmond,

Virginia and eventually North Carolina and the rest of the

United States’ eastern coast.

Infrastructure costs in the Northeast corridor are

considerablyhighwithestimates ranging from$89 to$117

billion for a new, dedicated system, and between $14 and $54

billion for upgrades to the existing corridor (Amtrak 2010a,

Vis ions for theNortheastCorr idor

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Todorovich,Schned&Lane44).Evenwith thehighcostof

construction,the$2.7trillioneconomyintheNortheast,the

high population density and the growing congestion of its

current runways, roads and rails all make a strong case for

thelargemonetaryinvestment.TheNortheastcorridorisalso

financially viable. According to a University of Pennsylvania

study, the system “could completely cover its operating

costs and a portion of its capital costs through farebox and

supplementary revenues” (University of Pennsylvania 130).

Theimplementationofhigh-speedrailintheNortheast

Corridor is a responsibility that needs to be assumed by the

public sector because it can absorb the high upfront costs

and manage the risks of infrastructure investment. After the

publicsectorhas takenon thefinancingofhigh-speed rail,

opportunities could emerge for private sector investment. The

value recaptured from the resulting public/private partnerships

could provide a mechanism for reinvestment in high-speed

rail or investments in further economic growth. (University of

Pennsylvania 134)

1.07 PROPOSED NORTHEAST CORRIDOR HIGH-SPEED RAIL SERVICE

PLAN

045

For the past two centuries, each generation of Americans

has embraced the latest transportation mode to shape the

country’s mobility systems and with them, the nation’s destiny.

NowisthetimeforAmericanhigh-speedrailthatwillsustain

the country’s economic potential through the 21st century.

With the federal government committed to high-speed rail,

the country is poised to take up the challenge of such a

substantial, transformative new infrastructure project—one

that can and will fundamentally change the way our cities

work. The 21st-century narrative will be one not of global

cities, but of global mega-regions. By building the nation’s

premier world-class high-speed rail network, the northeast

corridor can lead the way.

Conclus ion

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CHAPTER 2 SUSTAINABLE URBANISM

SECTION 1 Introduct ion

SECTION 2 New Governance SECTION 3 Case Study : Melbourne, Austral ia

058

Global climate change challenges our cities with extensive

problems that put into perspective the past planning,

governing and use of our cities. Most cities are products of

developmental processes that favor economic effectiveness

and human consumption over environmental needs. It is no

longer possible to overlook the effects that human lifestyles,

travel methods, building habits and city planning have on

the environment. Almost 80 percent of CO2 emissions are

generated from urban activities, which makes cites the largest

contributorstoglobalwarming.Notonlyarehumansaffecting

the environment but these climate changes are affecting the

lives of urban dwellers globally and at the local level. There are

Int roduct ion answers to the common problem of reducing emissions of

cities, but most countries, including the United States, have

dug themselves into a very deep hole. The only solution is to

design and develop sustainable cities.

According the Brundtland Commission report of

1987,“Sustainabledevelopmentisadevelopmentthatmeets

the needs of the present, without compromising the ability of

future generations to meet their own needs.” (Radovic 12).

In order to achieve this simple statement, designers must

promote increases in density, mixed-use areas, connectivity,

ahigh-qualitypublic realmandothersustainablestrategies.

Cities need to increase their density to be sustainable.

They need to reduce the consumption of land required by

agriculture, reduce travel distances and improve the use of

infrastructure. Greater density means greater security risks

forcitizens,socitieswillneedtodeveloppassivesurveillance

systems and promote useful public transportation, as well as

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reduce energy consumption. (Radovic 42)

In addition to increasing density, mixed use buildings,

spaces and functions are the cornerstone to healthy and

sustainable communities. Benefits of mixed-use areas

include an increase in viability of local businesses, reduce

dependency on cars and promote walking, increased

personal safety and convenience. Where connectivity fails

the notion of sustainability falls apart, barriers are formed and

areasbecomedisconnected,dysfunctionalandcitizenstend

to become hostile. Good connectivity allows for improved

access to local facilities and a freer movement within and

out of cities. Connectivity also reduces vehicle emissions,

encourages walking, provides greater choices of movement,

improves land values and natural surveillance. Implementing

tram and rail to connect areas of cities reduces the use of the

automobile. (Radovic 43)

Modern cities have lost a high quality of the public

realm. Suburban living has destroyed city centers and the

modern movement in architecture focuses on the design of

the building itself and not the urban space between. This has

resulted in a loss of understanding and skills in the design of

public spaces, in particular the most important public spaces

in cities, the streetscapes. The space between buildings

has become leftover space usually used by automobiles.

Experts such as Jan Gehl state that a high quality of the

public realm “attracts people and activities, increases

economic performance, encourages new forms of street

activity, increases the pride of the community and improves

the potential for social engagement and cultural activities”

(Radovic 44, Adams 44). Pride in the public realm can assist

in reducing crime and vandalism, encourage tree planting

and reduce the waste washed into the storm water system. It

can even promote greater use of recycling and an increase in

sustainable mindsets. (Radovic 43-44)

060

To make cities sustainable there needs to be a radical change

of mindset, new building and planning strategies, but most

importantly new models of governance. Governing bodies

must have the ability to successfully support development

and foster a new generation of urban leadership. According

to the Copenhagen Agenda for Sustainable Cities there are

10 principles for sustainable city governance.

The first principle is to rediscover the city. By

rediscovering the city it is possible to begin to think of them as

the solution to the global climate challenge that humans face.

Our cities are the cause of current threats to the environment,

failing health standard and the universal economic and social

NewGovernance problems. There needs to be a new far-reaching holistic

mindset to replace the obsolete thinking of the industrial age.

Inhabitants of cities need to acknowledge their behavior as

the root of the problem. To live in a city the inhabitants are part

of the problem and must be part of the solution. The city is an

organism that is dependent on its surroundings and cannot

pretendtosurviveoninfiniteresourcesbutmustacknowledge

it is an integral part of earth’s environment. Cities should

function in harmony with nature rather than blatant opposition

to it. Cities have the capacity to become self-sustaining and

energyproducinginsteadofenergyconsuming.Torealizethis

potential, “we must develop the concept of bringing the city

back to nature, create awareness of the need for resource

reduction and motivate city users to change their behavior

andconsumptionpatterns”(StrandandKappelguard6).By

encouraging and supporting the development of forward

thinking initiatives that can be incorporated into existing cities

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and their urban surroundings, they can become drivers for

sustainability.(StrandandKappelguard6)

The second principle is to redefine city value.

Sustainable city values include the quality of recreational,

housing, working, eating and shopping environments, as well

asthequalityofwaterandair.Thesesustainablecityvalues

are also economic, social and environmentally inclusive. If a

cityistobetrulysustainable,allofitscitizenshaveaccessto

decent standards of living. Anything less creates social tension

andeconomicinstabilitythatdirectlyaffectsthequalityoflife

forallcitizens.Highqualityoflifeisjustasimportanttoacity’s

global competitiveness as economic performance, and thus

the two are interconnected. If cities are attractive to live and

workin,theywillmostdefinitelybecomeattractivetobusiness,

investors and tourists. City planners must encourage and

reward sustainable behavior and it must be made very clear

to city users that what they do and how they behave makes a

difference. As a whole, social communities act as promoters

of sustainable living and in effect they motivate a change

of behavior of the individual. This social momentum in turn

benefitsthosecitizenswhodonothavetheresourcestolive

andactinasustainablefashion.(StrandandKappelguard7)

The third principle is to involve everyday experts. The

everyday experts are actually the city users who navigate,

live and participate in city life. The day-to-day experience

of these ‘city experts’ is critical in understanding how cities

work. Providing better access to city hearings and ensuring

that decision-making processes are more transparent are

important. Although public hearings must have citizen

participation, it is imperative that not just the usual active

citizensjointhediscussions.Citizensthatwouldnotnormally

take part in discussions on their own must be extended an

invitation. If we are to reduce carbon dioxide emissions, more

public transportation must be provided as well as encouraging

062

and motivating citizens to switch from using their cars to

takingatram,trainorbus.Engagementmustbestrengthened

through, “dialogue and knowledge exchange, facilitated

throughactivities that strengthen the interactionof citizens,

together with commissions and community networks, where

cityusersparticipateascityexperts”(StrandandKappelguard

8).Mostpeopleshouldbeencouragedtousetheirdemocratic

rights to support social movements that promote this kind

of holistic approach to interaction. A bottom-up approach

is required toachievemaximum involvementand long-term

commitmentfromcitizens.(StrandandKappelguard8)

The fourth principle is to break down silos. To create

sustainable cities “we need to break down silos and abandon

thetraditionalorganizationofcityadministrationsthatbuilds

upon isolated fields of knowledge and replace these with

newand flexible structures that support joint efforts across

administrative sectors and academic disciplines” (Strand

andKappelguard 9).Urbandevelopment has to be looked

at from every angle including health and transport services,

environmental units, working environments, recreational

services and economic factors. Working groups need

to be brought together that include planners, architects,

administrative and technical staff from different sectors to

tacklebothlarge-scaleprojectsandsmallertasksthatbenefit

the entire process. The urban designers that will solve the

problems we face must be trained and educated with others

inthemultidisciplinaryfieldfromthebeginning.Buildingina

‘green’ manner is not effective if the travel time by car is too

great. To solve environmental challenges affordable housing

in the city center must be addressed which will reduce

transportation times and CO2 emissions. Most importantly

it is crucial to convince politicians and decision-makers that

the urban problems we face can only be solved if extensive

institutional reform occurs and if well informed leadership

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positively encourages people to work together. (Strand and

Kappelguard9)

The fifth principle is to redistribute urban decision-

making.Nocityadministrationcantacklethegrowingurban

design challenges on its own. The economy, the environment

and cities’ social situations are interlaced issues, therefore

and administrations and institutions need to adhere to new

processesthatcarefullycoordinatedecision-making.Notonly

do new administrations need to tackle urban development

at the metropolitan level, but also develop and strengthen

the city’s relationship with surrounding areas through the

necessary business partnerships, investment, collaborative

planning and partnered strategy formulation. There also needs

to be immense cooperation between local city governments

and national government to coordinate activities and

safeguard long-term investments. These strong relationships

between different levels of government will allow for effective

distribution of known abilities. In order to bring sustainable

development at all levels, resources must be more evenly

distributed. Any new governing body must have a large-scale

vision and a long-term strategy that also takes into account

the well-being of local regions and the public in general.

Thesixthprincipleistode-designurbanplanning.By

‘de-designing’ urban planning the focus becomes the people

and the environment rather than buildings and design itself.

According to John Peterson, “it seems we have to reassess

our role as designers – the expectations for design solutions

need to be broader and include much more complex visions for

urbandevelopment” (Borreskov,ØstergårdandRasmussen

11).Thenewobjectivesforarchitectsandcityplannersitto

motivate sustainable living via the designs of buildings and

city landscapes. An example of an appropriate apartment

building would be to exclude an underground parking garage

to promote residents to use city transportation or ride a bicycle

064

to work. Architects and designers must work together with

transportation planners, politicians, the business community,

expertsontheenvironment,healthandotherfieldsinaneffort

to integrate aspects of living, eating, recreation and working

that motivate sustainable lifestyles. Thinking for architects and

designers must be in a broad perspective, choosing to design

entireurbanlandscapes,ratherthanindividualbuildings.But

the design of a building does have a profound impact on the

urban surrounding, with social, environmental and economic

implications for users and inhabitants. Involving citizens in

the development of sustainable design is crucial for learning

their direct input about what would motivate them to become

activecitizens. It isthepeoplewhomakethecities,notthe

buildings.(StrandandKappelguard11)

The seventh principle is to promote corporate urban

responsibility. With cities accounting for 80 percent of all

carbon dioxide emissions worldwide it is important to note

that 40 percent of these emissions come from private industry.

Private industry owns up to 90 percent of an entire city’s

buildings,andheating,coolingandpoweringofofficespace.

A commitment from big industry and business to have a

shared vision for a sustainable city is crucial. The public sector

needs to work with the private sector in a mutual relationship

rather than the public sector controlling the private sector via

rules and regulations. There must be a long-term sustainable

bottom line in the minds of all those involved in city life. The

directorofUrbaninsight,ChrisSteinsisquotedassaying,“if

youjustsay:‘Stoppolluting’,nothingwillhappen.Butifyou

create a market for sustainable behavior, businesses will see

thepotentialandthentakeaction”(StrandandKappelguard

12). For most businesses and industries, attracting a large

workforce is important to remain afloat and survive global

competition.

Naturally, business and industry has an interest in

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improvedqualityoflife,whichisheavilydependentonacity’s

ability to provide affordable housing, accessible infrastructure

and transportation and good educational, social and

recreational services. Companies in the private sector must

feel they have a shared responsibility for the outcome and

that they are part of the decision-making process concerning

future city developments. But with all corporations there is

an economic bottom line, so there must be a “functional

frameworkofgreen incentives that reflectmarketdemands

andbuildonmarketmechanisms”(StrandandKappelguard

12). In other words, the only way companies will think

sustainably is with a system of rewards such as cheap loans,

tax reductions, and fast-track administration of green building

initiatives,soas tonotdisrupt thenormalflowofbusiness.

(StrandandKappelguard12)

The eighth principle is to go global for real. Cities

and urban regions regardless of size, wealth, location and

administrative systems, all face the same common problems

and challenges of sustainable city development. Decisions

made in one major city on resource usage, housing and

infrastructure affect the entire area surrounding the city as well

as a social, economic and environmental impact on the entire

world. Countries and cities around the globe need to create

shared visions for urban sustainability and new global networks.

The number of global partnerships set on urban networks

and international initiatives is increasing rapidly. While this is

a step in the right direction, these global networks only share

information with one another, rather than committing to radical

changes in patterns of action. Cities located in regions of the

developing world, where environmental, social and economic

challenges are most prevalent, are not participants in this

globalnetwork.Economiccooperationwithothercitiesmust

be established rather than the normal competitive mindset.

“Global urban responsibility is not only about allocating the

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funding needed to ensure the survival of poorer societies – it

is also about education, knowledge sharing and assistance

in building the democratic structures fundamental to the

developmentofsustainablecities”(StrandandKappelguard

13). Developing and implementation of new technologies

and organizational structure require sizable resources. If

investmentsforprojectsaresharedataninternationallevelof

partnership, more cities and urban regions will have access

tomeasures thatwouldotherwisebebeyond their financial

ability.(StrandandKappelguard13)

The ninth principle is to embrace chaos, crisis and

change.Sustainablestrategiesneedtobeflexibleinorderto

dealwithanychangesneededanddemandsofcitizens,as

well as unpredictable situations in with world at large. Rapid

decision making and immediate action in crisis situations is the

wayurbanstructuresshouldbeorganized.Thereisaneedto

constantly update and evaluate current policy and plans, so

thatchangingneedsofsocietycanbemet.Butflexibilitycan

not be mistaken for chaotic choices or impulsive changes in

behavior.Planningneedstothinktwentyorfiftyyearsahead

rather than a inadequate 5 years. Long-term visions and

masterplansarecriticalbutneed tobeflexible toallow for

easy implementation in the long run. There is ridiculousness

to implementing a long-term plan in one fell swoop. The plan

needs to be broken down into short-term goals. There has

to be an idea that our cities can become climate proof and

not justclimateadaptive.Therestillareunavoidableclimate

changes such as temperature change and rising water levels.

These are situations to adapt to and attempt to prevent further

damage. In radical situations, some communities may need

to be moved as well as construction practices changed by

buildinginhigherlandsforexample.Eitherway,forecastsand

risk analyses need to be applied to city planning in an effort

to understand the challenges cities will face in 50, 100 or 500

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years from now. Innovative solutions need to be developed

that take into account past experience and future efforts.

(StrandandKappelguard14)

The tenth principle is to encourage passion in urban

leadership. People want leaders who truly care and have

agenuinepassion for their joband thecity, apassion that

is the primary driving force. Political leaders need to put

the long-term interest of citizens ahead of self-interest and

politics. Future leaders must be holistic thinkers capable

of realizing thedifferent challenges and areas of focus that

are interconnected. Urban leaders must have considerable

courage, decisiveness and impact to prioritize long-term

interests, as well as able to confront opposing interests. Just

as in a civil marriage, leaders must also listen to their other half

(thecitizens).“Thecityisonlyasgoodasthepeoplewholead

it.Youcanhavewonderfularchitectsandplanners,butifyou

have lousy leaders, you will not have anything done” (Strand

andKappelguard15).Sustainablecitiesarehighlydependent

on behavior or their residents. The leaders really must believe

in the cause of sustainability and be good role models by

livinglifestylesthatencourageandmotivatecitizens.(Strand

andKappelguard15).

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district into a central activities center. The important thing

to note is that the newer vision was not intended to dismiss

the original physical characteristics that made it uniquely

Melbourne.

This agenda include, “a joint vision to improve

Melbourne’srelationshipwiththeYarraRiver,sharedplanning

powersandpartnershipsonkeyprojectssuchas returning

residentialuse to thecityusing thePostcode3000project,

the closure of Swanston Street to through-traffic, and

the development of the City Square, Federation Square,

BurrarungMarr,anew8hectarepark,Docklandsandanew

Plenary Hall” (Radovic 35, Rob Adams 35). All of these have

beencombinedtocreatesignificantimprovementtothecity.

Outlinedinthe1985CityofMelbourneStrategyPlan,

the design philosophy was simple and appropriate given the

limited resources available to Melbourne at the time. The

plan called for the city to build on its existing strengths in a

Case study: Melbourne, Austra l ia

The following case study discusses Melbourne, Australia

andthecity’sdesiretorevitalizing itscitycenterbybringing

its citizens back. Melbourne implemented most of the ten

sustainable governing strategies discussed above in the mid-

1980s,makingMelbourneaforwardthinkingcityforitstime.

Inthe1980s,Melbourne,Australia’sresidentsfinallyhadseen

enough urban decay and destruction. Residents agreed that

there city had been overgrown by inappropriate international

style developments, destruction of heritage areas, the

congested growth of automobile use and the decline of their

central city. This prompted new state and local governments to

be elected which in turn allowed for a strong city improvement

agenda to redesign the future path Melbourne would follow.

Over a period of the last 20 years Melbourne gradually

implemented a simple vision to transform its ailing business

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way that blended well with local character. It also called for a

turn-around strategy to reintroduce a residential community

to allow for the transformation of the business district into

a central activities center with a wider range of uses. The

city’s existing strengths and physical patterns outlined in the

1994 book Places for People, urban renewal strategies are

discussedspecifically fortheCityofMelbourne,butcanbe

implemented in almost any city in the United States and the

world. Places for People was written and researched by an

architect and professor named Jan Gehl. In 1993, Jan Gehl’s

book examined the issues and opportunities regarding public

space and collected data on public life. Places for People was

republished in 2004 with further recommendations from the

1994 publishing.

In order for a city to be sustainable, it must have a higher

density. One of the greatest accomplishments of Melbourne

is the larger residential community that began to grow in the

2.02 MELBOURNERESIDENTS 1992

1982: 204 private residential apartments

1.2 A LARGER RESIDENTIAL COMMUNITY

2002:6958 private

residential apartments


Legend

Institutional accommodationFlat/apartment/unit/serviced apartment Student apartmentUnder construction

places for people 2004 13

070

late1980s.Therewereseveralwholeblockredevelopments

in the city center that had a profound impact on the social

and physical fabric of the city. These redevelopments

includeFederationSquare,QV,MelbourneCentral,Spencer

Street Station and Southern Cross. According to Gehl’s

findings, therewere830percentmore residents from1992

to 2002 and 3,311 percent more apartments from 1992 2.03 EXAMPLEADAPTIVEREUSE

2.02 MELBOURNERESIDENTS 2002



2002:6958 private

residential apartments


Legend

Institutional accommodationFlat/apartment/unit/serviced apartment Student apartmentUnder construction



This page: Examples of large-scale residential development with apartments in the upper storeys and retail tenances or residential occupation at street level


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to 2002 (Figure 2.01 & 2.02) (Gehl 12). The addition of

new structures built on top of existing buildings, allowed

for the adaptive reuse of various historical buildings by

supporting economically sustainable redevelopment (Figure

2.03). There is also large-scale residential development

with apartments in the upper stories and retail tenants

or residential occupation at the street level. (Gehl 11-13)

Another accomplishment is the increased student

population in Melbourne (Figure 2.04). Universities and other

educational institutions contribute to active and lively urban

environment (Figure 2.05). Students make a strong impact 2.05 UNIVERSITIESANDEDUCATIONIONALINSTITUTIONS

2.04 INCREASEDSTUDENTPOPULATIONINMELBOURNE

Domestic and overseas students enrolled atcentral city campuses

0

10000

20000

30000

40000

50000

60000

70000

80000

Domestic Students Overseas Students Total Students

Type of Students

19932004

90000No.ofStudents

46,443

61,299

4,039

20,433

50,482

81,732

1.3 AN INCREASING STUDENT POPULATION

Universities and other educational institutions contribute to an active, lively urban environment by creating a people climate oriented towards young people. Students make a strong contribution to the city’s vitality and cultural diversity, providing a youthful stimulus and often international perspective. They also tend to engage more overtly with the street scene and other public spaces because they are more available to spend time out of doors, and in so doing make a strong contribution to the local economy.

Melbourne has expanded the number of educational institutions in the city centre over the past decade, in most cases integrating these facilities into the city fabric. The number of students attending academic institutions and/or living in the city centre has expanded by 62 per cent since 1993 - yielding nearly 82,000 students in 2004.

Student housing is mostly located outside the central city, but some student apartments are located in the city centre. Student populations are expected to continue to rise as the number of student places at Melbourne’s universities and institutes increases, and is supported by growth in inner city low-cost housing.

Traditional university towns throughout the UK, Europe and the US have long demonstrated that the presence of major research institutions in the city is a huge advantage in bringing technology, talent and tolerance to the local community. More recently, Richard Florida argues that an increased student population is a vital part of the creative/knowledge city, where high concentrations of creative people results in a high concentration of creative economic outcomes.4

62%more students

in the central city

1993-2004

RMIT (above and below) has consolidated its status as a city university through continuous expansions in the city centre.

4Florida (2003) The Rise of the Creative Class: 218

16 places for people 2004

1.3 AN INCREASING STUDENT POPULATION

2004

Legend

Universities, colleges & schools1983 + 1993 (no longer existing)Existing from 1983 onwardsFrom 1993 onwardsAt 2004

Outdoor spaces on- and off-campus provide important meeting places for students to work and socialise.

Suburban and regional educational institutions, such as Victoria University, are now establishing central city campuses for different schools and faculties.


072

on the city’s cultural diversity and vitality as well as and

international perspective. Also, students engage more often

with streetscapes and other public spaces because they have

more time to do so than professionals. By spendingmore

time outside students make a strong contribution to the local

economy. Between 1993 and 2004 therewere 62 percent

more students in the city center (Gehl 16). Richard Florida

argues that an increased student population is vital to the

creative knowledge of the city. High concentrations of creative

people result in a high concentration of creative economic

outcomes.(Florida218)

Melbourne has also improved its walking environment

through an organized plan of streetscape improvements.

Improving city streetscapes provide a number of benefits

including safety, comfort and pedestrian engagement. The

level of pedestrian priority space has increased substantially

over the last 20 years (Figure 2.06). Since 1993, there

2.06 PUBLICWALKWAYSANDAREAIMPROVEMEMNTS

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has been an increase of 117 percent of seating in outdoor

environments. The number of bars has increased from 95 to

356between1993and2003(Gehl18).SwanstonStreetwas

redeveloped in the early 1990s and strengthened the street’s

status and local character as the main street of Melbourne.

The upgrading of Swanston Street since 1994, has extended

to the northern part of the city from Latrobe to Franklin streets.

These upgrades include footpath widening, bluestone paving

and tree planting (Figure 2.07).TheconstructionoftheQV(a

retail shopping area) and redevelopment of Melbourne Central

have created active street frontages in the northern sector

ofSwanstonStreet.ConstructionofFederationSquareand

CitySquarehasreinvigoratedthesouthernendofSwanston

Street, along the river.

More specifically theCity ofMelbournehas created

what it calls an ‘active edge policy.’ These guidelines

dictate that shops and food service outlets must have a


1.4 IMPROVED STREETS FOR PUBLIC LIFE

Legend

Public spaces accessible all hours 1980s to late 1990s(now resumed)Spaces at 1993 open all hoursSpaces at 2004 open all hoursPedestrian zone at lunchtimes 2004

198os

2004

198os

2004


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2.09 PUBLICWALKWAYSANDAREAIMPROVEMEMNTS2.08 PUBLICWALKWAYSANDAREAIMPROVEMEMNTS


20041993

Grade A (high)

Legend

Grade B (medium)

Grade C (low)

198os

2004



20041993

Grade A (high)

Legend

Grade B (medium)

Grade C (low)

198os

2004



20041993

Grade A (high)

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Grade B (medium)

Grade C (low)

198os

2004


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treatment and furniture. These policies extended the city’s local

character by implementing uniform elements into its urban

fabric. The city’s bluestone pavements are an integral part of

theheritageofthecityandoneofthedefiningelementsofits

character (Figure 2.10). There is a consistent, elegant and

display window or entrance measuring at least 15’ or 80

percent of the ground floor façade (whichever is larger).

The rhythm, scale, architectural detail, windows and colors

must be keeping with the existing streetscape. Buildings

mustusehighqualityanddurablematerials.Windowsmust

beglazedwithclearglasstoallowforgoodlightingatnight

for additional security (Figure 2.08 and 2.09). Roller shutter

doors are to be removed and replaced with transparent

shopfrontsecurityscreensmounted internally. (Gehl18)To

increase pedestrian interaction and activity there are certain

streets that close for lunchtime. The city’s tram system is

being upgraded with new technology that reduces ambient

noise. Also, public toilets, where possible, have been

relocated from footpaths to central road medians. Also, the

city has expanded ‘micro-scale’ retail such as newsstands,

fruit and flower stalls and information pillars. (Gehl 20)

Melbourne has created an integrated policy for street


1.12 AN INTEGRATED STREET FURNITURE COLLECTION

Melbourne’s bluestone pavements are an integral part of the heritage of the city and one of the defining elements of itscharacter. Since the early 1980s there has been an extensive program of retention and repair of bluestone surfaces, and upgrading asphalt footpaths to sawn bluestone paving, particularly in the city centre retail core area. Where original bluestone pitchers exist, they are re-laid to improve drainage or to ensure smooth passage for all pedestrians, including people with disabilities, or replaced with sawn bluestone (below). Traffic measures such as road widenings, road closures, medians and roundabouts are, as much as possible, constructed in a manner sympathetic to adjacent bluestone kerb and channels. Sawn bluestone is also the standard material for all new kerbs and gutters, except where equality of access issues, bicycle lanes or vehicle safety issues require an alternative treatment.

Bluestone paving

Legend

2004


076

adaptable palette of public furniture, lighting and micro-scale

retail that has been established all throughout Melbourne.

There is a café furniture standard that covers items such as

furniture, protective screens, awnings, umbrellas and planter

boxes. These all have guidelines to “ensure that materials

and finishes are attractive and durable, unobtrusive and

complements the culture, character and significanceof the

street” (Gehl 46). Other items such as the information hub,

news pillar and retractable curbside cafe canopy make a

strong impact on the personal scale, energy and color of the

streetscape (Figure 2.11). (Gehl 46-47)

Melbourne has made itself a greener city with

approximately 3,000 trees in the city center. These trees make

a vital contribution to the health and amenity of Melbourne’s

streets and public spaces (Figure 2.12). Trees “increase

amenity, trap airborne pollutants, absorb carbon dioxide and

provide structure anddefinition to open spaces, creating a

more pedestrian-friendly environment and human scale”

(Gehl48).Streetscapesrepresentthemostsignificantpublic

spaces in the city, and Melbourne has the highest possible

standards for tree maintenance. Melbourne’s city council

annual tree planting program plants 30-40 trees per year in

the city center. These trees were selected to form a regular,

continuous canopy overhead. Biodiversity is important to

sustainable landscapes and a range of tree types is being

planted to ensure a healthy and diverse tree population into

thefuture.(Gehl48-49)

2.11 UNIFORMITYOFSTREETSCAPEITEMSIn many respects, the suite of street furniture that has been designed and dispersed throughout the central city has become a ‘signature’ to its local character. From the sawn bluestone pavements upwards, a consistent, elegant and adaptable palette of public furniture, lighting and micro-scale retail has been established throughout the city.

Incorporation of small scale street vendors such as the newsstand and magazine kiosk, the fruit vending stall and flower stall, all address practical retailing requirements but also stimulate use and street activity levels. Other items such as the news pillar, retractable kerbside cafe canopy and information hub make a strong impact on the personal scale, vitality and colour of the streetscape.

A comprehensive lighting strategy, covering functional and ornamental programs has been developed and is being implemented throughout the city. Notably, pole-mounted dual fittings that cover the pedestrian footpath independently of the road corridor has greatly improved nighttime safety in King Street, and will be adopted in other non-tram streets in the city.

1.12 AN INTEGRATED STREET FURNITURE COLLECTION

A cafe furniture standard, covering items such as furniture, protective screens, umbrellas, awnings and planter boxes, has also been developed. Its aim is to ensure that materials and finishes are attractive and durable, unobtrusive and complements the culture, character and significance of the street.

Finally, planning controls have introduced compliance with DDA (Disability Discrimination Act) requirements throughout the entire municipal area. Specific initiatives include: pram ramps, braille tiles, disabled parking bays, widened footpaths with clear access to shop frontages, audible traffic signals, tram superstops, ramps for universal access into public buildings, fully accessible toilets, safe city car parks, and an approved mobility centre at Federation Square.

Self-cleaning public toiletDrinking fountain Newspaper pillar – openNewspaper pillar – closedInformation pillar

Fruit stall


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2.12 UNIFORMITYOFSTREETSCAPEITEMS

2.13 UNIFORMITYOFSTREETSCAPEITEMS

1.13 A GREENER CITY

There are approximately 3,000 trees in the central city, making a vital contribution to the health and amenity of its streets and public spaces. Trees increase amenity, trap airborne pollutants, absorb carbon dioxide and provide structure and definition to open spaces, creating a more pedestrian-friendly environment and human scale.

Streetscapes represent the most significant public spaces of the city, and Melbourne’s street trees are maintained to the highest possible standards. Council’s annual tree planting program establishes an average of 2,000 per year throughout the municipality, with an approximately 30-40 per year in the central city. The majority of 30m wide streets within the CBD have been established with London Planes. These have been selected to form a regular, continuous canopy to reinforce the formal symmetry, regularity and ‘grand’ landscape scale of these major streets. As new locations are created, greening opportunities are realised wherever possible, including planting in footpaths, centre medians and tree islands.

Due to the multiple demands for space, the places for planting in the narrower streets are more limited. Where space is available in the ‘little streets’, plazas and lanes, a variety of smaller trees is being planted to provide compatible scale, horticultural diversity and offer a subtle emphasis on local character. Biodiversity is vital to sustainable landscapes, and a range of deciduous and evergreen, exotic and native trees are being planted to ensure a healthy and diverse tree population into the future.

In the five years since planting, the tree canopy outside the City Square has developed into an enclosed pedestrian avenue.


1.13 A GREENER CITY

20041987

2004

The well-established Plane Tree canopy along Swanston Street (above) and St Kilda Road (below) contributes greatly to both the daytime and nighttime landscape.


078

entertainment and residential uses extend and diversify. These

adaptablespacesareflexibleinaccommodatingdiverseand

eclectic activities. There has also been smaller public spaces

thatwererealizedalloverthedowntownarea.(Gehl22)

At 52,600 square feet, Federation Square offers a

creative mix of attractions to engage citizens, visitors and

tourists (Figure 2.15).Thesquarehasbroughthighsuccessful

and a center of cultural activity to Melbourne. In design terms,

Thecityhasdevelopedanumberofnewsquares,promenades

and parks (Figure 2.14).Thethreemajorpublicspacesarethe

SouthgatePromenade,BourkeStreetMallandthesouthern

half of Swanston Street Walk. There is 71 percent more space

forpeopleandactivitiesonthestreetsandsquares(Gehl22).

Collectively these new spaces represent a big step forward for

acitythatpreviouslyhadnourbansquaresinthecitycenter.

The city’s public spaces become increasingly important as the

2.16 FEDERATIONSQUARE2.15 NEWSQUARES,PROMENADESANDPARKS

71%more space for people and

activities on streets and squares

squares, malls, promenades1994: 42,260m2

2004: 72,200m2

+ new city park:Birrarung Marr: 69,200m2

1.5 NEW SQUARES, PROMENADES AND PARKS

Melbourne’s three major public spaces in 1994 were Southgate Promenade, Bourke Street Mall and the southern half of Swanston Street Walk. Each of these has been upgraded and improved, and a diverse range of smaller, but nonetheless significant and meaningful, spaces have been introduced into the city. Major new public spaces have been developed at City Square, Federation Square and Birrarung Marr, and the State Library forecourt has been wholly rejuvenated. Collectively these represent a big step forward for a city previously lacking urban squares in the city centre.

The role of the city’s public spaces as locations for animated activities (both organised and incidental) has become increasingly important as the city centre’s entertainment and residential uses extend and diversify. In general they offer adaptable settings with the flexibility to accommodate diverse activities. These public areas have also begun to form a network and the future will indicate further dimensions associated with their impact on Melbourne’s public life.

Southbank PromenadeSouthbank Promenade has been extended westwards to include the Crown Casino and Melbourne Exhibition Centre river frontages. The promenade extends Southgate’s well-scaled terraces and promenade, sunny spaces, vibrant restaurant edge and slowly moving ‘passing parade’ of the river.

Squares, promenades and parks introduced to Melbourne after 1994



Federation Square 16,438m2

Federation Square has brought a highly successful square and centre of cultural activity to Melbourne. It is the city’s new ‘atrium’. The development offers a creative mix of attractions to engage citizens, visitors and tourists, and people eagerly accept the invitations. In design terms, the layout of independent buildings within a larger whole-of-block scale draws inspiration from the city’s network of arcades and laneways.


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“the layout of the independent buildings within a larger whole-

of-block scale draws inspiration from the city’s network of

arcadesandlaneways”(Gehl23).CitySquare,a9,000square

foot area, has been redeveloped to form a welcoming public

squarethatoffersspaceforevents, informal interactionand

public gathering (Figure 2.16). The relaxed park-like feel has

a balance of nature and the necessary semi-paved landscape

to accommodated high volumes of pedestrian traffic. The

square is actually built over an underground car park. The

park is highly adaptable and its “granitic sand ground plane

derives from functionality and amenity of similar surface

treatments throughoutmany European parks and squares”

(Gehl 24). TheBurrarungMarr is an inspiringnew221,420

squarefootparklocatedalongtheYarraRiver(Figure 2.17).

The park reinforces the local character of traditional city parks

through contemporary design. The park “focuses on highly

2.17 CITYSQUARE 2.18 BURRARUNGMARRPARK

City Square 2,800m2

Melbourne’s City Square has been redeveloped to form a welcoming public space that offers a place for special events and public gatherings, and a venue for alfresco dining and informal interaction. The community’s desire for a relaxed, park-like feel had to be realised within the technical constraints of a heavily used urban space on top of an underground car park. Its highly adaptable, granitic sand ground plan derives from the functionality and amenity of similar surface treatments throughout many European parks and squares. The square’s informal interaction is supported by mobile furnishings and hospitable edge activities.




Birrarung Marr 69,194m2

Birrarung Marr is an inspiring new public park that reinforces qualities defining Melbourne’s traditional parks through contemporary design. It focuses on environmentally sustainable principles, offers diverse recreational experiences and provides a robust setting that accommodates various events. The design abstracts the concept of water as a natural land-shaping process and represents the original lagoons and billabongs that were located on the site.


080

sustainable principles, offers diverse recreational experiences

and provides a robust setting that accommodates various

events” (Gehl 25). The design abstracts the concept of water

as a natural land-shaping process and represents the original

lagoons and billabongs (small lakes) that were located there

originally (Gehl 25).

Melbourne has revitalized its network of lanes and

arcades. Lanes provide a sense of comfort, entertainment and

engagement of pedestrians (Figure 2.18).Notonlyarethese

lanes now more functional, but also they create opportunities

for innovation and surprise. According to Jan Gehl, there are

over 230 lanes, places, streets, arcades and alleys (Figure

2.19). From 1993 to 2004 the total length of accessible and

active lanes, arcades and alleys increased from 960 feet to

2.11 miles (Gehl 30). These routes between buildings serve

as important north and south connections, expanding the

city’s pedestrian network while keeping with the grid. With

2.19

ATYPICALLA

NE

1.6 A REVITALISED NETWORK OF LANES AND ARCADES

Redevelopment of Melbourne’s laneways has contributed immeasurably to the character of the city centre as a dense and lively area for multiple activities. Physical improvement of the city’s lanes provides for the comfort, engagement and entertainment of pedestrians, inviting a range of popular uses. They also create opportunities for innovation, surprise and unique approaches to both permanent and transient design (refer further 1.8 below).

Totalling some 230 lanes, places, streets, arcades and alleys, these routes serve as important north-south connections, expanding the city’s pedestrian network while supporting the formal structure of the grid. The network of animated spaces also provides settings for activities that can not be accommodated in the ‘little streets’, since they also carry vehicular traffic.

With the increase in inner city living, many laneways have the additional function of providing user-friendly and safe entries to many residences. Increasing residential occupation of, and specialised retail activity within, the little streets, lanes and arcades introduces activities that are mutually enriching inside and out. The laneways therefore support sustainable inner city development by allowing retention of heritage streetscapes to coincide with increased residential densityand better use of space.

Streets, lanes, arcades and rights-of-way are a set of spaces that offer intense, intimate experiences.

Eating out is a conspicuous feature of Melbourne life, and the laneways and ‘little streets’ contain some of the city’s liveliest areas.


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an increase in city living these lanes have the added function

of safe and user-friendly entries to many residences. The

laneways promote sustainable inner city development by

allowing preservation of heritage streetscapes to coincide

with the increased residential density and better use of

space. Collectively, Melbourne’s laneways offer highly varied

experiences, ranging from art installations to garbage dumps,

restaurant hubs and residential areas to main thoroughfares.

(Gehl28-30)

The number of places to sit and pause has actually

remained constant since 1993, reflecting the substantial

furniture installation program undertaken between the mid

1980sto themid1990s.Thestreet furniture thathasbeen

designed and dispersed throughout the city center has

become a signature feature of the city’s character. When new

parks or squares were added, benches were surrendered

from other locations to accommodate the increased number

2.20 230LANES,PLACES,STREETS,ARCADESANDALLEYS

1.6 A REVITALISED NETWORK OF LANES AND ARCADES

2004

Legend

Cafe precinctRetail precinct or mixed retail/cafe precinctUpgraded pedestrian only thoroughfareServices only or shared vehicle/ pedestrian thoroughfare (not upgraded)Lanes upgraded in 1993

1987

2004

Degraves Street (above) andLt Collins Street (below) arefine examples amongst manyin the city’s laneway revitalisation program.

1992

2004


082

of pedestrians. Also there have been widespread secondary

seating options offered such as steps and planter box edges.

Curbside cafes have substantially increased the number

of seats offered to 5,376 seats by the end of 2004, a 177

percent increase since 1993 (Figure 2.20) (Gehl 32). There is

a sweeping emphasis on outdoor lifestyle and the laneways

have contributed greatly by increasing the number of smaller

cafés.From1993to2004therewasan increaseof275%

more cafes and restaurants (Gehl 32).

There are now a number of attractions and places

to go as well as city-wide art programs. Melbourne has truly

benefitedfromanabundantgrowthofsportingfacilitiesand

2.21 INCREASEINCITYSEATINGFROM1983-2002

1.7 MORE PLACES TO SIT AND PAUSE

Outdoor cafes 1983

2004

Outdoor cafes 1993

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1-4 seats

5-15 seats

16-30 seats

31+ seats



Outdoor cafes 1983

2004

Outdoor cafes 1993

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5-15 seats

16-30 seats

31+ seats



Outdoor cafes 1983

2004

Outdoor cafes 1993

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1-4 seats

5-15 seats

16-30 seats

31+ seats

places for people 2004 33 19

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cultural institutions that draw visitors from local, regional,

Australia-wide and worldwide. Most of these new attractions

are located near the Yarra riverfront, the eastern parklands

and the north-south civic spine of the city (Figure 2.21).

Majornewattractionsinclude:TheIanPotterGallery,theIan

PotterGallery(NGV)andtheAustralianCentrefortheMoving

ImageatFederationSquare, theNationalGalleryofVictoria

redevelopment,MelbourneExhibitionCentre,CrownCasino,

Melbourne Museum, Immigration Museum, Melbourne

Aquarium, City Lending Library,MCG redevelopment (Gehl

40). Eachof these newattractions hasbeen connected to

large, new public space improvements. By building new

museums, art galleries, theaters and sports grounds provide

a“symboliccommonground forMelbourneand itscitizens

and visitors” (Gehl 40). Citywide art and cultural programs

have brought installations, interactive landscapes, and

events and celebrations into public space (Figure 2.22). The

2.22 ATTRACTIONSANDPLACESTOGO

1.9 ATTRACTIONS AND PLACES TO GO

Legend

Entertainment/recreationGallery/museum/public displayCultural & community use

2003

Buildings and venues such as the refurbished GPO (top) and BMW Edge at Federation Square (above) offer new experiences, respectively, in shopping and public events.


084

subjects and locations of the art engage passers-by and

encourage unprompted interaction. “Art activities build social

connections, strengthen social inclusion and foster community

development, noting the particular needs for marginal and

highneedsgroups”(Gehl34).Bydevelopingartforspecific

locations this attracts or conveys a human dimension or a

level of interpretation to streetscapes and other public spaces

in cities.

Since the 1980s, Melbourne has promoted bicycle

networks and facilities throughout the city. Cycling has

grownsignificantlythroughoutMelbournebecauseof itsflat

topography and wider streets (Figure 2.23). Currently the

following recommendations are being implemented around the

city.Providededicatedbicyclelanesalongallmajorroadsthat

are clearly marked by either using colored lines or separation

mediansbetweenautomobile traffic.Especially alongmajor

boulevards locate bicycle paths between on street parking

2.23 INSTALLATIONS,INTERACTIVELANDSCAPESANDCULTURALEVENTS

1.8 CITY-WIDE ART PROGRAMS

Ulilitarian features such as roundabouts have been transformed through public art into exciting city landmarks.

The city has a fine collection of memorials and monuments to commemorate eminent people and historic events – the earlier proliferation of these items is now being harnessed, but they make a valued contribution to the streets, public plazas, parks and gardens nonetheless.

Legend

Traditional statue (monument/memorial)Fountain or water featurePublic art Temporary art installation


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and pedestrian walkways or introduce raised bicycle lanes

separate from traffic. Integratepublic transportwithbicycle

transport and supply bicycle parking facilities at transport

stations or other popular interchanges. Allow for other modes

of transportation to have the carrying space for said bicycles.

Create continuous and fully accessible public walkways and

cycle paths along rivers, integrated with the citywide network

of open space corridors. Provide more end of trip facilities

and secure bicycle parking facilities in key locations including

public transportation interchanges, sporting or cultural

venues and academic institutions. Introduce new planning

policies to ensure all newly designed buildings incorporate trip

end facilities. Encourage private off-street parking garages

and lots to increase the number of bicycle parking areas.

Introduce cycle signals in tandem with pedestrian signals at

intersections.

Public transportation plays an important part

2.24 BIKEANDOTHERMODESOFTRANSPORTATION

1.11 IMPROVED CYCLE AND PUBLIC TRANSPORT ACCESS

2004

Legend

On-road bike pathOther bike path (eg. off-road, refuge lane)Tram routeBus routeTrain stationTrain subway entry


086

Cities are the answer to sustainable living. Redesigning the

structure of government is necessary to implement sustainable

urban design strategies. Older policies and leaders have no

effect on the future. Newmindsets of citizens to sincerely

want to change their own behavior must occur. Urban design

in coordinationwithbuildingdesign iscrucial inmaximizing

sustainability in cities. Reactivating unused urban spaces into

mixed-use areas stimulates cities’ economic and business

potential and creates new possibilities of urban interaction

betweencitizens.Byalsoreactivatingcitystreetscapesand

creating new squares a pedestrian culture will reemerge.

Promoting alternate modes of transportation is key in moving

away from the world’s dependency on automobiles and oil

culture. Introducing walking and bicycle culture as well as light

in sustainable urban success in Melbourne. Public

transportation has traditionally been, and will continue to be,

a preferred mode of transportation in the city (Figure 2.23).

Ofthe570,000peoplevisitingthecityeachweekin2004,58

percent of all travel was undertaken by public transportation.

Of the 45 percent of all weekday trips, train travel comprised

31 percent, tram travel comprised 12 percent and 2 percent

for busses (Gehl 44). The establishment of tram super-stops

at key destinations and interchange points has assisted tram

travel.Bus travel isbeing improvedbyaddingamajorbus

terminal and interchange at Spencer Street Station.

Conclus ion

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CHAPTER 3 CASE STUDIES

SECTION 1 Introduct ion

SECTION 2 TGV Stat ion de lyon-salatos Lyons, France

SECTION 3 Lèige -Gui l lemins Stat ion Lèige, Belgium SECTION 4 Kings Cross Stat ion Addit ion London, England

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Introduction

Case studies are important to the process of designing a

specifictypeofbuilding.Itisimportanttolearnfromprevious

design successes and to prevent replecation of previous

design mistakes. There is always opportunity to improve on

any aspects of design.

Threetrainstationswillbeanalyzedfortheircirculation,

relation to their surroundings, connection to existing buildings

and their success as world-class stations. The most important

aspect of train station design is circulation. These studies will

include plans, sections, and elevations. The three stations to

beanalyzedareLèige-GuilleminsTGVRailwayStation(Lèige,

Belguim),Lyon-SalatosTGVRailwayStation(Lyons,France),

and King’s Cross Station Western Concourse Addition

(London,England).

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4.01 EXTERIORPERSPECTIVE

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Lèige -Gui l lemins TGV Rai lway Stat ion Locat ion Lèige, Belguim Architect Sant iago Calatrava Completed 2009 Cost $430 mi l l ion

Intheearly1990s,thecityofLèige,Belgiumwasready

forahugemakeovertobothrevitalizethemedievaltownand

capitalizeonitsstrategicrailwaylocationbetweenmajorcities

inFrance,GermanyandtheNetherlands.SantiagoCalatrava

was selected in 1997 to design a new high-speed railway

station. The new station would replace a 1950s building that

occupied a much smaller lot on the same site. Also the new

station would accommodate newer tracks for high-speed

train travel.

Thedesignisquitespectacularwithitslargespanning

roof hovering 115 feet above the five platforms and nine

tracks. “The steel and glass assembly ushers in a new era

of rail travel, achieving an openness and transparency about

whichdesignersofVictorian-erastationscouldonlydream”

(Minutillo).

Intotal,thereare39‘ribs’thatspan518feettocover

thefull lengthofanarrivingtrain.Narrowcanopiesoverthe

platforms extend from the main structure when the number

of train cars are doubled and allows for cover for passengers.

The station is open air, like most stations in Europe and

thus does not have a façade on the longer east andwest

elevations. This openness allows for clear views to the city.

The platforms are raised about 15 feet above the ground. At

grade there are ten circular shops that truly animate the space

below the platforms. Concrete arches that were cast-on-site

support the slab between the two levels. Glass blocks that

allowlighttopenetratetothefirstlevelseparatetheslab.Also

at night, the glass blocks allow light to penetrate up to the

094

3.02 EXTERIORPERSPECTIVE 3.03 EXTERIORPERSPECTIVE

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platform level.

Although the station’s design does seem to be overly

dramatic, Calatrava’s design is highly rational and arriving

passengers are easily oriented to the correct destinations

within the station. Auxiliary spaces include offices, parking,

andbikeandluggagestorage.Behindthestation,Calatrava

also designed a small pedestrian bridge that traverses over

the motorway; that area’s higher elevation is accessible from

themezzaninelevelabovetheplatforms.

Like most of Calatrava’s buildings the overall design

ofthebuildingcelebratesmovement.Nothingaboutthelofty

structure is static and actually appears to change shape at

every angle. The color of the building is white, Calatrava’s

signature color, and provides a nice contrast to the town’s grey

3.04 TRAINPLATFORMS+SOARINGROOF 3.05 TRAINPLATFORMS+SOARINGROOF

096

medieval backdrop. While the scale and color of the station

may overwhelm the low, dark brick buildings immediately

surrounding it, when Calatrava’s master plan for a new

boulevardextendingeast to theRiverMeuse is realizedthe

disparitymaybelessened.Fornowthelargeemptyplazathat

sits in front of the station is being used as a makeshift parking

lot. (Minutillo)

3.06 ELEVATORSFROMPLATFORMLEVELTOMEZZANINE 3.07 SHOPSBELOWPLATFORMLEVEL

3.08 STRUCTURALDETAIL




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3.12 EXTERIORBIRDSEYEPERSPECTIVE

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Lyon-Salatos TGV Rai lway Stat ion Locat ion Lyons, France Architect Sant iago Calatrava Completed 1993 Cost N/A

SantiagoCalatravadesignedthisTGVrailwaystation

fortheSaint-ExuperyairportnearLyons.Thestationnotonly

serves as an interface between the airport and the railway but

alsoasamajorstopon theTGV rail line runningeastover

the French Alps. Located on the high-speed rail line between

Paris to Marseilles, this station set new standards for station

design in the early 1990s. Calatrava’s design is a form of great

visualandurbanimpact,whichhasdefinitelyhadaninfluence

on the redevelopment of the area.

Intheinitialsketchesitiseasytoseehowthefinalform

was inspired by images of the human eye. The main elevation

of the station sculpturally pays tribute to a bird about to rise in

flight.Thestationismadeupoftwomainparts:apassenger

building which contains the main atrium for departures and

arrivals; and the vault over the platforms, which incorporates

the gallery, used by passengers. At 400 feet long, 330 feet

3.13 EXTERIORPERSPECTIVE

100

wide and 130 feet tall, the passenger terminal rises above a

central steel core. The large atrium runs into the vaults that

cover the platforms and tracks and cuts the building into two

symmetrical wings. The atrium is triangular in form and directs

passengers from the main entry point to the airport check in

desks, the service facilities area and the long gallery over the

platform and tracks.

The station is in alignment with the airport and is

linked by an enclosed pedestrian bridge. The central hall has

walls of glass and a roof that curves upward and eastward.

Beneaththismainhall isamultilevelconcoursewithvarious

services and facilities: ticket offices, restaurants and bars,

3.14 INTERIORSHOWINGSTRUCTUREOFTHEROOF 3.15 INTERIORSHOWINGSTRUCTUREOFTHEROOF

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3.16 SITECASTCONCRETEROOFSTRUCTURE+SKYLIGHTS shops, temporary exhibition space, access to the airport,

station-masterofficesandtheairportpolicestation.Theroof

opens into two widely spread wings and is made up of four

steel arches that converge in a curved and tapering spine. A

singleV-shapedabutmentinreinforcedconcretesupportsthe

arches to the west. There are six sets of track that run under

102

thebuildingandoccupyacoveredstructurethatextendsjust

over 1,600 feet. All of the reinforced concrete structures were

formedonsite,usingthe‘slip-form’techniquewhichmakesit

possibletoproducefluid,continuousformsofalmostflawless

finish. The main materials used include Concrete (about

33,000 cubic feet), steel (1,300 tons), and glass (the walls of

the hall and the 160 panels that cover the platforms). (Ferrarini)

3.17 SITECASTCONCRETEROOFSTRUCTURE+SKYLIGHTS

3.18 SITECASTCONCRETEROOFSTRUCTURE+SKYLIGHTS

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3.19 EXTERIORPERSPECTIVESHOWING“WINGS”ANDCENTRALSPINE

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3.20 BIRDSEYEPERSPECTIVERENDERINGOFNEWADDITION

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King’s Cross Stat ion Western Concourse Addit ion Locat ion London, England Architect John McAslan + Partners Completed 2012 (or ig inal 1852) Cost $886 mi l l ion

The 160-year-old King’s Cross station (completed

in1852) isaGrade I–listedhistoricbuilding,andanyplans

requiredlengthyconsultation.Also,noworkcouldbeginuntil

the roof slab was in place for a new ticket hall at the London

Underground station below, and rail authorities naturally

allowed no trains to be canceled during construction. The

essential purpose of the new addition is to allow enough space

for the increasingly large numbers of passengers to move easily

andefficientlyastheyemergefromtheundergroundorenter

from the street, buy their tickets and catch their trains. It is a

departures space only, as in airports, with arriving passengers

exiting through the original front door of the station. It replaces

the existing concourse, a low, crowded 1970s structure of

dim design, that has never been loved for the way it blots the

view of the plain, handsome twin-arched front of the original

station facade. (Moore)

3.21 SATILITEIMAGEOFADDITIONSTILLUNDERCONSTRUCTION

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3.22 CUT-AWAYSHOWINGCONNECTIONBETWEENEXISTINGSTATIONANDADDITION

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The design for the Western Concourse is a shell-like diagrid

roof of steel, aluminum and glass that rises 66 feet above the

groundatitshighestpoint.EngineeredbyArup,theenormous

canopy spreads out from a great steel funnel located a few

feet from the historic station’s western façade. One of the

many constraints included no additional load could be placed

on the original station wall itself. Intersecting branches of

steel spread downward, spanning out in a 243-foot radius

from that central point. A ring of 16 supporting columns at

the outer edge takes the load. With no supporting columns in

3.23 PROGRAMATICCUT-AWAYSHOWINGCONNECTIONTOOLDSTATION 3.24 ELEVATIONWITHADDITIONTOEXISTINGSTATION

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3.25 ROOFSTRUCTUREOF NEWCONCOURSE

3.26 SECTION

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between, the Western Concourse is now the largest single-

spanstructureinEurope.(Moore)

Outside, the semicircle of the concourse deliberately

mimics (and, in fact, fills) the curve of the nearby Great

NorthernHotel.CompletedtwoyearsaftertheoriginalKing’s

Cross station, the hotel was also designed by the same

3.27 ROOFSTRUCTUREOF NEWCONCOURSEATNIGHT

3.28 CENTRALCANOPYSTRUCTURE

110

architect, Lewis Cubitt. The geometry repeats again inside

the concourse, where a mezzanine level—supported by

decorative iron brackets and covered with 5 million gleaming,

white ceramic tiles, coated to repel dirt—follows a similar

sinuous line. To meet the design brief from the station’s owner,

Network Rail, the structure provides space for shops and

cafésthatoverlooktheground-floorplaza.(Underhill)

Inspiration for the roof’s airy steel and glass design

came partly from the 19th century. “I have always liked the great

Victorian glasshouses as at KewGardens,” saysMcAslan,

who’salsoakeenadmirerofGrandCentralTerminalinNew

York. But other influences, he says, included the soaring

airports designed by Eero Saarinen—Dulles International

inWashington, D.C., and John F. Kennedy International in

NewYork.Asatanairport, thedepartureandarrival areas

ofKing’sCrossarenowseparate,andMcAslanhopesthat

the elegance of the concourse will capture something of the 3.29 CANOPYSTRUCTURE

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glamour of air travel. (Underhill)

Meanwhile, the original glass roof of the barrel vaulted

sheds has been cleaned up and had its glass restored, while

unnecessary clutter in the space below has been removed,

making it more bright and airy than it has looked at any time

since it opened, 160 years ago. (Moore)

3.30 EXISTINGTRAINSHEDWITHRESTOREDGLASS

3.31 EXISTINGTRAINSHEDWITHRESTOREDGLASS

CHAPTER 4 SITE ANALYSIS

SECTION 1 Introduct ion SECTION 2 Si te Locat ion

SECTION 3 History of Area SECTION 4 Contextual Analysis

SECTION 5 Main Street Stat ion History SECTION 6 Bui lding Analysis

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Richmond,Virginia couldbe thegreatest city in theUnited

States, or at least the city has the potential to earn that title.

RichmondislocatedtwohoursfromWashington,D.C.,less

than two hours from the beach, and less than an hour away

from the Appalachian Mountains. Richmond has a plethora

ofuniqueplacestolive,work,exploreandplay.Knownasthe

‘River City,’ Richmond was recently voted the best river town

byOutsideMagazine.Withitscleanriverwater(cleanerthan

past centuries), white water rapids, uninhabited islands that

have bridge access, river rocks to lounge around and get a

tan, and a canal district ; it is no wonder why Richmonders

enjoybeingoutdoors.

Knownforit’srichhistory,duringtheCivilWar,thecity

held the title of capital of the Confederate States of America.

Eventhoughthecitywasburnedanddestroyedattheend

of the Civil War, the people of Richmond rebuilt quicker

than expected and by the end of the 1800s the city was

economically sound once again. The city has almost always

been associated with tobacco. The area known as Tobacco

Row was home to such cigarette companies as Phillip Morris

andLuckyStrike.Richmondhadthefirstelectricstreetcars

in the nation, a system they should have kept. Thomas

Jefferson, the writer of the Constitution, designed the state

capital building.

Although the city was once known as the murder

capitol of the US, in recent years murders and crime have gone

downcloseto75%.NowthecityishometosixFortune500

companiesandtheFederalReserveBank.UrbanRenewalis

occuring all over the city as people are moving back to the

downtownarea.Richmond isatownfilledwithpeoplewho

absolutely love to live, eat, play, attend shows, drink, ride and

above all share their spare time with other Richmonders.

Int roduct ion

116

4.02 VIRGINIA+CITYOFRICHMONDHIGHLIGHTED

4.01 THEUNITEDSTATES+VIRGINIAHIGHLIGHTED

Richmond, Va

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Ear ly Historyof Richmond

Richmond,Virginia is locatedon the fall linesof theJames

River, andwas foundedbyWilliamByrd III in the1730s at

the site of a trading post. The town was named Richmond,

because the bend in the James River reminded Byrd of

Richmond-on-the Thames in England. Byrd commissioned

WilliamMayotosurveythetown.Mayo’s1737plandefinedthe

town’s boundaries as Shockoe Creek on the west, present-

dayBroadStreet on thenorth, present-day25thStreet on

the east, and a town commons along the James River to the

south. Future city expansions continued Mayo’s right- angled

streetplanaxisororientation,aswellashiscityblocksquares

offourhalfacrelots(NationalParkService).

The city remained a small village trading post until

1779when theVirginia capital relocated fromWilliamsburg

to Richmond. By 1789, with the influx of government

professionals, the city grew to 300 houses. Residential buildings

were first built near Shockoe Creek close to businesses

alongtheriver.By1817,thepopulationwasapproximately

14,000(Penninger,35).Duetotheport,Richmondwasakey

slavetradesiteuntil1860. In1836numerousrailroad lines

converged in Richmond. After the CivilWar (1861-65) and

being the Capital of the Confederacy, Richmond rapidly rebuilt

brick buildings in the 20 block business district that had been

destroyed. The city became a successful manufacturing city

oftheNewSouth;withflourmilling,tobaccomanufacturing,

iron and foundry work, and fertilizer industries (Penninger,

22). A railroad boom and the westward extension of the

James River Canal resulted in Richmond becoming a center

of iron manufacturing and iron and coal shipping. Tobacco

industry continued to grow in the late 19th and 20th centuries

(NationalParkService). In1914,theFederalReservechose

Richmondasregionalbankduetothecity’sfinancialsuccess

and strategic geographical location. (Penninger, 24)

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4.03 THEENTIRECITYOFRICHMOND

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4.04 CITYOFRICHMOND:DOWNTOWN,SHOCKOEBOTTOMANDCHURCHHILL

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4.05

MAPOFTH

ECITYOFRICHMOND

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4.06

MAPOFTH

ECITYOFRICHMOND

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4.07 CITYOFRICHMOND:DOWNTOWN,SHOCKOEBOTTOMANDCHURCHHILL

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The Si te Per imeter

Thesite isboundbyBroadStreet to thenorth,17thStreet

to the east, Cary Street to the South, and 15th Street and

Interstate 95 to the west. The site is located in Shockoe

Bottom,oneofRichmond’soldestareas.Itslocationisatthe

focal point where six districts meet. Interstate 95 currently

travels through the site in the north and south direction. It is

estimated that nearly 230,000 cars pass by the site daily.

(Main Street Station)

Located on the site is Main Street Station. The station

was completed in 1901. Other buildings on the site include:

The Seaboard Freight Depot (1909), the railroad YMCA

building (1902), Lovings Produce (Early 1900’s), and 17th

Street FarmersMarket (late 1700’s/ current building 1986).

Also located on the site is the archeological site of Lumpkins

SlaveJail.aswellasa‘NegroBurialGround’ontheotherside

ofBroadStreetnexttotheinterstate.

Owner City of Richmond Address 1500 East Main Street Lot Area 20.4 Acres Total (19.6 Acres usable) Curent Land Use -Exist ing tra in stat ion being used part ia l ly by Amtrak -The City’s Economic & Community Development Department houses the upper f loors of the histor ic headhouse -Parking for VCU/ VCU Medical Center and City of Richmond

124

4.08 1886HISTORICSANBORNINSURANCEMAP+EXISTINGSITEPERIMETEROVERLAYED(BEFORESTATION)

Histor ic Sanborn Insurance Maps of the Area

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4.09 1905HISTORICSANBORNINSURANCEMAP+EXISTINGSITEPERIMETEROVERLAYED

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4.10 1905SANBORNINSURANCEMAP+OLDSHOCKOECREEKHIGHLIGHTED

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Shockoe Creek

ShockoeCreek,nowentirelyunderground,wasasignificantly

large creek that once flowed through the entire Shockoe

Valley of Richmond, which includes the neighborhoods

of: UpperShockoeValley,ShockoeBottom,ShockoeSlip,

ShockoeHill,andTobaccoRowHistoricDistrict.Theprecise

boundaries of these Shockoe neighborhoods is subject

to frequent confusion. “Shockoe” became the anglicized

versionofShacquohocan,theNativeAmericannameforthe

creek,whichreferredtolargeflatrockswherethecreekmet

the James River. William Mayo used Shockoe Creek as the

western boundary of his 1737 survey plan of the new town of

Richmond,foundedbyWilliamByrdIII.ShockoeCreekatone

time featured pedestrian bridges, and ran up the valley from

the James River along the line of present-day 15 th Street.

(NationalParkService)

128

In 1972, Hurricane Agnes gained strength over the

Caribbean Sea and began making its way up the Southeastern

U.S. coast, hitting Florida with tropical storm force winds. The

storm weakened as it moved up the coast, but still caused

A History of F looding/

The F lood Wal l

3.11 THEFLOODWALL

Richmond Virginia is located at the fall line of the James

River. Unfortunately the city’s location makes it vulnerable to

all floods originating in the 6,760 squaremiles of drainage

area upstream. Flooding in the city’s two business districts,

Shockoe Valley on the north bank andManchester on the

Southside, has resulted in centuries of serious and extended

business losses to commercial and industrial activities in the

area.Inthelast60yearstherehasbeenamajordisruptionto

the railway system (both freight and passenger) and highway

transportation, and prolonged interruption of public utility

operations.

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severefloodingthroughoutthestate.OnJune22,1972,the

worstfloodingsinceMayof1771occurredinRichmondwitha

recordedfloodheightof36.5feet,whichfloodeda200-block

areaofDowntown.(CityofRichmond)

3.14 AVIEWOFTOBACCOROWFROMTHEJAMESMONROEBUILDING


3.12 FLOODINGATMAINSTREETSTATIONAFTERHURRICANEAGNES

130

A History of F looding/

The F lood Wal l Cont inued

In the mid 1980s, after Hurricane Hugo flooded

the area yet again, plans began to be formulated to build a

floodwall. After years of planning andgovernmentbacking,

the Richmond Floodwall was dedicated on October 21, 1994.

Thereweretwofloodwallsbuiltonthenorthandsouthside

of the JamesRiver. The floodwall on theNorth side of the

river is 4,277 linear feet long and has concrete walls ranging

from4 to30 feet tall. The floodwall protects150acresof

ShockoeBottom.TheotherfloodwallontheSouthsideofthe

river is 13,2046 linear feet long and has concrete walls up

to50feettall.TheSouthsidefloodwallalsoincludesearthen

leveesupto30feethigh.Thisfloodwallprotects600acresof

Manchester.

4.15 THE FLOOD WALL SHOWING FLOOD LEVEL MARKERS FROM

HURRICANESCAMILE(1969),JUAN(1985),AGNES1972AND1772.

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In 2005, ten years after the floodwallwas built, the

very powerful Hurricane Gaston tore through Richmond

floodingmanypartsofthecityandcausingmillionsinproperty

damagetotheentirecity.Becausethestormwassopowerful,

ShockoeBottomwasnotsavedfromfloodingwaterthatwas

trapped(ironically)ontheinsideofthefloodwalls.

4.18 THEFLOODWALLALONGTHESOUTSIDEBANKSOFTHERIVER

4.17 2005DESTRUCTIONFROMHURRICANEGASTON

4.16 LARGEFLOODWALLDOORFOR14THSTREET

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The Richmond Slave Trail is a walking trail that chronicles the

historyofthetradeinenslavedAfricansfromAfricatoVirginia

until 1775, and away from Richmond, to other locations in

theAmericasuntil1865.ItbeginsattheManchesterDocks,

which along with Rockets Landing on the north side of the

river,was amajor port of the downriver Slave Trade. This

made Richmond the largest source of enslaved Africans on

the east coast from1830 to1860. TheSlaveTrail follows

the route traveled by some of the thousands of Africans

whomade their journeysouthbycrossing theJamesRiver

chainedtogetherinacoffle,orbygettingonshipsboundfor

NewOrleans.Thetrailthenfollowstheroutethroughtheslave

markets, beside the Reconciliation Statue commemorating

the international triangular slave trade, past the Lumpkins

Slave Jail site and the Negro Burial Ground, to the First

AfricanBaptistChurch.(RichmondSlaveTradeCommission)

The Slave Tra i l

4.19

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1. Manchester Docks

The manchester docks are where slaves were unloaded from

the slave ships.

2. Kanawha Canal

Inthelate18th-centurytheKanawhaCanalwas

constructed using a large mostly slave work force. Many

African American boatmen traversed the canal, while black

Richmonders carted cargo to an from the boats.

3. Slave Auction Houses

Therewereseveraldozenoftheseauctionhousesin

ShockoeBottom.Davenport&Co.,locatedat15thand

Cary streets, was an auction house from the center of the

district.

4. Reconciliation Statue

This statue commemorates the international triangular slave

trade .

5. Seaboard Freight Depot Building

The seabord Freight depot is slated to become the next

NationalSlaveryMuseumandwillcontainageneology

center as well.

6. Lumpkins Slave Jail

ThisjailwasownedbyRobertLumpkins,andincluded

lodging for slave holders, a slave holding facility, an auction

house, and a residence for his family.

7. Negro Burial Ground

ManyofRichmond’sfirstcitizenslieburiedhereinunmarked

graves. Richmond’s gallows was above on a hillside. It was

herethatthe28yearoldGabriel,anarticulateandliterate

slavewasexecuted.In1800,Gabrielandhiscolleagues

conspired to take over the Richmond government to make

equalpeopleofallraces.Hewasbetrayedandhung.

8. First African Baptist Church

This church was a center for of African American life in pre-

Civil War Richmond. (Richmond Slave Trade Commission)

134

4.20

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4.21 PHOTOOFEARLYRICHMONDSTREETCAR

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STREETCARNETWORK

In1888,thenation’sfirstcompleteelectricstreetcarsystemto

reach out to growing residential areas beyond the downtown

business area was installed in Richmond, with 12 miles of

trackand23cars.DesignedbyFrankSprague,aNewYork

engineer, this system replaced horse and mule drawn rail cars

on 4 miles of downtown track. Richmond, the second largest

city in the south, was now referred to as the “electric city”.

Thestreetcarsystemwasexpandedto82milesofprimarily

suburban track, and was in operation until 1949, when it was

replaced by a bus system and automobiles. The four wheeled

streetcars were connected to an overhead wire called a troller,

so the cars were often called trolleys. The new transportation

providedbystreetcarsbecameasignificantfactoraccelerating

the development of suburban neighborhoods only populated

by white residents, who slowly moved west of downtown to

escape pollution, and to maintain racial segregation. Streetcar

companies even bought land and placed amusement parks

and picnic sites at the end of trolley lines to further encourage

suburban land purchase. Richmond became a city increasingly

separated by race and economic class, contributing to the

decline of downtown neighborhoods. After various violent

trolley car worker strikes and boycotts involving wages and

conflicts between black and white labor unions, in 1906

Virginia General Assembly passed a law requiring racially

segregated seating on streetcars. (Tyler-McGraw, 201-217)

Suburbanizat ionTrendsand Impact

Prior to 1880s, Richmond’s spatial layout was similar to

Europeanwalkingcitiesofferingintegratedworking,residence

andcommercialfunctions.Therewassignificantdistinction

between city and countryside, the most prestigious living

space was in the center city with shortest walking distances,

136

and working class neighborhoods were close to factories. In

the1890s,althoughdowntownareasremainedthecenterof

Richmond business, the streetcar system spurned intense

financialinvestmentinsuburbanbusinessandneighborhood

development. For white middle class suburban residents, the

city built cobblestone streets, terracotta pipes, sewer systems,

and a grand boulevard with civil war monuments. The poorest

whites, all economic classes of black residents, and immigrant

workers, resided in unsanitary, deteriorating, overcrowded

older neighborhoods, lacking city planning and services.

From1890–1911newVirginia lawsincreasinglyseparated

races,andracialsegregationbecametheonlyformofzoning

and city planning. Residential development for Blacks was

separateandunequal.Newerallwhiteneighborhoodscreated

by developers were largely unplanned and unregulated.

Federal Housing Act (1934) loans favored new development

housing over inner city housing improvements, which further

Role of Histor ic Preservat ion

MaryWingfieldScott(1895-1983),ArchitecturalHistorian,left

an important legacy in reversing Richmond’s inner city trend

toward urban decline. Her historic preservation philosophy and

activism, community education, value of urban green space,

and documentation of Richmond’s historic built environment

were forward thinking. In 1935, she founded the William

Byrd Branch of the Association for Preservation of Virginia

Antiquities,whichbecametheHistoricRichmondFoundation.

incentivizedwhite urban flight and contributed to inner city

decay in Richmond. By 1940s Richmond’s neighborhoods

were sharply differentiated by age, architecture, social class

and race. Historic architecture and neighborhoods were

devalued, declining, or destroyed by urban modernization.

(Penninger)

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TheBranchpublished“HousesofOldRichmond”newsletter”

1944-62, and sponsored architectural walking tours, which

raised public awareness and political activism regarding the

value of historic preservation. Scott’s books Houses of Old

Richmond(1941)andOldRichmondNeighborhoods(1950,

1975 reprint) provide an important record of Richmond’s

builtenvironmentpriorto1860,althoughsheexcludedpublic

buildings.SheurgedRichmondtoadoptthe1945Baltimore

Planwhichenforcedfireandzoningcodesforslumowners.

In 1957, Richmond City Council adopted the Historic

District Ordinance, largely due to theWilliamByrd Branch.

ValidatingScott’swork,Congressenactedthe1966Historic

Preservation Act. The NHPA established federal inventory

and protection of significant historic properties or whole

districts, and tax incentives to encourage adaptive reuse of

historic buildings. 1976 federal tax credit legislation further

encouraged the rehabilitation of historic Richmond buildings.

Scott’s historic preservation vision for the City of Richmond

was reflected in the “Downtown Plan”, started in 1997

andupdatedin2008-2009(Tyler-McGraw)Thecity’s2009

“DowntownPlan”concentratesontheDowntownDistrictand

specificallypromotes:

“Preservation of historic neighborhoods, mixed-use

blocks, integration of variety of transportation options for

residents, encouragement of walking tours, integrated

system of urban parks, ambitious street tree plantings, all

new downtown construction respect and reinforce its urban

locationandadjacentbuildingscaleandcharacter,aggressive

historic preservation coordinated with history trails and

museums, adaptive reuse to incorporate modern uses into

district, and mixed-income/diverse neighborhoods.”

(CityofRichmondDowntownPlan)

138

Interstate95 (1958)

“Thepositionofthestation,jammednexttotheinterstatelike

this, is a clear metaphor for what the past 50 years of the

interstatesystemhasaccomplished”(ViktoriaBadger).

In the mid 1950s construction began on the new interstate

system. Interstate 95 was completed in 1958 and with it

many buildings were demolished as the path of the interstate

was thrust through the city effectively dividing neighborhoods

andcreatingdeadzones.OriginallyInterstate95camewithin

20-25 feet of Main Street Station’s clock tower, but in the

1970s the downtown expressway added another feeding lane

making the distance between 7-10 feet of the clock tower.

The construction of Interstate 95 arching around the building

ratherbrusquelyandsymbolicallydemonstratedtheeclipsing

of the stationspurpose.By theearly1970s, rail travelwas

4.22 CONSTRUCTIONOFI-95OVERPASS(1958)

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4.23 CONSTRUCTIONOFI-95(1958)

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on a clear path for dismissal as a legitimate form of travel

as Americans were becoming more of an automobile society.

Today there is a rough estimate that 230,000 cars pass by the

4.25

I-95+CLO

CKTOWER(1976)*NOTICETHE1970sPIMPMOBILE

station daily. When heading northbound, the station’s clock

tower is the lastmemorable thing you seebefore zooming

through the city on I-95. (Main Street Station)

142

S i te Context

Located around the site are many businesses, corporations,

city and state government buildings, hospital and college

buildings, museums, historic buildings, residences, food and

bar establishments, churches and schools, as well as many

other building types.

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4.26 BUILDINGOCCUPANCYTYPES

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4.27

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4.28

EXISTINGRAILLINESIN

RICHMOND

Ex ist ingRai l L ines

Currently the elevated rail lines are owned by the CSX Freight

Company. CSX has extensive freight rail lines that extend all

over Richmond, Including two large rail yards. One of these

yards is located within a mile of the site. Across the James

RiveristheNorfolkSouthernRailway’sRichmondrailyard.

AmtrakcurrentlyutilizesoneofCSX’srail linesalong

the east side of the station (In red). This has been used by

Amtrak for many years and transports people from Richmond

totheNewportNews/HamptonRoadsareaalongthecoast.

In 2003 Main Street station re-opened as a functioning station

and Amtrak service resumed connecting Main Street Station

to the coast.

146

4.29 VEHICULARCIRCULATION(INTERSTATES)

Vehicular Ci rcu lat ion ( Interstates)

Interstate95NorthandSouthpassrightthrough

thesite.TheDowntownexpresswaymeetswith

Interstate 95 right at the station. Cars traveling on

Interstate95Southuseexit74B-FranklinStreet

(blue). Once off the exit cars can either take a left

on to Franklin Street that leads to the station or

continue down 15th street and take a left onto Main

Street.CarstravelingonInterstate95Northuseexit

74C -BroadStreet (orange).Onceoff theexit,

cars are able to continue straight across Broad

Street on 17th Street until they meet Main Street.

Those traveling on the Downtown Expressway

mergeontoInterstate95Northandusethesame

exit (light orange).

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4.30 VEHICULARCIRCULATION(ROADS)

Vehicular Ci rcu lat ion (Roads)

ThestationislocatedbetweenBroadStreettothe

northandMainStreettothesouth.BroadStreet

is the longest roadway in Richmond. When driving

onBroadStreetfromeitherChurchHillortheVCU

area it is necessary to take a turn towards Main

before the interstate to get to Main Street Station

(green). Main Street is only two ways beginning

at 10th Street heading east (blue). As a result not

many cars travel in an eastward direction until

14th Street. Cars coming from Rockets Landing

or Tobacco Row will use Main Street. Cary Street

is a popular one-way street that heads downtown

from Carytown and beyond (orange). From

Manchester, the 14th Street Bridge (pink) is the

fastest route to get to Main Street.

148

4.31 VEHICULARCIRCULATIONWITHINA1-BLOCKRADIUS

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4.32 TOTALPARKINGONSITE

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4.33

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SurroundingNeighborhoods/Distr icts

The site is a focal point of the entire downtown area and is

located in the oldest section of Richmond known as Shockoe

BottomorShockoeValley.Locatedtotheeastofthesiteis

the continuation ofShockoeBottom.Other neighborhoods

and districts to the east include: Tobacco Row, Church Hill,

UnionHillandtheFairmountNeighborhoodtothenortheast.

TothewestofthesiteisprimarilytheDowntownorBusiness

District.TothenortheastofthesiteistheVCUMedicalCenter

and the VCUSchool ofMedicine. Also, justwest, heading

up Main Street is Shockoe Slip. Located along the James

RiveristheareaknownastheRiverDistrict,thatincludesthe

Canal Walk. Just across the James River is the area known

as Manchester.

152

During the 1840s, Richmond was the largest tobacco

productionmarket in theworld.Between the late19thand

early 20th century more than 50 tobacco factories existed in

ShockoeBottom,making tobacco thedominant industry in

Richmond.

Tobacco Row is comprised of these brick and concrete

factories and warehouses of the many once prominent

tobacco companies. Most of the remaining buildings were

builtbetween1880and1930.Thetwobyelevenblockarea

is bound by Main Street to the north, Pear Street to the east,

DockStreettothesouthand17thStreettothewest.These

tobacco companies include: Lucky Strike, Phillip Morris, and

Edgeworth Bothers. Most of the Warehouses have been

adaptively reused as residential lofts and apartments as well

asrestaurantsandbusinessofficesoffinancial,architectural

and advertising firms. The PhillipMorris warehouse is now

TOBACCOROW

4.34 TOBACCOROW

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Richmond’s Holocaust Museum. Current residents are young

professionalsthatworkinDowntownandShockoeBottom.

Collectively, they represent one of the largest contiguous

adaptivereuseprojectsinthecountry.(NationalParkSystem)


4.36 AVIEWOFTOBACCOROWFROMCHURCHHILL

4.35 AVIEWOFTOBACCOROWALONGCARYSTREET

154

4.38 CHURCH HILL

Located to the east of the site, Church Hill, also known as the

St.JohnChurchDistrict,encompassestheoriginallandplat

andgridofthecityofRichmond.BroadStreetbisectsChurch

Hill and ultimately ends at the eastern most part of the area.

Church Hill includes the city’s oldest residential area comprised

mostly of row homes in many different styles. Church Hill

also contains St. Johns Church in which Patrick Henry gave

his famous “Give me liberty or give me death” speech. Like

many of the surrounding areas, in the 1950s Church Hill saw

a serious decline in both residents and physical upkeep of

itsbuildings.Becauseofthedecline,theHistoricRichmond

Foundation was established in 1956 to help save a preserve

the setting around St. Johns Church.

Currently, Church Hill is a thriving residential area that

overlooks Shockoe Bottom and Tobacco Row. The area’s

residents are comprised of young professionals as well as

CHURCH HILL

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middle aged to retired. The area’s return to stability was

encouraged by the redevelopment of Richmond’s tobacco

warehouses and cigarette factories along the James River.

(NationalParkSystem)

4.40 AVIEWOFCHURCHHILLFROMTHEJAMESMONROEBUILDING

4.39 AVIEWFROMCHURCHHILLTOWARDSMAINSTREETSTATION

156

4.42 AVIEWOFJACKSONPARKINTHEUNIONHILLNEIGHBORHOOD

TheUnionHillHistoricDistrict is located in theeastendof

Richmond,andwaslistedontheNationalRegistryofHistoric

Places in 2002. The neighborhood is roughly bordered by

Mosby Street on the west, by 25th Street to the east, by

Venable Street to the north, and by Jefferson Avenue to

the south. In the southwest corner is Jefferson Park, which

overlooks the downtown skyline. For much of its history Union

Hill was separated from the city and the rest of Church Hill by

a deep ravine and the bluffs overlookingShockoeBottom.

The irregular and narrow streets on Union Hill follow the terrain

rather than the rigid grid of the rest of the city. Where the

angled streets of Union Hill collide with that grid interesting

triangularblocksarecreated.ThisgivesUnionHillaunique

character found nowhere else in the city. Union Hill is primarily

an African American residential district with a fewchurches

and commercial buildings concentrated along 25th and

Union Hi l l

4.41

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Venablestreets.Manyof themodestworkingclasshouses

constructedofframeandbrick,werebuiltpriorto1867when

Union Hill was annexed from Henrico County. Today, Union

Hill is a fragile neighborhood suffering from abandonment and

neglect and many historic houses have been demolished.

However, Union Hill still possesses a high level of neighborhood

integrity and valuing of its historic environment. (Living Places)

4.43 AVIEWFROMJACKSONPARKOVERLOOKINGSHOKOEBOTTOM

Fairmount

The Fairmount historic district neighborhood is located just

north of Union Hill, in a 10 X 7 block nearly level hill top. It

wasoriginallydevelopedin1890asatrolleycarsuburb,and

was eventually annexed by the City of Richmond in 1906. It is

currently primarily a low income African American residential

neighborhood, known for a high crime rate in the northern

endofdistrictbyahousingproject.Developereffortstoplan

commercialblocks,neverquiteworked,withtheexceptionof

a few grocery stores. One half the houses were built between

1890-1900andarerowsofalmostidenticalbox-like2story

town houses, with front porches, or rows of craftsman

bungalows with repeating designs. The 15 block Fairfield

Horse Racing Course was built before the Civil War at the

northeast corner, and declined by 1890. The course may

havedelayeddevelopment.By1890 several streetcar lines

hadreachedFairmount.(ChurchillPeople’sNews)

158

From its inception in 1854, theMedicalCollegeof Virginia,

MCV, flourished and expanded into an extensive institute

for medical care and higher education. The first building

built was the Egyptian Building. During the Civil War, the

collegemanagedtohaveagraduatingclasseveryyear.MCV

constructed and filled numerous buildings throughout the

firsthalfofthetwentiethcentury.In1941,theWestHospital

was completed and is the tallest building in Richmond at the

time. In 1947, the first civilianburnunit in the countrywas

establishedatMCVunderthedirectionofDr.EverettEvans.

In 1968, the Virginia Commonwealth University is created

through the merger of Richmond Professional Institute and

theMedicalCollegeofVirginia.In1982,MCVMainHospital

opened, a modern, 14 story, 539 bed facility costing in excess

of $60 million dollars. In 1983 the Massey Cancer Center

openedand in1986 the renovatedNorthHospitalopened.

VCUMedical Center/School of Medic ine

4.44 VCUMEDICALCENTER

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Throughout the 1990s and 2000s, VCU Medical center

openedalmostadozennewbuildings.Itcontinuestobeone

of the top schools ofmedicine in the nation. (MCVHistory

Timeline)(Ellis)

4.45 EGYPTIAN BUILDING: THE FIRST MEDICAL COLLEGE OF VIRGINIA

BUILDING

4.46 VCUMEDICALCENTERFROMTHEJAMESMONROEBUILDING

160

The Downtown or Central Business District, is the central

urbanareaofRichmond,andisroughlyboundbyBelvidere

Street to the west, I-95 to the north and east, and James

River to the south. Home to many Fortune 500 companies,

Richmond’s downtown area is similar to many large cities

with tall buildings and fast moving streets. The 19 story

FirstNationalBank(nowBB&Tbank)buildingonEastMain

Street,wasbuilt in1913as the firstRichmondskyscraper.

Other skyscrapers were built in the early 1920’s as business

inRichmondcontinuedtogrowfromthelate1800s.During

the 1960s- 1970s, Richmond banks underwent significant

expansion due to a more liberal 1962 Virginia banking

lawwhichallowedbanks tomakemuch larger loans toVA

industry. Industry had previous sought higher loans outside

VA(Dabney366-7).

Downtown/TheBusinessDistr ict

4.47 DOWNTOWN

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4.48 DOWNTOWNRICHMONDSKYLINEFROMTHEJAMESRIVER

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In the early 1900s, department retailers saw

investment in the downtown sector, and opened up large

flagshipStores.ThisincludedSears&Roebuck,Thalhimers,

and Miller & Rhoads. As the slow yet massive move out

into suburban areas began affecting Downtown shopping,

these department stores expanded out to the new suburban

shopping centers. Eventually Sears closed the downtown

store, and Miller & Rhoads and Thalhimers went out of

business in the 1990s. Although retail was becoming less

and less of a viable economy for downtown, banking and

big business began booming, and in the 1960s, Richmond

began the construction of over 600 buildings. This would

continue into the 80s, until the last few skyscrapers were

finallybuilt.In1978,theFederalReserveBankofRichmond,

designedbyrenownedarchitectMinoruYamasaki,(thesame

architect as the original world trade centers) was completed.

In 1984, Richmond and the surrounding three counties

4.49 FEDERALRESERVEBUILDING

(26STORIESABOVEGROUND)

4.50 RICHMONDCITYHALL

(20STORIES)

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begancollaboratingforthefirsttime,tobuildtheDiamond,a

baseballpark.(Dabney372)Richmondistheheadquartersof

theFifthDistrict(1of12)oftheFederalReservethatcovers

theDistrict ofColumbia,Maryland,Virginia,NorthCarolina,

SouthCarolinaandMostofWestVirginia.Aninterestingfact

about theFederalReservebuilding is that49%of the total

floorareaislocatedunderground.

Currently, the economy of Richmond is booming,

with several Fortune 500 companies headquartered there.

Dominion Resources, MeadWestvaco, and Universal are

among those headquartered in the downtown district.

MeadWestvaco built its new headquarters in 2010 next to

theFederalReserveBuilding.Othertallbuildingsarehometo

BankofAmerica,WellsFargo,Suntrust,Verizon,andMaguire

Woods. TheCity of Richmond also has offices in some of

the tallest buildings including; City Hall at 20 stories and the

JamesMonroeBuildingat29stories(449feet).Builtin1981,

4.51 JAMESMONROEBUILDING(29STORIES)

theJamesMonroeBuildingwasthetallestbuildinginVirginia

until 2007 and was supposed to have a twin tower that was

notbuiltduetotheeconomicdownturninthelate1980s.

(Main Street Station)

164

beginuntil1785.GeorgeWashington’sdesignswereusedto

buildtheproject.(SMBW)

Thecanalssawpeakactivitybetween1844and1855.

In1854theGreatShipLockwasconstructed,allowingalmost

300 sea-going vessels into Richmond, per year. It was not

until1987 that theRichmondRenaissanceOrganization took

interest in revitalizing theRichmondwaterfrontarea. IN1995,

publicandprivatepartnersjoinedforcestorestoreaportionof

Canal Walk/ River Distr ict

4.52 CANALWALK/RIVERDISTRICT

TheHaxallandKanawhaCanals(alongtheJamesRiver)were

1st conceived in the late 1700’s. They would allow accessibility

from the Ohio and Kanawha Rivers to the Atlantic Ocean.

George Washington designed the canals in 1774. These

canals would aid in the transport and trade that were occurring

in Richmond. However the construction of the canals did not

4.53 CANALWALK/RIVERDISTRICT

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the original canals and create the new riverfront district that

canbeenjoyedtoday.TheRichmondRiverfrontCorporation

wants to use and develop the entire Richmond Waterfront.

ThiswouldincludetheareasofTregedarIronWorks&Belle

IsletotheGreatShipLock.ShockoeBottomandTobacco

Row would also be included in this plan.

The current canal walk extends from Haxall Headgates

andBelle IslepastShockoeBottomtotheRichmondTriple

4.54 HISTORICPHOTOOFKANAWHACANALFROM1865 4.55 CANALWALK/RIVERDISTRICTNEARBROWNSISLAND

Train Crossing.The canal walk as it stands now, is very long

and very narrow. Proposals to implement different walking

conditions along the river will increase depth and use of the

space. The Great Ship Lock will also be enhanced to provide

pedestrianaccesstoChapelIsland.(SMBW)

166

In the pre-Revolutionary period, Manchester (earlier known

as Rocky Ridge) was a busy port and slave market. Around

1776, the market moved to Richmond with the James River

servingasamajoravenuefortransportingenslavedAfricans.

EnslavedArficansweretransportedtoandfromthe

Manchester docks along the south side of the river until the

1860s.(CityofRichmond)

Inthelate1800sandearlytomid1900s,thearea

wasfilledwithindustrialfactoriesandwarehouses.Although

there is still industry in the area, most of the factories and

warehouses are empty or have been transformed into other

businessesorresidences.Oneofthemostrecognizable

features of Manchester is the Southern States grain tower

along the banks of the river.

Manchester

4.56 MANCHESTER

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4.57 THE14THSTREETBRIDGETHATCONNECTSDOWNTOWNWITH

MANCHESTER

4.58 AVIEWOFMANCHESTERFROMTHEJAMESMONROEBUILDING

168

ShockoeSlipisadjacenttoandwestofShockoeBottom,

and is named for the area’s position on the canal basin

where boats load cargo. The area is roughly bounded by

Cary Street between 12th and 14th streets, Seaboard

Railroadtracks,DowntownExpressway,andMainand

Dockstreets(NationalRegisterofHistoricPlaces).Nearly

all of the original buildings burned to the ground during the

Richmondevacuationfireof1865duringtheCivilWar.Inthe

late19thcentury,afterthewar,ShockoeSlipwasquickly

rebuilt. An Italian Renaissance style fountain in the center

oftheplazadatesfrom1905andoriginallysuppliedwater

for the teams of horses that once hauled goods through

the area. Charles S. Morgan donated the fountain whose

inscription on one side reads “In memory of one who loved

animals”(NationalParkService).Inthe1970’s,through

diverse private investors, Shockoe Slip lead a resurgence

Shockoe Sl ip

4.59 SHOCKOESLIP

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of Richmond’s historic waterfront area as a has remained

a thriving mixed-use community of restaurants, hotels,

residences,smallretailbusinesses,professionaloffices,

and art galleries. Cobblestoned streets and alleys, as well

as the predominantly Italianate style brick and iron front

buildingscreateaEuropeanflavortothearea.(ShockoeSlip

Richmond)

3.60 THEMARTINAGENCY

3.61 A VIEW OF PART OF SHOCKOE SLIP FROM THE JAMESMONROE

BUILDING

170

ShockoeBottom isconsideredthebirthplaceofRichmond,

and since it’s development in the early 1700s has been a

mixed-use community of residences, shops, offices, and

manufacturing warehouses, and public services. It is located

eastofthecurrentCentralBusinessDistrictandStateCapital

area; and bounded by James River and Chapel Island on the

south, by Interstate 95 on west, by Church Hill neighborhood

and railroad warehouses on the north, and by Pear Street on

the east.

Shockoe Bottom is “L” shaped and is low-lying in

comparison to adjacent high risingChurchHill topography.

The area containsmany architecturally significant 18th and

19th century buildings, as well as the City Market which

has existed for 200 years at 17th and Main Streets. With an

increasing city focus on historic preservation and adaptive

reuse, as well as the establishment of the city’s floodwall,

ShockoeBottom(Si te/Bui ld ingLocat ion)

4.62 SHOCKOEBOTTOM

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ShockoeBottomremainsadiverseanddynamicRichmond

neighborhood characterized by urban revitalization that

continues to draw private investors, entertainment and arts

venues,andtourism.(CityofRichmondDowntownPlan)

4.XX AVIEWOFSHOKOEBOTTOMFROMTHEJAMESMONROEBUILDING

4.63 SHOCKOEBOTTOMFROMTHEJAMESMONROEBUILDING

172

Main Street Stat ion

The beginning of the 20th century saw many of the

greatest train stations being built in America. Main street

Stationwasdesigned in theearly1890’sbyWilson,Harris,

& Richards of Philadelphia. Main Street station’s construction

was halted due to the economic downturn after the Spanish

American War. As a result the station’s architecture was actually

of a much earlier style than most of the stations being built in

theearly1900s.ThestationofficialopenedonNovember27,

1901.Thestation’sheadhouse is considered tobeBeaux

Arts style adapted slightly to the Second Renaissance Revival,

whichdatedfromthe1880sandwasusedbytheleading19th

century architect Richard Morris Hunt. While most stations

featuring this older architectural style where demolished in

the early 1900’s to make way for grander stations, but Main

Street Station was spared the wrecking ball because it was

recently built. (Great American Train Stations)

The head house is seven bays wide on its entry side

(MainStreet)andthreeontheflankingsides.Thebuildingis

veneered with Pompeian brick and countless architectural

embellishments in terracotta and stone. A five-bay terrace,

“with Corinthian capitals on its columns and roses carved

into the lower face of the arches, sits above the rusticated

stone portico with its own segmented arches; an ornate four-

clock, six-story tower stands at the southwest corner of the

building—afamiliarRichmondlandmarktodriversaboveon

Interstate 95” (Great American Train Stations). Pierced by two

rows of dormers, the steeply-pitched hipped roof is covered

in red clay tiles. The main body of the head house is four

storiestallandfirstcontainedthestationwaitingrooms,ticket

offices,men’s and ladies’ rooms, dining and retiring rooms

onthefirstandsecondfloors;andrailroadofficesonthetwo

floorsabove.(GreatAmericanTrainStations)

Main Street Stat ion Head House

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4.65 EARLY 1900SPOSTCARDLOOKINGDOWNBROADSTREET+MAINSTREETSTATION

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Main Street Stat ion Shed

The train shed is 123 feet by 517 feet, built on box

columns18feetoncenter. Theroofwasapproximately24

feet above the platform with a maximum depth of 14 feet. A

steel riveted system of trusses forms the roof structure of the

shed. The roof and the platform were constructed of wood.

This was one of the last gable-roofed train sheds ever built,

asarchitectsfinallywenttoarchedballoonshedswhenthe

structuresneeded tobe longer.BuiltbyWilsonBrothersof

Philadelphia, the firmresponsible for themammotharched

balloon sheds of Philadelphia and the Reading Railroad,

the structure is one of the earliest examples of riveted steel

trusses, which are now standard construction. The platform

is above street level and while the platform is itself is new it

is still resting on its original trestles. This makes it the largest

intact train trestle system in the country. (Great American Train

Stations)

4.67 HISTORICPICTUREOFSHED

4.68 HISTORICPICTUREOFSHEDFROMPLATFORMLEVEL

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4.70 TRAINSHEDFROMJAMESMONROEBUILDING

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Two through tracks occupy either side of the train shed,

while four sets of stub end tracks occupied the inside of the

train shed. A 13 foot overhang on either side of the platform

provided some shelter for the passengers on the outer tracks.

4.71 HISTORICPICTUREOFSHEDPLATFORMGATES

4.72 HISTORICPICTUREOFSHED’SGABLEDROOFSTRUCTURE

180

Timeline of Main Street Station SPRING 1900ThegeneralofficesoftheCheapeakeandOhio(C&O)RailroadmovetoRichmondandconstructionofMainStreetStationbegins.

JUNE 2, 1900SouthboundSALtrackofficiallyopenswithgreatfanfarenearMainStreetStation.

NOVEMBER 2, 1901At12:48p.m.,thefirsttrainarrivesatMainStreetStationwithoutceremonyandthenexttrainoutistheC&O’s“StLouisLimitedat2:45p.m.

1920sMore than 20 trains arrive daily at Main Street Station and the depot bustles with passengers, mail, freight and other activities.

JULY 1958Interstate 95 is completed through the Richmond area as the Richmond- Petersburg Turnpike (RPT).

JUNE 1972FloodwatersresultingfromHurricaneAgnessloshintothefirstflooroftheterminal-notthefirstfloodtodoso.

OCTOBER 15,1975At 5:25 p.m., the last train departs Main Street Station and the terminal’s purpose disappears into history.

AUGUST 1980RichmondarchitectsLarryShifflettandDavidWhiteannounceplansfora$23millionrenovationforMainStreetStationasaretailanddiningcenter. OCTOBER 7,1983Asix-alarmfireconsumestheroofandupperfloors,thoughShifflettandWhitelaterrebuild.Theredevelopmentenclosestheformertrainshed.

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NOVEMBER 14,1985Main Street Station’s retail mall opens with four days of events JANUARY 1988Afterthreeyearsofunsuccessfulretailprofitsandlittle-to-nomallgoers,themallatMainStreetStationfinallycloseditsdoors.

APRIL 1989TheCommonwealthofVirginiapurchasesdormantMainStreetStationforstateofficesfortheDepartmentofHealth

1993DepartmentofHealthmovesoutofMainStreetStation’sshed.

1993- PRESENTThe city ofRichmond secures $60.7million in funding for feasibility study, architectural and engineering services, property acquisition andconstruction.

SEPTEMBER 1997- 2000TheCityofRichmondnegotiatesforpurchaseofMainStreetStationfromtheCommonwealthofVirginia.

FALL 2003ThestationopensandpassengerrailtrainservicereturnstoDowntown.CitypurchasesshedandSeaboardbuildingfromthestate.

SEPTEMBER 21,2007TheplazaatMainStreetStationopens,providing90spacesofadditionalparkingandlinkingthestationwithnearbyattractions.

2008-PRESENTAt full build-out of the rail system, 38 trains will serve Main Street Station daily, as well as multi-modal access for busses, taxis and bikes.

182

After Amtrak had left the station in 1975, the building sat

vacant for several years until two architects began to see an

opportunityemerge.LarryShifflettandDavidWhite,principal

partners of SWA Architects, had a passion for the older

buildings they had previously renovated and began to think

theycould turn the station intoa retailmall. In1978, they

beganplanningafinancialstrategythatincludedfederalgrants

and tax credits for restoration of old and historic buildings.

After some political delays, the money came together, and in

1980,ShifflettandWhiteannounceda$23millionrenovation

plan. The renovation plan included three levels of retail in the

train shed with a mixture of 100 shops and food vendors. The

station’s head house would be transformed into a seafood

restaurantthatwouldanchortheentireproject.(Main Street Station)

The SWA Development Corporation purchased the

stationin1983andshortlythereafteronOctober7,1983,a

Bui ld ingUses: AMal l ; Govt. Off ices

3.73 THEMALL’SCENTRALESCALATOR+ESPIRITIMAGESSTORE

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six-alarmfirebrokeoutinthestation’sheadhousedestroying

the upper floors and the unique terra cotta roof. Shifflett

and White rebuilt and continued to renovate the station. On

November14,1985theMarketplaceatMainStreetStation

finallyopened.Theoriginalplancalled forupscale-discount

outletstores,butwhenthemallopeneditwasfilledwithamix

of everyday shops with merchandise that could be bought at

any suburban mall in Richmond. About half the retail spaces

were occupied at its peak, but most retail merchants went

brokeshortlythereafter.Noneofthesestoresattractedlarge

numbersofpeopleandunfortunatelynosignificantsignage

was displayed as thousands of motorists whizzed by on

Interstate 95 without the slightest idea of what was inside. The

PalmCourtSeafoodRestaurantandJazzclubdidnotopen

untilApril17,1987.Twodayslaterthemallclosedbrieflyfora

flood,butthedamagehadbeendoneandinJanuaryof1988

themallclosedforgood.ByAprilof1989,theCommonwealth

3.74 THEMALL’SSECONDFLOORMAINCORRIDORAFTERRENOVATIONS

of Virginia purchased the building for $7.9 million and set

aside $3.6 million for renovations to become government

officesfortheDepartmentofHealth.Afteremployeesofthe

state complained of a large rodent problem as well as the

increasing smell of coal tar creosote (a human carcinogen)

theHealthDepartmentmovedelsewhereinthecity.(Main Street

Station)

184

4.75 EXISTINGSOUTHELEVATIONONMAINSTREETOFHISTORICHEADHOUSE

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4.76 EXISTINGFIRSTFLOOROFHEADHOUSE 4.77 EXISTINGSECONDFLOOROFHEADHOUSE

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4.78 EXISTINGWESTELEVATIONOFHEADHOUSE+TRAINSHED

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4.80 EXISTING SECOND FLOOR PLAN OF HEADHOUSE AND SHED (WITH RETAIL SPACES STILL INTACT

4.81 EXISTING FIRST FLOOR PLAN OF HEADHOUSE AND SHED (WITH RETAIL SPACES STILL INTACT

188

3.82 SECTIONTHROUGHEXISTINGTRAINSHED

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3.84 MAINSTREETSTATIONFROMACROSSINTERSTATE95

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3.85 MAINSTREETSTATIONSHEDFROMNORTHEASTCORNEROFSITELOOKINGSOUTH

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4.91

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CHAPTER 5 SCHEMATIC BUILDING & SITE DESIGN

SECTION 1 Introduct ion SECTION 2 Changing Key Urban Design Features SECTION 3 Program SECTION 4 Rai l L ine Conf igurat ions & Requirements / Codes SECTION 5 Bui lding Form / Massing SECTION 6 Development of Floor Plans / Site Plan SECTION 7 Development of Structure (Sect ions) SECTION 8 Development of Elevat ions SECTION 9 Conclusion

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Int roduct ion

After extensive site and existing building analysis had

concluded,theprocessofutilizingthisknowledgetocreate

an informed design began. The schematic design phase is

the most important phase of building design, because it is the

phase that transforms initial building mass into the beginnings

offloorplans,sectionsandelevations.

The largest portion of this stage would include a

massive overhaul of the surrounding urban landscape.

Interstate 95 posed the biggest threat to the possible success

of the area as well as the station. After the program had

beenimprovedupon,notonlybysizebutalsobythetypes

of spaces, building form and the spaces within began to

develop. Important building code factors would help to decide

thelayoutofthestationplatformsandegressrequirements.

Circulation became the most important factor in designing

the station layout. The plans, sections and elevations would

develop together throughout the schematic and conceptual

design phase.

202

5.01 SHOCKOEBOTTOMWITHINTERSTATE95

5.02 CORNEROF15THANDMAINSTREETS

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Remove Interstate 95

Removing Interstate 95 allowed for a wider range of

development possibilities along the western side of the site.

There were two main reasons for removing Interstate 95.

A) The first reasonwas the increased outdoor activity that

would result from removing the noise pollution caused by

the roughly 230,000 cars that pass by the site daily. Also

because the western side of the site contains the Richmond

Slave Trail, it is important to create a more serene area.

B)Thesecondreasonwasthatthe station is visually and

physically cut off from the rest of downtown Richmond.

Interstate 95 comes within 7-10 feet of the head house clock

5.03 INTERSTATE95FROMWITHINTHESITE(FRANKLINSTREETFARRIGHT)

204

This map shows the downtown area without Interstate 95

thrusting through and disrupting the urban fabric. A new lower

speedroadhasbeenputinitsplaceresultinginamuchquieter

areainShockoeBottom.

5.04 SHOCKOEBOTTOMWITHOUTINTERSTATE95

5.05 I-95STRUCTURE

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Remove Interstate 95 (cont inued)

tower and its large truss structures extend downward 25 feet

above the parking lot along the west side of the head house.

When the feeding lane for theDowntownExpresswaywas

addedinthe1970sengineersutilizedaheftysupportcolumn

that blocks a large portion of the head house. There is little

to no structure on the portion of I-95 that passes over Main

Street, but because the head house is set back 20 feet from

Main Street it cannot be seen from the direction of downtown.

Also, because there are eight lanes of Interstate

95 above there is a constant deep rumble and

reverberation of the sound above. Light is also absent

underneath the Interstate making the area dull and dark.

To have an iconic high-speed train station in the heart

of downtown Richmond, the building must be easily accessible

and not hidden from view. The whole idea of bringing a high-

speed rail hub to downtown’s Main Street Station is to create

a new entry point to the city for tourism and business. The

newstationdesignandurbanplanningcreatesa ‘quidpro

quo’dynamic. If thecityofRichmonddevelops thearea, it

in turn reaps economic benefits resulting from increased

tourism, residence and business development.


206

5.07

TH

ENEWROAD(15THSTR

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S95AND64

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TheNewRoad

The new road will be a continuation of N 15th Street that

currently intersects with Main Street. The curving portion that

connected the off-ramp from Interstate 95 with Main Street

was constructed sometime in the early 2000s. The new

road follows the path of the existing off-ramp and the curve

of the portion of 15th street added in the early 2000s. The

road continues north eventually connecting to Interstates 95

and 64. The various off-ramps and on-ramps will continue to

be utilized because of the steep topography difference the

interstate created when it was built.

5.08 THENEWROAD(15THSTREET)

208

5.09

TH

ESLA

VETRAIL+NEW15THSTR

EET

5.10 THESLAVETRAIL+TUNNELUNDERBROAD

5.11 THESLAVETRAIL+RECONCILIATIONSTATUE

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PreserveandEnhancetheSlaveTra i l

The Richmond Slave trail currently passes through the site

from across Main Street. The trail passes by the reconciliation

statue (number 4) on the west corner of 15th and Main Streets

and continues through the site passing the Seaboard Freight

Depot. TheSeaboard FreightDepot is slated tobecomea

new slavery museum and genealogy center for the City of

Richmond (number 5). Moving past the Seaboard building the

trail arrives at the site of the Lumpkins Slave Jail archeological

site and memorial (number 6). Just north of the site, on the

othersideofBroadStreetisa‘negroburialground’thatwas

connected to the Lumpkin Slave Jail (number 7). There is an

old rail linepass-through (tunnel) thatextendsunderBroad

Street allowing a continuation of the trail to the burial ground.

The archeological site is located in the site boundaries

alonginterstate95.Whilethecurrentjailmemorialissimple,

appropriate, and refined, the noise is overwhelming. The

‘theoreticalpath’isnotclearlydefinedandneedstobemore

transparent to those wishing to traverse the area. It is the

intent of the landscape and building design to create a more

intimate and peaceful experience.

5.12 THESLAVETRAIL+NEWSLAVERYMUSEUM

210

Reintroduce the Streetcar System

There were a several key changes made to the streetcar

system. The largest change in the area had to do with the

new portion of 15th Street. A new streetcar route has been

designed that originates on Cary Street and continues up the

new 15th Street and loops back around to connect with both

BroadStreetand17thStreet,andultimatelyMainStreet.Cary

Street has added a single streetcar track that heads eastward

down to Tobacco Row and heads up 25th Street into Church

Hill. The Marshall Street line has been partially reintroduced

(becausetheMarshallStreetViaductisnolongerinexistence

the line running towardsVCUMedicalCenter couldnotbe

used).

FullservicehasbeenbroughtbacktoBroadStreetasitdips

downintoShockoeValley.Also,therehasbeenalineadded

that uses 9th Street and continues onto Leigh Street and 3rd

Street that passes by the Richmond Convention Center.

5.13 ORIGINALSTREETCARSYSTEM

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5.14

PROPOSEDSTR

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ARSYSTE

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BROAD STREET

GRACE STREET

FRANKLIN STREET

MAIN STREET

MARSHALL STREET

CARY STREET

15TH S

TRE

ET

17TH S

TRE

ET

14TH STR

EET

DOCK STREET

15TH S

TRE

ET

Bui ld ingsMovedorDemol ished

Several buildings located within the site boundaries were

eitherremovedorcarefullyrepositionedonanadjoiningblock

on 17th Street. The Lovings Produce building and the building

that houses the restaurant Havana 59 were moved.

OnthesoutheastcornerofBroadand17thStreetstheExxon

gas station was removed to allow for better redevelopment

opportunities. Also a strip club on the southeast corner of

Main and 15th Streets was demolished to allow for street

widening on 15th Street.

5.15

BUILDINGSTOBEREMOVEDORDEMOLISHED

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BROAD STREET

GRACE STREET

FRANKLIN STREET

MAIN STREET

MARSHALL STREET

CARY STREET

15TH S

TRE

ET

17TH S

TRE

ET

14TH STR

EET

DOCK STREET

15TH S

TRE

ET

NewPark ingGarages

Two underground and one above ground parking garages

will be added to the area to replace the close to 1000 parking

spaces “lost” when the site was redeveloped for actual human

interaction. The above ground parking garage will be located

ontheNorthwestcornerofBroadand17thStreetsandwill

have retail along both streets. One underground parking

garageislocatedonthesoutheastcornerofBroadand17th

Streets. This below ground parking garage will allow for either

green space above or retail and other redevelopment. The

last underground parking garage is located on Main Street

across from the station’s head house. This area will be a large

greenspace that will connect Main Street station with the

CanalWalkfurthersouthofDockStreet.

5.16

PROPOSEDPARKINGGARAGES

214

A Clean Slate

The design process was ready to begin after all of these

site problems had been effectively dealt with. I-95 had been

removed, a new road was added in its place, the slave trail

had been preserved, the streetcar system had been reworked

and reintroduced to the city, and buildings were cleared to

allow for architectural magic to occur on the site.

5.17 AFRESHSTARTFORTHESITE

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5.17 AFRESHSTARTFORTHESITE

BR

OA

D S

TRE

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GR

AC

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TRE

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FRA

NK

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IN S

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MA

RS

HA

LL S

TRE

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CA

RY

STR

EE

T

15TH STREET

17TH STREET

14TH STREET

DO

CK

STR

EE

T

15TH STREET

216

FIRST FLOOR SECOND FLOOR TOWER TOTAL

GENERAL CIRCULATION

RETAIL

PASSENGER WAITING

PLATFORMS

OFFICE SPACE

OBSERVATION DECK

STATION SECURITY

RESTROOMS

EGRESS

MECH /ELEC/ STORAGE

213,000 SF

73,143 SF

N/A

N/A

N/A

N/A

2,131 SF

5,080SF

4,850SF

2,454 SF

249,336 SF

16,079 SF

37,000 SF

120,000 SF

N/A

N/A

2,131 SF

2,500 SF

4,850SF

9,465 SF

N/A

N/A

N/A

N/A

252,000 SF

10,000 SF

N/A

5,000 SF

10,500 SF

18,000

462,336 SF

89,222SF

37,000 SF

120,000 SF

252,000 SF

10,000 SF

4,262 SF

12,580SF

20,200 SF

29,919 SF

TOTAL SF : 1,037,500 SF5.18 PROGRAM

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The Program

The program of Main Street station changed drastically. The

current station is around 90,000 square feet (including the

65,000 square feet of the upper floor of the shed). At the

beginning of the design process, there was only the intent

to add retail under the current train shed making the grand

totalaround160,000square feet.Theprogramandsizeof

theprojectgrewby650%towelloveramillionsquarefeet.

The outdoor area to be developed is close to twenty acres of

land(825,000squarefeet).

218

5.19

EXISTING

RAILCONFIGURAT

ION

5.20

RAILCONFIGURAT

ION1

5.21

RAILCONFIGURAT

ION2

Rai l L ine Conf igurat ions

The existing layout utililizes a single

track on either side of the station.

One track being used by Amtrak/CSX

Freight (blue) and one only by CSX

Freight (green).

This track configuration is almost

the original layout used (minus

two tracks in the center) until the

1970s, when the station finally

closed.

This layout is the simplest but

allows the least number of trains to

be at the station at one time.

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5.22

RAILCONFIGURAT

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5.23

RAILCONFIGURAT

ION4

5.24

RAILCONFIGURAT

ION5

Allows for a single train on either

side to travel through the shed

andcontinuefowardonitsjourney

Allows light to penetrate below to

proposed retail.

Thisconfigurationhas four tracks

that terminate under the shed and

reverse out of the station to resume

travel. This option does not allow

light to penetrate to retail below.

Allows two trains to pull into the

station before reversing out of

station. The east side of the station

is dedicated to trains heading

towardsthecoastofVirginia.

220

5.25

FINALRAILCONFIGURAT

ION

Final Rai l Conf igurat ion

The final rail configuration has two tracks on the outer

elevated train trestles. The outermost tracks on either side

aretobeutilizedbybothCSXFreightandpassengertrains

(blue). The passenger trains are north and southbound trains

only along the Westside of the shed. The inner track (of

the outside trestle) is to be used by high-speed trains and

local passenger rail. The two inner tracks within the shed

allow trains to either remain overnight or pull in and reverse

out. These four tracks would see much more rail traffic

than the tracks on the eastern side of the shed because of

their connection with both directions of the Northeast and

Southeast corridors. Only two tracks were placed under that

shed to allow for a central atrium space for circulation for

both rail passengers and pedestrians shopping at the almost

90,000square feet ofdelightful retail and foodbusinesses.

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5.26 FINALRAILCONFIGURATIONINSECTIONFORM

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5.27 PLATFORMWIDTHS

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PLATFORM HEIGHT PREFERRED WIDTH

MINIMUM WITDH

LIVE LOADING

ISLANDSIDEW/BAGGAGELOADINGS

SIDEW/PASSENGERSERVICEONLY

24’15’12’

20’12’10’

SEEBELOW250 PSF15 PSF

Once Platform length and height have been determined,

thereareadditionalrequirementsthatneedtobeconsidered.

Tactile edging is to be installed at all new platforms to address

both ADA requirements and safety considerations. Where

clearances allow, intertrack fencing is to be installed to prohibit

unsafe crossing of the track areas at stations. All platforms

are to meet all applicable local, state and federal codes, but

the following Amtrak standards may be supplement to those

requirements.When12-footwideplatformsareusedwithfull

baggageservice,turnaroundsforequipmentarerequiredat

the platform ends.

Some important information to be considered when

planningconfigurations includes the following requirements:

The minimum distance from the edge of the platform to a

columnisfivefeet:theminimumclearancefromtheedgeof

the platform to a wall or other running obstruction (including

benches) is six feet.

P lat form Widths

5.28 PLATFORMWIDTHSCHART

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5.29 PLATFORMHEIGHTS

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Amtrak station platform heights are generally 48 inches

above top of rail for east coast stations served by high-

level equipment and 8 inches above top of rail throughout

the rest of the nation, except where 15 inch or 24 inch high

platforms have been provided for state supported services.

Current Department of Transportation (DOT) Regulations

reflectaflexibleapproachtowardsachieving levelboarding,

and permits use of ramps, wheelchair lifts and mini-high

platforms as acceptable alternatives for level boarding. The

DOT proposed guidelines in September 2005 that require

full-length, level-boarding platforms for new commuter and

Amtrak stations and does not permit the use of alternative

methods.exceptwhere“infeasible”. (SMBW)

Plat form Heights

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5.30 PLATFORMLENGTHS

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Plat form Lengths

SERVICE TYPE

ACELAEXPRESSNECREGIONAL

CORRIDORSERVICELONGDISTANCE

PLATFORM LENGTH PREFERRED - ALL LOCATIONS

PLATFORM LENGTH MINIMUM - NEC SPINE

PLATFORM LENGTH MINIMUM - OFF-CORRIDOR

700’1000’700’1200’

550’850’850’850’

N/A425’300’500’


Thefollowingassumptionsarebeingmade,andrequiresite

specificevaluation.Theminimumplatformlengthis300feet,

atanylocation,andshouldonlybeutilizedwithstationswith

low ridership (under 10,000 annually) and short trains (fewer

passengercoaches).Alongerlengthmayberequired,based

uponservicesofferedasanoutlinebelow.(SMBW)

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5.32 THEBEGINNINGOFTHEBUILDINGFORM

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Thefirstshapeofthebuildingformwasalongtheeastside

of the shed. The form had a somewhat inviting entry point

along Main Street, but as the edge of the form continued

north, it began to become part of the Seaboard Freight

Depot(theintendedslaverymuseum).Itwasimmediately

evident that the form hovering over the museum was

insensitive and smothering. Also the outdoor slave trail path

was disrupted. So the building’s edge was pushed inwards

to allow for the Slave Trail path and some sort of courtyard

to develop.

The mass at the bottom right of the site was put

thereinanefforttocreateamoreshelteredplaza(green

egg) cutoff from the noise of broad street. This idea was also

eventually thrown out because of its awkward separation

from the rest of the concourse.

AFi rst Tryat Bui ld ingForm

5.33

TH

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230

Thefirstpiecesofinformationtolookatinthisinitialdiagram

are the red arrows. These arrows represent the important

views towards the site. They also indicate possible entry

points. The large blue lines represent a desire to hug the shed

andthenprojectouttowardsthefourcornersofthesite.This

concave shape that the blue lines are making helps to create

the urban landscape along both sides of the building. The

green dotted lines indicate both the slave trail route along the

east side and also other paths people may choose.

Arrows on the Si te

5.34

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The building’s form began clearly resembling like two

concave lenses. The eastside concourse curves around the

slavery museum and the western concourse wraps around

the17thStreetPlaza.AlongMainStreetandBroadStreet,

itbecameimportanttohaveaunifiedsetbackdistanceof

bothwings.Theprojectionsovertheentryareasbecame

more pronounced in this initial diagram. Here you can see

the pedestrian bridge that connects the station to the new

streetcar stop along 15th street.

TheBui ld ingGestur ingto thePubl ic

5.35

TH

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5.36 INITIALSKETCHOFPROJECTINGENTRYALONGMAINSTREET

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5.37 INITIALSKETCHOFPOSSIBLESTRUCTUREANDFORMOFTHEWESTERNWING

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Thegroundlevelcontainsasizeableamountofgeneral

circulation (in pink) as well as retail (in teal). It was always

the intention of the design to place retail under the existing

elevated train tracks. Along the east side of the site there

was an opportunity to allow the retail and food spaces to

meettheoutsideplaza.Whileonthewestsideoftheshed,

the thinner concourse had no room for retail spaces because

of the need for an open and linear circulation path along the

interior of the curtain wall.

The main atrium space was slightly offset from the

central axis of the shed because the two new train tracks

and platforms above were placed on the west side. At this

point the ground level retail spaces were very linear with no

variation. The retail spaces on the west side of this new axis

where much deeper because the inhabited the space under

a total of four tracks and their platforms.

The F i rst F loor

5.38

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5.39 INITIALLINEDRAWINGOFEASTSIDERETAILALONGPLAZA 5.40 INITIALLINEDRAWINGOFFIRSTFLOORPLAN

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The station has a total of 26 escalators. While this may

seem excessive, escalators in a station allow for travelers to

easilywheel their luggagebetweenfloors.Alsomostof the

escalators(bycode)areformsofegress.Whenthereisafire

the escalators automatically cease functioning and become

stationary stairs. On the platform (level 2), the escalators

needed to be placed every 300 feet (roughly). The longest

travel distance allowed by code is 150 feet, measured to the

bottom of the escalator.

Pictured to the left, is the first and second floor

of the southwest corner of the station. The double set of

escalators that connect to the platforms (1) are only used as

egress escalators (both moving in a down direction). While

the escalators on the interior (2) move both up and down in

direction and connect the entry lobby to the passenger waiting

area.Theprojecting2ndfloorformprovidescoverforexiting

Stat ionEscalators

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5.41 FIRST&SECONDFLOORESCALATORCONFIGURATIONS

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5.42 INITIALFIRSTFLOORDIAGRAMSHOWINGESCALATORPOSITIONS

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A thesis committee member commented that the

retail spaces were arranged in such a linear and expected

layout that was parallel with the existing train shed and the

atriumthatwasproposed.Shesuggestedthatthefloorplan

be more dynamic and unexpected while still retaining easy

maneuverability. Using the existing form (shell) of the building,

lines were drawn in all different directions. Certain groups of

lines were selected to create these new multisided shapes

resultinginuniqueretailspaces.Thefinaldesignpicturedon

the right side of the page still has clear paths through the

building, but can and probably would cause disorientation

eventually.Theideatocreatesomethingmoreuniquewould

continuetodrivethefinallayoutoftheretailandfoodspaces.

ADi fferentApproachtoReta i l

5.43 INITIALSKETCHFORMOREUNIQUERETAILSPACES

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5.44 FINALRESULTFORMOREUNIQUERETAILSPACES

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5.45 ACLOSETOFINALRESULTFORMOREUNIQUERETAILSPACES

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This sketch is a combination of both the boring and linear retail

layout with the more dynamic zigzagging option. Although

this is much different from the linear design, it still became

toorepetitivewiththesamesizeshapes.Whatmakesretail

stores interesting is the layout and content. This is why having

a unique experience for each retail space is at the top of

thedesignpriorities.Thefinaldesignwould incorporatethis

zigzaggingdesignbutwithmoreofavariedshapeandsizeto

each of the retail spaces.

The Semi-F ina l Reta i l Layout

242

5.46 SCHEMATICPHASE-2NDFLOORPLAN

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The second level contains an ample amount of general

circulation and most importantly the passenger waiting areas

and the platforms. The passenger waiting areas formed in

themassthatprojectsoutwardandoverthefirstlevelbelow.

There are three passenger waiting areas. Two are located

along the outer east and west wings of the station and serve

the single outer platforms. The center passenger waiting area

serves three platforms and four trains.

The Second F loor

5.47 SCHEMATICPHASE-2NDFLOORPLAN 5.48 THEDEVELOPMENTOFTHEOFFICEBUILDING

Picturedbelowistheretailspace(showninfigure5.46)that

developedintoanofficetower.Theoriginaldesignutilizeda

formthatsteppedbackfromthepreviousedgefor5floors.

The problem with this design was that the physical appearance

of this form did not match the undulating skin of the east wing

withwhich it connected to. But this sketchwas important

in establishing that this area of the station would contain an

officebuildingofanunknownheightandlevels.

Retai l / Tower

244

1

br idge to connect to

VCUMedical Centerbr idge connects to

new streetcar stop

5.49 OPTION 1 - THEDEVELOPMENTOFAREAWHERETHEPEDESTRIANBRIDGEMEETSTHESTATION

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Thisupperlevelfloorplanislocatedonthenorthwest

corner of the site. The diagram shows the initial design for the

entry and exit condition of this portion of the station in relation

to the pedestrian bridge leading to the new streetcar stop.

Where the pedestrian bridge meets the building is an indoor

vs. outdoor condition which occurs.

The platforms and exit walkways (in green) are exterior

conditions. The connection between the platforms and the

pedestrian bridge include turnstiles for exiting only. This helps

to keep people from unlawfully entering the platform when

not permitted or without a ticket as well as pedestrian safety

when freight trains are passing through.

Pedestr ianBr idge+ Inter ior Ci rcu lat ion The interior conditions (in pink) have entry doors from

the pedestrian bridge. In this early version there was a small

area that could become cluttered if large amounts of people

are using the escalators to enter or exit the station. At this point

this interior entry space did not connect to the southwestern

passenger waiting area. A walkway to connect the two was in

the works.

Also,thebridgetoconnectthestationtoBroadStreet

andVCUMedicalcenterwouldlaterbescrappedbecauseit

servednopurposebeinglocatedonthissideofBroadStreet.

Opt ionNumber1

246

Thisconfigurationbegantodeveloptherightideawithregards

to pedestrian flow from those entering from thebridge.An

interior walkway connects the entry area from the bridge and

the escalators to the passenger waiting areas towards the

front of the station. There is still a problem with congestion of

people heading in opposite directions around the bridge.

Opt ionNumber2

Thisconfigurationistheclosesttothefinaldesign.Italsohas

an interior walkway that connects to the waiting areas. The

escalators have been pushed against the exterior wall and a

larger entry area has been developed. Circulation has much

betterflowtoalllocationsonbothlevels.

Opt ionNumber3

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2

3



248

5.52

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From the beginning, the site was overwhelmingly large. It was

alwaystheintentiontohavealargeplazaalongtheeastside

of thesitealong17thStreet.Thisplazawouldserveasan

outdoor gathering place with seating and pathways to station

entrances. The landscape design was always considered

during the buildings design process but could not be fully

realizeduntilthebuildingformwascomplete.

The intent of the design was to transform a large open

space into a series of smaller more intimate spaces connected

by pathways. The pathways that connect to the entrances

meander through site. Sight lines were also very important

in maintaining the view to the entrances. The green areas

between the gray pathways are raised planters that are not

onlyfilledwithlushgreeneryandtrees,butprovideseatingfor

peopletoread,eattheir lunchandenjoytheoutdoorsona

nice day.

Developmentof S i tePlan Theplazaalong17thstreetisfilledwithmulti-levelpathways

that connect together. The blue area is a large reflecting

poolthatwouldbefilledwithfishandplantsnativetowater

habitats. Along 17th Street, there are a number of linear

steps that disappear into the water. People can sit here doing

variousactivities.Asinglepathwayfromthe17thstreetplaza

extendsundertheofficetowertowardsthenorthwestcorner

of the site to connect to the slave trail.

Along the east side of the site is a smaller pathway

systemthathelpstodefinetheSlaveTrailthattravelsthrough

the site. The new Slavery Museum has been incorporated

into the design of the site as well as the Lumpkins Slave Jail

Memorial Site. The pathway along the eastern side extends

underBroadStreettoconnecttotheburialgroundaswellas

emptygrassyfieldsthatcouldpossiblybeturnedintoplaying

fieldsforfutureneighborhoodkidsandadults.

250

5.53 SECTIONSKETCHLOOKINGSOUTH

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The profile began to develop as a 3-point wall assembly

connecting to the roof. Because structure was not

introduced yet, the design had reservations about

moving foward and stalled at this point for a period

of time until the Revit model began to take form.

The use of building sections was important in

developing the seperations between interior and exterior

conditions. It became a real challenge to always be thinking of

where the exterior conditions ended and the interior conditions

began.

Sect ion Prof i le

5.54 SECTION:THEBEGINNINGOFTHE3-POINTPROFILE

252

Bothofthenewconcoursesectionprofilesdevelopedfroma

singleflatplaneandroofintothatofa3-D,flexible,andmulti-

pointprofile.Asthisprofileof thesectionbegantodevelop

so did the structural aspect. A triangulated truss was chosen

to support the roof. This triangulated truss is connected to

two columns and ungulates up and down and stretches

accordingly when following the shape of the roof. The

innermost portion of the truss cantilevers a small amount to

cover the exterior boarding platforms. The outermost portion

of the truss cantilevers towards and connects to the skin very

delicately, usually at a sharp angle.

The inner column (towards the platforms) remains in a

constant position and height. These inner columns also help

tosupport thepassengerplatformaswellas thefloorarea

between the outer columns. The outer columns move along a

linear path and are a proportional distance to the outer skin.

P lan to Sect ion Relat ionship

Parametric modeling gave the incentive to develop an

adjustable profile that could be offset fromother profiles in

the familyandmade intoa form.Thefirstprofilecreated in

thecomputerwasa5-pointprofile.Theouter3pointswere

adjustable inalldirectionswhilethetwo innerpointsonthe

profilewouldremainconstant.Theroofremainedflatatthis

time.Thefirst form thatwascreatedwasaverycurvilinear

andflowingform.

Graduallytheprofileexpandedto7-pointstoallowfor

an overhang over the platforms as well as a point in the center

of the roof that could be adjusteddownward to help keep

water from running off the side of building onto pedestrians.

This center point allowed for rain water to be collected into

underground cisterns through downspouts in the center of

the columns.

Parametr ic Model ing in Revi t

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5.55 SECTIONDEVELOPMENT:STRUCTURALPLAN

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EXISTING SHED GRID

NEW ADDITION

GRID

254

After spending a couple weeks trying to design an appropriate

connection between the historic shed and either of the new

station concourses, a solution was realized. The design

could not be too overbearing or cause any destruction to the

existing shed. One of the most important aspects of the design

solution was to continue allowing natural light to shine on the

trainplatforms.Itwasdificulttopreservenaturallightingwhile

still allowing for proper rain water drainage and cover from the

elements. The solution was to extend the newer roof portion

justbarelyovertheexistingshed’sroof.Thetworoofsdonot

touch but create a perfect harmony between the old and new.

A skylight runs the linear length of the platform and allows

natural light to pour into the platform areas.

The F ina l Connect ion

5.56 FINALCONNECTIONBETWEENSHEDANDNEWCONCOURSE

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At a certain point it was decided that the skin of the building

would be a metal mesh screen. This created another

problem regarding enclosing the upper and lower spaces

of the concourse. The result was a bi-layer system, with the

outside being comprised of the metal mesh with perforated

holes and an inner glass curtain wall system that extends

downtothefirstlevel.Thisinnerglasscurtainwallmimics

theprofileoftheexteriormeshskinandisoffsetbyroughly

5 feet. Structurally, a triangulated truss similar to the one

supporting the roof supports the mesh skin and glass curtain

wall.

Bui ld ingSkin

5.57 DOUBLELAYERSKIN+STRUCTURE

256

5.58 SCHEMATICPHASE_EASTELEVATION

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This elevation was produced at a very early stage of form

development. It became evident that the lower level would be

comprised of glass curtain walls (shaded gray) offset inward

fromtheoutermostedgeofthemassofthesecondfloor.As

the process of removing excess block massing progressed,

an idea for the skin emerged. Because the design intent

E levat ionDevelopment (Schemat ic )

BROADSTR

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was to allow easy accessibility to the station, the skin began

to ungulate up and down to allow for entry and exits. The

upward undulation began to indicate the location of an entry

point along the 17th street plaza. At this point the semi-

triangular surface panels were very large and still very flat.

Thesesurfaceswerealsofloatingabovethegroundallowing

for that glass curtain wall to extend the entire length of the

elevation. There was still a need to create an exact entry point

rather than a vague entry area.

The projecting entry portal clearly indicates a main

entry point on Main Street. This section of the building is

cantilevered out to not only indicate and entry point, but also

to provide cover from weather or warm temperatures.

258

MAINSTR

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5.59 CONCEPTUALPHASE_EASTELEVATION

450’

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This elevation was much further along in the design process

than the previous elevation. The building’s skin began to really

develop. The delicately touching points of the skin established

a connection to the ground. The upward undulations were

aligned to Franklin Street and Grace Street to allow for a clear

path from 17th street towards the entrances.

The tower began to develop and mimicked a cobra-

like form. At this point the tower had no structure besides the

Idea of have a large trusses that would follow that curve. At

228’feetthetowerisverytall incomparisontosurrounding

buildings. However, when compared to the neighboring James

MonroeBuilding (thesecond tallestbuilding inVirginia), the

towerisafull280feetshorterinheight.

E levat ionDevelopment (Conceptual )

BROADSTR

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228’

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5.60 CONCEPTUALPHASE_EASTELEVATIONOFOFFICETOWER

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From the elevation on the previous page, this sketch pictured

at the left, was drawn by total accident and became the

basisforthefinaldesign.BecausethecornerofBroadand

17th Streets has buildings that are shorter in height, it was

important to make the entire tower seem much lighter from

this perspective. The result was to have a large glass facade

to allow the building to become more transparent. Also the

perforations in the mesh skin would gradually become larger

as the elevation of the tower extended upwards.

Becausethetowerwasmoresimilartoanormallinear

(vertical) stature, a building core could be placed through the

center axis. The core would have to split into two separate

coresafteracertainfloorheight,becausethediagonalangle

of the tower limits the core height unless it punctured through

the skin (a design feature that was not desired). The tower is

a new beacon working congruently with the clocktower of

TowerDevelopment

5.60 CONCEPTUALPHASE_TOWERGROUNDFLOORPLAN

the existing headhouse and is not meant to overwhelm the

importance of the original headhouse clocktower.

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Conclus ion

Throughout the design process, the building transformed in

ways that can only be attributed to many long days of hard

design alterations. The form of the building became more

preciseinthewayitsouteredgerespondedtothepublicplaza

and pathways that meandered through the site. The interior

elevations of the building would help to orientate pedestrians

to important locations within the station. The connections

between the inside and outside developed into perfectly

choreographed circulation paths. The interior circulation

involved a great number of escalators, whose position would

have a direct effect on how passengers transitioned from

onefloortoanotherandoneareaofthebuildingtoanother.

The main atrium space became the new center axis to the

building, with retail spaces lining the entire length.

CHAPTER 6 DESIGN DEVELOPMENT

SECTION 1 F inal Design Solut ion SECTION 2 F inal Images SECTION 3 F inal Presentat ion Boards

266

Final DesignSolut ion

For decades, the area around Main Street Station had

remained vacant and new development had not occurred until

recently. People are gradually moving back into Richmond’s

urban center, primarily in old warehouses that have been

adaptivelyreusedasapartments.ShockoeBottomisseeing

urbanrenewalprojectsthatonlypointtowardstheprosperity

of area. ThenewMainStreetStation is the largestpuzzle

piece in the redevelopment of the area.

ThefinalsitedesignremovesInterstate95,andallows

for greater possibilities for the entire area and most importantly

the station redevelopment. The west side of the station is

devoted primarily to drop-off and pickup by individual cars,

taxis, buses and streetcars. The Richmond Slave Trail is also

clearly incorporated into the landscape design along the west

side of the building, with its connection to the new slavery

museum and the other historical memorials on the site. Along

theWestside of the site the new 17th street plaza creates

an inviting series of connected paths that not only lead to

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importantstationentrances,butalsocreateuniquegathering

areas.

Thefinalbuildingdesignincludestwonewwingsadded

along the east and west sides of the station. The new wings

blend seamlessly to the existing train shed and head house.

The skin of the building is a series of triangulated perforated

corten panels that are part of a two-layer system. The interior

layer is a glass curtain wall that mimics the outer shape of

the building. The purpose of the Perforated metal panels is

to allow for a transparency from the inside to the outside and

vice-a-versa.Thenewofficetowertransitionssmoothlyfrom

the lower portion of the eastern wing. The entire station acts

an urban sculpture that becomes a focal point of community

connectivity, transforming Shockoe Bottom into a more

desirable place to live, visit and work. The station is a new

entrance to the city. Richmond’s new station is the catalyst for

Richmond’s success.

268 6.01 SITE PLAN

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SITE PLAN Original Head House Existing Train Shed New Landscaping to Promote Gathering OfficeTower Proposed Slavery Museum (Seaboard Building) Lumpkins Slave Jail Historical Site Existing Farmers Market New Road to Intersect with 15th Street Bridge to New Streetcar Stop New Streetcar Stop Bus and Taxi Passenger Drop Off Area

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270 6.02 FIRSTFLOORPLAN+LANDSCAPING

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1ST FLOOR PLAN Entry Point / Lobby Original Head House Retail / Restuarants Central Atrium Space Tower Lobby Restrooms Egress Support Spaces Proposed Slavery Museum Lumpkins Jail Historical Site

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6.03 SECONDFLOOR

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2ND FLOOR PLAN Original Head House Retail / Restuarants Passenger Waiting Area Information Desk Platforms Bridge to Streetcar Stop Egress Restrooms Tower Lobby Support Spaces Electrical / Heating and Cooling

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6.04 AXONOMETRICSECTION

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6.05 EXPLODEDAXONOMETRICSECTION

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6.08 3-DPERSPECTIVESECTION

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6.09 BIRDSEYEVIEW

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6.15 PERSPECTIVEOFTOWERLOOKINGWESTDOWNBROADSTREET

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6.19 PERSPECTIVELOOKINGNORTHTOWARDSBROADSTREET+TOWER

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6.21 SECONDFLOORPASSENGERWAITINGAREA

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6.23 PEDESTRIANBRIDGEFROMSTREETCARSTOPTOWARDSSTATION

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Second floor walkway along weSt Side heading torwardS pedeStrian bridge to Streetcar Stop Second floor walkway along weSt Side heading from Streetcar Stop

exterior entry point from eaSt Side urban plaza

exterior tunnel located under office tower + reflecting poolS

exterior perSpective from 17th Street looking torwardS main Street and 17th Street farmerS market

exterior perSpective from 17th Street looking north torwardS broad Street + office tower

MAIN STREET STATION_RICHMOND’S HIGH-SPEED RAIL AND SOCIAL HUB

Total Square Footage 1st floor 330,000 Sf2nd floor 400,000 SfOffice Tower 302,000 Sf

Total 1,037,000 SF

Program

general circulation 407,000 Sf

retail/ restaurants 95,000 Sf(1st and 2nd floor)

Train Station (2nd floor) 400,000 SF

passenger waiting 80,000 Sf

platforms 85,500 Sf

egress + elevators and escalators 16,500 Sf

restrooms 8,500 Sf

Support Spaces 15,000 Sf

electrical / heating and cooling 9,500 Sf

THE CONCEPT

this thesis hopes to create an iconic high-speed rail station that is not only functional as a departure point but IS the new entrance to the city of richmond.

Also, the building and landscape are designed to fill the physical and social void by reclaiming the harsh asphalt landscapes to alternatively create a vibrant focal point of social gathering where four thriving urban districts converge.

0’ 60’ 120’0’ 60’ 120’

THESIS OVERVIEW

for the past two centuries, each generation of americans has embraced the latest transportation

mode to shape the country’s mobility systems and with them, the nation’s destiny. now is the

time for american high-speed rail that will sustain the country’s economic potential through

the 21st century. with the federal government committed to high-speed rail, the country

is poised to take up the challenge of such a substantial, transformative new infrastructure

project—one that can and will fundamentally change the way our cities work. the 21st-century

narrative will be one not of global cities, but of global mega-regions. by building the nation’s

premier world-class high-speed rail network, the northeast corridor can lead the way.

the intent of the building’s design is to adaptively reuse and revitalize the existing train shed

and head house of richmond’s main Street Station originally built in 1901. not only will the shed

retain its original function but will gain an important cultural and mixed use function similar to

new york city’s grand central terminal and union Station in washington, d.c. the 123-by-517

foot train shed on the north side of the station is also historically designated, and was one of

the last gable-roofed train sheds ever built, as architects finally went to arched balloon sheds

when the structures needed to be longer than that. the structure is one of the earliest examples

of riveted steel trusses, which are now standard construction. the platform is above street level

and while the platform is itself is new it is still resting on its original trestles. this makes it the

largest intact train trestle system in the country.

THE PROBLEM

Located in Shockoe Bottom, the Station is a focal point between the downtown financial district,

churchill, the tobacco warehouse district and the James river/canal walk. the site is bound

by interstate 95 to the west, broad Street to the north, main Street to the South and 17th Street

to the east. currently, this area is a ‘dead’ zone that does not receive much attention from the

surrounding residents, business professionals or tourists.

in the late 1950s, interstate 95 was thrust through Shockoe

bottom, effectively dividing the area from the rest of downtown.

not only was the urban fabric disrupted, but main Street

Station’s iconic head house was encroached upon by i-95’s

massive steel and concrete structure by only a couple of feet.

currently, the noise created by interstate 95 (along the west

side of the site) essentially destroys any possibility of outdoor

gathering and limits the potential development possibilities of

the site.

THE SOLUTION the solution is to reroute interstate 95 underground (begining a mile north of the site and South across the James River) to allow for a new iconic train station in downtown richmond. the new train station will act as an urban sculpture that successfully promotes social and cultural gathering in addition to the use of america’s high-speed rail system. this transition will be phased over two to three decades and ultimately will allow for a central social and cultural hub and a world class high-speed rail station. the phases are to occur between 2012-2030. Phase 1 build new platforms along east and west of the original train shed. platforms are to match footprint of the future building.

Phase 2 extend the length of the structure and roof of the original train shed by 200’ feet and add new structure for two elevated tracks and platforms located on the inner west side of the shed.

Phase 3 move historic buildings located along adler and 17th street to the portion of 17th street between broad and grace Streets.begin site work along east side of shed and head house by removing portions of franklin, grace and 17th Streets.

Phase 4 begin to build east wing of the new station and temporarily enclose the west side of the train shed to create an interior condition for the new retail and restaurant spaces.

Phase 5 Close Interstate 95 starting from the Interstate 64 interchange (1 mile north of the site) to a the Maury street exits across the James River. Re-route traffic using interstate 295 (the beltway around the city) and Interstate 64.

Phase 6 begin demolishing the elevated structure and highway bridges of interstate 95 and begin the “Richmond Big Dig” to place traffic underground for a portion of travel through the City of richmond.

Phase 7 after the underground tunnel is complete begin to build the new road that connects to 15th street beginning at broad Street and lay the streetcar tracks. also, begin the site work necessary for building the west wing of the new station and while preserving the historic lumpkins Jail site, the burial ground on the north side of broad and begin renovation of the historic Seaboard building that is slated to house the richmond’s new Slavery museum.

Phase 8 Begin to build the west wing of the new train station and also finish the landscaping plan laid out by the design.

firSt floor planSecond floor plan exploded axonometric Showing the interaction between the Structure and Skin of the building

Site plan

15TH

STR

EET

MAIN STREET

17TH

STR

EET

FRANKLIN STREET

BROAD STREET

0’ 50’ 150’

> 1ST FLOOR PLAN entry point / lobby original head house retail / restuarants central atrium Space tower lobby restrooms egress Support Spaces proposed Slavery museum lumpkins Jail historical Site

>> 2ND FLOOR PLAN original head house retail / restuarants passenger waiting area information desk platforms bridge to Streetcar Stop egress restrooms tower lobby Support Spaces electrical / heating and cooling

0’ 50’ 150’exiSting Site perimeter

MAIN STREET

exiSting Site perimeter in the context of downtown richmond

main Street Station from the corner of 15th and main StreetS 1910 ^


< SITE PLAN original head house existing train Shed new landscaping to promote gathering Office Tower Proposed Slavery Museum (Seaboard Building) lumpkins Jail historical Site existing farmers market new road to intersect with 15th Street bridge to new Streetcar Stop new Streetcar Stop

interior perSpective of central atrium, Showing exiSting Shed Structure + new retail below train platformS perSpective of open air train platformS

0’ 250’ 1000’500’ 2000’

1

2

3

perSpective from Second floor paSSenger waiting area Showing a light well and general circulation below

eaSt entry lobby from main Street

4

5

6

7

8

9

1

2

3

4

5

6

7

8

9

10

1

2

3

4

5

6

7

8

9

10

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central paSSenger waiting area + platformS

9

10

1

1

1

1

1

1

1

1

2

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3

3

4

4

birdSeye perSpective view

5

6 6

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3

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7

7

7

7

7 7

8 8

9

10

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4

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7

7

7 77

7

77

4

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2

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5

6

78

9

10

8

8

2

BROAD STREET

E. FRANKLIN STREET

E. GRACE STREET

ADLE

R S

TREE

T

15TH

STR

EET

17TH

STR

EET

INTE

RST

ATE

95

MAI

N S

TREE

T ST

ATIO

N

Richmond, ViRginia

LUMPKINS JAIL

HISTORICAL SITE

SEAB

OAR

D B

UIL

DIN

G

300’

perSpective Section Showing Structure and interaction of SpaceS chriStian michael Snowden arch 799 : graduate architecture Studio : theSiS ii profeSSor ronaSzegi

exterior perSpective from the corner of 15th and main StreetS

6.25

FINALPRESENTATIONBOARDS

CH

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ES

IGN

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PM

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297

Second floor walkway along weSt Side heading torwardS pedeStrian bridge to Streetcar Stop Second floor walkway along weSt Side heading from Streetcar Stop

exterior entry point from eaSt Side urban plaza

exterior tunnel located under office tower + reflecting poolS

exterior perSpective from 17th Street looking torwardS main Street and 17th Street farmerS market

exterior perSpective from 17th Street looking north torwardS broad Street + office tower

MAIN STREET STATION_RICHMOND’S HIGH-SPEED RAIL AND SOCIAL HUB

Total Square Footage 1st floor 330,000 Sf2nd floor 400,000 SfOffice Tower 302,000 Sf

Total 1,037,000 SF

Program

general circulation 407,000 Sf

retail/ restaurants 95,000 Sf(1st and 2nd floor)

Train Station (2nd floor) 400,000 SF

passenger waiting 80,000 Sf

platforms 85,500 Sf

egress + elevators and escalators 16,500 Sf

restrooms 8,500 Sf

Support Spaces 15,000 Sf

electrical / heating and cooling 9,500 Sf

THE CONCEPT

this thesis hopes to create an iconic high-speed rail station that is not only functional as a departure point but IS the new entrance to the city of richmond.

Also, the building and landscape are designed to fill the physical and social void by reclaiming the harsh asphalt landscapes to alternatively create a vibrant focal point of social gathering where four thriving urban districts converge.

0’ 60’ 120’0’ 60’ 120’

THESIS OVERVIEW

for the past two centuries, each generation of americans has embraced the latest transportation

mode to shape the country’s mobility systems and with them, the nation’s destiny. now is the

time for american high-speed rail that will sustain the country’s economic potential through

the 21st century. with the federal government committed to high-speed rail, the country

is poised to take up the challenge of such a substantial, transformative new infrastructure

project—one that can and will fundamentally change the way our cities work. the 21st-century

narrative will be one not of global cities, but of global mega-regions. by building the nation’s

premier world-class high-speed rail network, the northeast corridor can lead the way.

the intent of the building’s design is to adaptively reuse and revitalize the existing train shed

and head house of richmond’s main Street Station originally built in 1901. not only will the shed

retain its original function but will gain an important cultural and mixed use function similar to

new york city’s grand central terminal and union Station in washington, d.c. the 123-by-517

foot train shed on the north side of the station is also historically designated, and was one of

the last gable-roofed train sheds ever built, as architects finally went to arched balloon sheds

when the structures needed to be longer than that. the structure is one of the earliest examples

of riveted steel trusses, which are now standard construction. the platform is above street level

and while the platform is itself is new it is still resting on its original trestles. this makes it the

largest intact train trestle system in the country.

THE PROBLEM

Located in Shockoe Bottom, the Station is a focal point between the downtown financial district,

churchill, the tobacco warehouse district and the James river/canal walk. the site is bound

by interstate 95 to the west, broad Street to the north, main Street to the South and 17th Street

to the east. currently, this area is a ‘dead’ zone that does not receive much attention from the

surrounding residents, business professionals or tourists.

in the late 1950s, interstate 95 was thrust through Shockoe

bottom, effectively dividing the area from the rest of downtown.

not only was the urban fabric disrupted, but main Street

Station’s iconic head house was encroached upon by i-95’s

massive steel and concrete structure by only a couple of feet.

currently, the noise created by interstate 95 (along the west

side of the site) essentially destroys any possibility of outdoor

gathering and limits the potential development possibilities of

the site.

THE SOLUTION the solution is to reroute interstate 95 underground (begining a mile north of the site and South across the James River) to allow for a new iconic train station in downtown richmond. the new train station will act as an urban sculpture that successfully promotes social and cultural gathering in addition to the use of america’s high-speed rail system. this transition will be phased over two to three decades and ultimately will allow for a central social and cultural hub and a world class high-speed rail station. the phases are to occur between 2012-2030. Phase 1 build new platforms along east and west of the original train shed. platforms are to match footprint of the future building.

Phase 2 extend the length of the structure and roof of the original train shed by 200’ feet and add new structure for two elevated tracks and platforms located on the inner west side of the shed.

Phase 3 move historic buildings located along adler and 17th street to the portion of 17th street between broad and grace Streets.begin site work along east side of shed and head house by removing portions of franklin, grace and 17th Streets.

Phase 4 begin to build east wing of the new station and temporarily enclose the west side of the train shed to create an interior condition for the new retail and restaurant spaces.

Phase 5 Close Interstate 95 starting from the Interstate 64 interchange (1 mile north of the site) to a the Maury street exits across the James River. Re-route traffic using interstate 295 (the beltway around the city) and Interstate 64.

Phase 6 begin demolishing the elevated structure and highway bridges of interstate 95 and begin the “Richmond Big Dig” to place traffic underground for a portion of travel through the City of richmond.

Phase 7 after the underground tunnel is complete begin to build the new road that connects to 15th street beginning at broad Street and lay the streetcar tracks. also, begin the site work necessary for building the west wing of the new station and while preserving the historic lumpkins Jail site, the burial ground on the north side of broad and begin renovation of the historic Seaboard building that is slated to house the richmond’s new Slavery museum.

Phase 8 Begin to build the west wing of the new train station and also finish the landscaping plan laid out by the design.

firSt floor planSecond floor plan exploded axonometric Showing the interaction between the Structure and Skin of the building

Site plan

15TH

STR

EET

MAIN STREET

17TH

STR

EET

FRANKLIN STREET

BROAD STREET

0’ 50’ 150’

> 1ST FLOOR PLAN entry point / lobby original head house retail / restuarants central atrium Space tower lobby restrooms egress Support Spaces proposed Slavery museum lumpkins Jail historical Site

>> 2ND FLOOR PLAN original head house retail / restuarants passenger waiting area information desk platforms bridge to Streetcar Stop egress restrooms tower lobby Support Spaces electrical / heating and cooling

0’ 50’ 150’exiSting Site perimeter

MAIN STREET

exiSting Site perimeter in the context of downtown richmond



< SITE PLAN original head house existing train Shed new landscaping to promote gathering Office Tower Proposed Slavery Museum (Seaboard Building) lumpkins Jail historical Site existing farmers market new road to intersect with 15th Street bridge to new Streetcar Stop new Streetcar Stop

interior perSpective of central atrium, Showing exiSting Shed Structure + new retail below train platformS perSpective of open air train platformS

0’ 250’ 1000’500’ 2000’

1

2

3

perSpective from Second floor paSSenger waiting area Showing a light well and general circulation below

eaSt entry lobby from main Street

4

5

6

7

8

9

1

2

3

4

5

6

7

8

9

10

1

2

3

4

5

6

7

8

9

10

11

central paSSenger waiting area + platformS

9

10

1

1

1

1

1

1

1

1

2

1

3

3

4

4

birdSeye perSpective view

5

6 6

66

3

77

7

7

7

7

7 7

8 8

9

10

1

2

33

4

6

9

10

11

5 5 5 5 5

7 7

7

7

7 77

7

77

4

1

2

3

3

3

4

5

6

78

9

10

8

8

2

BROAD STREET

E. FRANKLIN STREET

E. GRACE STREET

ADLE

R S

TREE

T

15TH

STR

EET

17TH

STR

EET

INTE

RST

ATE

95

MAI

N S

TREE

T ST

ATIO

N

Richmond, ViRginia

LUMPKINS JAIL

HISTORICAL SITE

SEAB

OAR

D B

UIL

DIN

G

300’

perSpective Section Showing Structure and interaction of SpaceS chriStian michael Snowden arch 799 : graduate architecture Studio : theSiS ii profeSSor ronaSzegi

exterior perSpective from the corner of 15th and main StreetS

298

Givoni,Moshe.TransportationReviews“DevelopmentandImpactoftheModernHigh-speedTrain:aReview”Vol.26,No.5,593-611.

September 2006.

Todorovich, Schned & Lane. “High-Speed Rail: International Lessons for U.S. Policy Makers.” Cambridge: Lincoln Institute of Land Policy,

2011.

UIC(InternationalUnionofRailways).“High-SpeedTraffic”.Paris:UIC.Web.30Sept.2011

<http://www.uic.org/IMG/pdf/201101_hs_traffic__tab_50_-_2009.pdf>.

UniversityofPennsylvania.“Makinghigh-speedrailworkinthenortheastmegaregion:High-speedrailstudiofinalreport.”Philadelphia:

UniversityofPennsylvaniaSchoolofDesign,DepartmentofCityandRegionalPlanning.Web.7Oct.2011

<http://studio.design.upenn.edu/hsr/node/81>.

Chapter 1

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ITE

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299

Gehl,Jan.PlacesforPeople.Melbourne:GehlArchitects.Web.21Oct.2011.<www.gehlarchitects.dk/files/pdf/Melbourne_small.pdf>.

Strand,IdaandOleKappelgaard.CopenhagenAgendaforSustainableCities:10PrinciplesforSustainableCityGovernance.Copenhagen:

Realdania.Web.15Oct.2011<http://www.realdania.dk/upload/_projekter/copenhagen%20agenda/10_principles.pdf>.

Chapter 2

300

Ferrarini,Alessia.RailwayStations:FromtheGaredel’esttoPennStation.Milano:Electra,2004.88-103.

Minutillo,Josephine.“Lèige-GuilleminsTGVRailwayStation.”Architectural Record.March2010:87-91.

Moore,Rowan.“LondonKing’sCrossConcourse.”The Guardian.17 March 2012. 12 June 2012.

<http://www.guardian.co.uk/artanddesign/2012/mar/18/london-kings-cross-concourse-review>

Underhill,William.“King’sCrossStationWesternConcourse.”Architect.18May2012.12June2012

<http://www.architectmagazine.com/transportation-projects/kings-cross-station-western-concourse.aspx>

Chapter 3

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ITE

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301

Dabney,Virginius.Richmond:TheStoryofaCity.Charlottesville:UniversityPressOfVirginia,1990.

CityofRichmondDowntownPlan,October1997.“ShockoeBottomLandUseAndDevelopmentStrategy,chapterI,Background.

24Aug.2012.<http://www.ci.richmond.va.us/planninganddevelopmentreview/documents/PlansShockoeBottom/chapt1.pdf>

ChurchillPeople’sNews.08/26/2009.“FairmountHistoricDistrict”.Web03sept.2012

<http://chpn.net/news/2009/08/26/fairmount_8280/>

Ellis,Shaye.MappingAmericanHistory.“MedicalMonopoly:TwentiethCenturyExpansionofMCV”.Web15Aug.2012.

<http://urmappingamericanhistory.wordpress.com/2011/04/29/medical-monopoly-twentieth-century-expansion-of-mcv/>

“HistoryTimelineofMCV.”VCU Library System.21Mar.2012<http://www.library.vcu.edu/tml/speccoll/mcvhistory/timeline.html>

LivingPlaces.Copyright1997-2012.TheGombachGroup.“UnionHillHistoricDistrict.”Web02Sept.2012

<http://www.livingplaces.com/VA/Independent_Cities/Richmond_City/Union_Hill_Historic_District.html>

Chapter 4

302

“Main Street Station.” Great American Stations. 29 Sept. 2011. <http://www.greatamericanstations.com/Stations/RVM/Station_view>

“Main Street Station.” Produced by the City of Richmond.

MCVHistoryTimeline.Web25July2012<http://www.library.vcu.edu/tml/speccoll/mcvhistory/timeline.html>

NationalParkServiceHeritageEducationServices.TheRichmondDiscoverOurSharedHeritageTravelItinerary,ListofSites.

“ShockoeSlipHistoricDistrict”.Web31Aug.2012<http://www.nps.gov/nr/travel/richmond/ShockoeSlipHD.html>

NationalParkServiceHeritageEducationServices.TheRichmondDiscoverOurSharedHeritageTravelItinerary,ListofSites.

“ShockoeSlipHistoricDistrict”.Web31Aug.2012<http://www.nps.gov/nr/travel/richmond/ShockoeSlipHD.html>

NationalParkServiceHeritageEducationServices.TheRichmondDiscoverOurSharedHeritageTravelItinerary,ListofSites.“ShockoeValley

andTobaccoRowHistoricDistrict”.Web31Aug.2012<http://www.nps.gov/nr/travel/richmond/ShockoeValleyTobaccoHD.htm>

Pennington,KayC.“MaryWingfieldScott:ARebelWithaRubbleCause.”MAThesis.VirginiaCommonwealthUniversity,

Richmond, 2011. Web 03 Sept. 2012

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<http://www.richmondgov.com/CommissionSlaveTrail/index.aspx>

Shockoe Slip Richmond. “History”. Web 09 Sept. 2012 http://www.shockoeslip.org/index.php

SMBWArchitects.(variousmicrosoftworddocumentsontopics)

Tyler-McGraw,Marie.AtTheFalls:Richmond,Virginia,andItsPeople.ChapelHill:UniversityofNorthCarolinaPress,1994.

christian snowden_thesis book final 2012

Documents

r i c h

i n s t r e e t s tat

o n d s h i g h s p

professor of architecture

life passion

professor laraine montgomery

christian snowden

degree of master