urban design framework downtown pittsburgh

FRAMEWORKURBAN DESIGN

School of ArchitectureUrban Design Laboratory | Fall 2010

a public realm & transportation

strategy for downtown pittsburgh

Carnegie Mellon University | School of Architecture

TABLE OF

46

103252

6068748498

106116

126132

140146

154

INTRODUCTIONVISION

BIG PICTURE IDEASFrameworkUrban Design GuidelinesStrip District Connection

OPEN SPACESStreet CharacterPaving StrategiesOpen Space StrategiesDowntown VacancyRiverfront

INFRASTRUCTURECivic Arena InfrastructureFort Wayne Pedestrian Bridge

FOOD & SHELTERStreet Vendors Infill Housing

TRANSPORTATIONRiverbus Multi-modal Transit Hub

CHANGING PERCEPTIONSBranding

CONTENTS

1

2

3

4

5

6

Urban Laboratory | Downtown Pittsburgh

STUDIO PROFESSORSRami el Samahy

Eve Picker

TEAM CONTRIBUTORS

Mekha AbrahamCatherine AdamsPatrick Amorosa

Adam AvilesAbigail Branch

Samantha CarterIshita Gaur

Adam HimesAnna Hong

Matthew HuberDan Hudock

Hiro IchikawaFatima Kanchwala

Euginie KwanDrew Lightfoot

Lindsay MannionJosh Marshman

Silvia ParkJudy PodrazaArlie Schrantz

I-Shan TamGiacomo TinariRoxanna VirayBizhou WangEddie WongKevin Wong

Daniel Zhang

4 Carnegie Mellon University | School of Architecture

INTRODUCTIONthe purpose behind the project

The fifth-year architecture students from Carnegie Mellon University Urban Lab Studio have spent a semester studying Downtown Pittsburgh under the direc-tion and guidance of professors Rami el Samahy and Eve Picker. Through con-versations with downtown residents and commuters, personal observations and analysis, the studio proposed a variety of potential designs for the future. Initially, our project developed through exercises in exploring the city as well as analysis of urban design precedents from cities around the world. Those findings, observations, and research were trans-formed into maps, animations, and vid-eos that were presented at the Cultural District’s fall Gallery Crawl on October 1. At this event, we asked for feedback from the public through personal interac-tion, surveys, and written responses on our wall scroll. After reviewing the public’s opinion of the downtown area, the studio developed four different framework proposals. Each framework proposal looked at large scale interventions for downtown and the sur-rounding neighborhoods. These ideas

were presented at a community meeting at the Cultural Arts Education Center on October 13. Upon reviewing feedback from the second community meeting, the studio redesigned the framework to encompass one cohesive idea for the public realm and transportation systems in Downtown Pittsburgh. Small groups of students then focused on a particular element of that framework to further investigate the proposal in greater depth. This booklet is the final result of our ultimate proposal to make the down-town neighborhood a better place to live, work, and visit. These proposals are firmly rooted in making downtown a more walkable, user-friendly place with improvements to the moveability and transformation within as well as to and from the area. We understand the challenges involved in implementing any of these strategies, but we hope our proposals begin to foster discussions and ideas of how downtown can be transformed in the future.

5Urban Laboratory | Downtown Pittsburgh

6 CarCarCarnegnegnegie ie e MelMellonlon Un UnU iveiveeersirsirsity ty ty | S| S| chochohohool ol ol ol of of of of ArcArcArcArcArchithithithithitectectectectectureureureurere

VISIONdowntown embodies the unique

patchwork of interconnected,

liveable communities

Downtown Pittsburgh is made up of sev-eral distinct districts that each embody their own character and feel. The city is composed of two opposing street grids. Therefore, moving through the city can be difficult and confusing as one travels from one end the other. We recognize the unique characteristics of Downtown and our strategy aims to bridge the connec-tions between the patchwork of districts through transportation strategies that make movement through the city easier and more transparent. Throughout our findings, we have noticed the growing dependence on vehicular traffic that adds to the conges-tion of the city. The dominance of the car is apparent through the multiple parking structures and surface parking lots in downtown. In addition, the public spaces such as streets, alleys, parks, squares and riversides lacked connection. These public spaces that should offer enjoy-

ment, entertainment, and social interac-tion are under utilized or unwelcoming. Moreover, vacant lots and building vacancies are high and spread across the city center. The proposal that the studio put together responds to the strengths of downtown and addresses its challenges. The ultimate objective of the studio's strategy is to provide better transporta-tion systems to and within Downtown that also begin to enhance the rediscov-ery of old and new public spaces within the city center. More emphasis is given to the pedestrian through a network of street arteries that bridge the districts of Downtown. These efforts are augmented by a branding campaign for the city center that not only educates the public of the new changes to transportation but also advertises the new benefits to residents, businesses, and visitors to the downtown area.

7UrbUrban an LabLaboraoratortory |y | Do Downtwntownown Piittsttsburburghgh

framework

urban design guidelines

strip district connection

big


1 picture

Urban Laboratory | Downtown Pittsburgh

FRAMEWORKa movement and transportation

strategy for downtown

The plan for Downtown Pittsburgh pro-motes a pedestrian friendly environment that connects the districts of Downtown as well as Pittsburgh to its surround-ing context. Currently, the city center is overloaded with transportation systems; buses, cars, bikes, and pedestrians all fight for their right of way. Over 90 bus routes pass through the city center, servicing 140 bus stops. This congestion added to the vehicular traffic and two op-posing street grids creates an inefficient transportation network.

Our proposal establishes a hierarchy among these movement systems in order to elevate the pedestrian experience, meanwhile streamlining public forms for transportation. The new transporta-tion systems reestablish connections to the riverfronts and public green spaces, streamlining transportation nodes that in-tersect with different movement systems.

When read together the transporta-tion interventions server as a network of

designed by Mekha Abraham, Patrick Amorosa, Adam Himes, Matthew Huber, Judy Podraza

connective tissue that ties together the disparate fragments of the existing city, reconceptualizing it but as a continu-ous fabric that weaves together fields of distinct, intensified urban character. The main intervention first focuses on the two pedestrian-only street corridors that connect the downtown area to the riverfront. These streets are then sup-ported by a tram loop that connects the other districts. The existence of the tram allows the reduction of bus routes and relo-cates them to the outer triangle along Liberty Ave, Boulevard of the Allies, and Grant Street. In addition, a new bus rapid transit loop connecting Oakland to Downtown is proposed. Finally, a regional riverbus system will begin to connect the river countries to downtown and other parts of Pittsburgh, minimizing the traffic on major bridge thresholds into the city center.


bike paths in and around Downtown

vehicular traffic divides and defines Downtown

bus routes are run through Downtown for as few

as one stop

bus route redundancies congest the city

bus stop proximity further worsens congestion

people significantly obstruct the sidewalks while

waiting for buses out of Downtown


5th AVE

FORBES

4th AVE

3rd AVErd A

BLVD OF THE ALLIES

1st AVE

OLIVER

6th AVE

7th AVESTRAWBERRY WAYY

LIBERTY

PENN

WIL

LIAM

PEN

NPE

NNN

WIL

LIAM

PEN

N

GR

ANT

RO

SS

SMIT

HFI

ELD

WO

OD

STAN

WIX

above - a network of bike paths and two

pedestrian-only streets give priority to the flaneur

below - section through Market and 6th Street

shows the re-established connection to the

rivers as well as added open and green space

to the city center


above - implementing new bike paths simply

requires a bright coat of orange paint, which

greatly increases biker presence on the road


primary pathway

secondary pathways

above - the development of new green spaces,

such as the Civic Park in the east, serve to create

transectional pathways that visitors create by linking

their paths to a number of public outdoor spaces.

The bright red shows the new primary Point-Civic

Park axis while the darker reds depict paths sug-

gested by smaller interventions.

below - a section that follows the Point-Civic Park

axis as drawn in bright red on the map above. Note

how it links new spaces like the Civic Park to exist-

ing areas such as Mellon Square or the Point.


Penn Ave : Katz Plaza

Penn Ave : 10th St

Penn Ave : Gateway Center

Union Station

William Penn Pl : Liberty Ave

Mellon Square

Blvd of the Allies : Cherry Way

Blvd of the Allies : Market St

Blvd of the Allies : Stanwix St

right - at approximately 1.84 miles in length and

taking traffic delays into account, three trams could

service each of nine stops along the loop at a little

over five-minute intervals

below - view of tram stop at the corner of Blvd of

the Allies and Cherry Way

To aid in the decongestion of the central business district, a tram line will be instituted that runs in a loop along Penn Avenue, Boulevard of the Allies, and William Penn Place/Cherry Way. The tram links local pedestrian and bicycle traffic to regional transit lines such as PAT buses or Amtrak at Union Station. At the local level, frequent tram service makes an already walkable downtown area even easier to navigate. Perceptually, the tram reinforces the conception of Downtown as the meeting point of the three rivers by reflecting the triangular form of the landmass. This also helps visitors to orient themselves by creating a connection between seeing the tram line and understanding that the river's edge is not far away. Additionally, it both defines and links the central busi-ness district and its surrounding districts.


��

��

��

��

CH

ER

RY

WAY

pro

posed

exis

ting

BLV

D O

F T

HE

ALLIE

Sp

rop

osed

exis

ting


There currently exists a strong regional bus systems within Allegheny County. The three existing dedicated busways, shown in red on the above map, extend from Downtown to the east, south and west of the city. Also, shown in blue, is the light rail system, know as the T, which links the communities to the south of the city to the Downtown. To supplement these three existing mass transit routes, the addition of a limited access bus loop route that would extend along the corridor between Downtown and Oakland. Currently this corri-

dor sees the heaviest ridership anywhere with the bus systems. Providing a limited access loop would create a express transit link that would reduce the travel time between these to strong communities. Within Downtown proper, to eliminate the congestion currently caused by the many routes that weave through the area, buses are rerouted to the edges the triangle. Therefore making buses travel around, but not through the heart of Pittsburgh.

Blvd. of the Allies

Union Station

Gateway Center


P

In terms of regional connectivity, one asset that is often overlooked is three rivers. These natural links tie the city together. To capitalize on this resource, a Riverbus system is proposed as a ad-ditional regional transit system. The sys-tems would link the communities along the rivers edge not only to Downtown but also to each other. The rivers allows for expedient and efficient regional connec-tions. In the proposed schema, outlined in the map on the right, the Riverbus directly links to the municipalities in grey as well as supports the municipalities highlighted in blue. Within Downtown there are two main stations, located on the north and south sides of the triangle. These allow for easy access on foot to a majority of the downtown.

13 mi


P

P

P

P

P


East Busway

Oakland Loop - In

Oakland Loop - Out

Sou

th B

usw

ay

West Busway

Union Station

Gateway Center

Boulevard of the Allies

Greyhound

Amtrak


One of the keys to a successful public transit systems is the easy with which a passenger can transfer within the system. Keeping this consideration in mind, the proposed mass transit system within Downtown is organized around three major transfer hubs: Gateway Center, Union Station, and the Boulevard of the Allies. From each of these three hubs one can easily begin to navigate Downtown, as shown with the red 5 minute walking circles in the image to the left. Also the three part sys-tems creates an easy cognitive map for visi-tors to the city. Each hub will have a canopy shelter that makes them easily identifiable as a place where you can access the mass transit system.


Su M T W R F Sa

6am

9am

12pm

3pm

6pm

9pm

12am

3am

WORKERS

WORKERS

what do they want?

how many are there?

ease of travel to workplace

and eateries for lunch and

small breaks.

140,000

regional transportation

network, food vendors,

retreat spaces

what do they need?

what will they use?

Downtown Userswants, needs & projected use

number of people


Su M T W R F SaSu M T W R F Sa

5,000

5,000

VISITORSBUSINESSVISITORS

SHOPPERS

STUDENTS

RESIDENTS

VISITORS RESIDENTS

family visit business visit shoppers permanent residents & students

25,000 15,000 10,000 10,000

attend weeknight events at

venues open late int the evening

and have more amenities located

centrally downtown

relax the day with activities downtown from

afternoon into evening, with recreational,

cultural, shopping, and athletic events

public recreation spaces open late,

food and grocery vendors, inner

mode of transportation regionally

connected to Greater Pittsburgh

public recreation spaces, daytime and

nighttime events and programs, well-

connected transportation network


above - the addition of the civic park and the related

network of green spaces connecting to Point State

Park generate a new axis that orients the city from

the Hill to the vibrant city center

above - the tram loop frees the city central triangle

of congestion while delivering legibility to the bound-

aries of the Golden Triangle

above - the pedestrian street insertion stitch

together the two opposing grids and set the two

rivers in relation to one another

Carnegie Mellon University | School of Architecture 28 Carnegie Mellon University | School of Architecture

above - the combination of multiple interventions,

including the pedestrian street, tram and civic park,

yield a city-network with legible connections both

internally and externally


2011 2016 202

Branding

TemporaryShuttle

Tram Infrastructure

Pedestrian Street Paving

Pedestrian Street Development

Bus Rerouting& BRT

Bike Lanes

Riverfront Development

Riverbus

Union StationProject

RR PBridg

Civic Park Development

Redevelopment of Vacant Storefronts

Open Space Redevelopment

Housing

Strip District Mixed-Use Development

Food Trucks, Carts Restaurants


21 2026 2031

Pedestriange

Cable Car

These interventions can largely be completed over a twenty-year period. Projects are staged to propel the success of later projects. For example, the pedestrian streets' develop-ment relies on the implementation of the tram, which would result in the rerouting of buses downtown. Since the framework heavily emphasizes changes to public transit and is self-perpetuating, its success cannot be measured until most of the interventions are put into place. The success of this framework will result in a new Downtown Pittsburgh that enhances the pedestrian experience and promotes greater connectivity both within Downtown and at the regional level.

URBAN

enhancing the unique character

of downtown's various districts

As a microcosm of the greater city, downtown Pittsburgh is a collaged patchwork of various neighborhoods. While the frameworks plan focuses on traversing barriers and sewing together disparate urban agglomerations with the connective tissues of public space and public transportation, it is not a unifying plan. The city is not to be seen as purely singular. Rather, it is an assemblage composed of a multiplicity of cultural, po-

DESIGN GUIDELINES

designed by the Frameworks Group

litical, and physical aggregates. This sec-tion of the book focuses on the unique character of each district in an attempt to maintain the intensity and differentia-tion of that district. Three of the districts contain existing urban characters, two propose guidelines for new construc-tion, and the remaining districts will be enhanced by adaptive reuses guidelines.


Red: New development and adaptive reuse

inserted into the Cultural District, the Mon, and the

Pedestrian street will be regulated with proposed

design guidelines aimed at enhancing the individual,

distinct character of the place. While, the Allegheny

Shore and the Civic Park guidelines are aimed at

generating an urban character appropriate to the

context for new construction.

Blue: Gateway and Grant Street districts exhibit a

strong, distinct character, and therefore are not in

need of new guidelines; where as Midway exhibits

a heterogeneity that excludes guidelines.

33

Gateway Center

Fulfilling the post-war modernist vision of a radiant city consisting of towers in a park, Gateway Center and its similar neighbors to the South emerged out of Pittsburgh's redevelopment renaissance that occurred during the 50'S. and 60's. The complex is complemented by the adjacent point state park. The architectural character maintains the modernist insistence of abstraction. Pure. geometric volumes cleanly adorned

with modern materials dominates. The cruciform towers of Gateway Center har-ken to Le Corbusier's now iconic scheme for Paris. The plan represents a utopic vision for a future city. Today, the buildings are inhabited by a mix of uses. They contain both residen-tial apartments, and offices on the upper floors, with commercial often located on the ground floor.


below - Gateway Center urban condition


Grant Street

On the west side of Grant street is found this concentration of government and institutional buildings. Due to the civic nature of the program, most blocks ac-commodate a single building monumen-tal in scale. Though the formal character of the area's architecture mediates the typical bombast of monumental civic architecture with an intricacy and elo-quence seldom achieved elsewhere. Paradigmatic of this strategy are Richardson's courthouse and Hornbostel's City-County Building. Both adjust traditional European architecture to a uniquely American character. They likewise, contrast heavy, massive, rough in Richardson's case, construction with

intricate detailing and light, airy, glazed openings. The stately character of the historical architecture is mirrored in contemporary additions as well. The heavy structural frame of the US steel tower, against its massive planes of glass can be seen as a modern articulation of Richardson's heavy/airy simultaneity. Broad granite sidewalks, brick paving on Grant, and clean tree planting urbanisticly rein-force the experience of a reserved, yet eloquent governmental center. The char-acter of this district already manifests itself strongly and is expected to be maintained due to the permanent nature of the buildings.


below - existing governmental and institutional

typologies along Grant Street


Mid Town

The bustling heart of Downtown, Mid Town serves as the city's central busi-ness district. Professionals of all varieties can be routinely seen crowding the streets in front of the area's many lunch-time eateries or hurrying across town to catch a meeting. The urban fabric is amongst Pittsburgh's most hetero-geneous. Iconic corporate towers are juxtaposed against slender mid-rise sliver buildings and nineteenth century indus-trial era masonry office blocks. This lassie-faire character emerged organically as the city's business and industry leaders adjusted to evolving needs. The richness and intensity of experience brought by a radical diversity

of building types was generated by the contingencies of the market as some buildings stayed and others appeared, supporting a vibrancy of multiple uses and enthralling urban experience. Though this inner triangle will be relieved of the smothering congestion caused by an overload of buses, the reorganized public transit system ensures that pedestrian traffic will be enhanced in order to maintain the dynamic qualities characteristic of hectic city life without the perils of navigating the labyrinthine chaos imposed by swerving buses. The unexpected encounter of difference, both spatially and socially, remains a hallmark of this place.


below - building typologies typical of Central Busi-

ness District


Celebrate thegritty realism of urban elements tracing the city's past.


William Penn Way

Pedestrian Street

William Penn Way is a popular second-ary street of Downtown with several retail and public spaces along its path. Its adjacencies to major destinations, in-cluding Mellon Park and the Convention Center, situates itself well to serve as a pedestrian street in the proposed framework. Its strength as a pedestrian street is supported with the proposal of positioning the newly envisioned tram loop along William Penn Way. William Penn Way is located between two populated districts— Mid Town and the Government District— that will help support the street to thrive as a pedestrian street. Workers will be more inclined to migrate to the area once it is activated with more retail and public space. All capable buildings should in-corporate retail spaces at street level to encourage activity along the pedestrian street. Pedestrian corridors will encour-age strong movement on the side-walks; therefore, any parking structure should re-program at the street level to encourage use by actively engaging the

pedestrian street experience. Pedestrian throughways should be implemented in existing and new construction to encour-age cross movement from outdoor and indoor public spaces. For existing buildings with a full-block depth and spanning more than three plots in width are required to open their lobby or ground floor to create pas-sageways that travers the block, unless the throughway leads from a street to an alley or service street. This will allow for the free passage of pedestrian through the block. New construction of buildings a block in depth are required to provide pedestrian passage through the first floor if access would provide a street to street connection. To maintain the existing street character, new construction and adaptive reuse along the street should use similar materials that pays homage to the indus-trial past and history of the city. With the establishment of a consis-tent character, William Penn Way has the potential to serve as a thriving and comfortable pedestrian street.

setback tower


below, right to left - guideline diagrams illustrating

the activation of parking garage at street level;

diagram illustrating pedestrian throughways

bottom, opposing page - street plan and section of

William Penn Way street-level retail opportunities;

a potential building typology that fits with street

character

above - material character of street is composed of

several different textures that depicts the evolving

history of the city through the use of brick, iron,

glass, and steel; these hard materials are con-

trasted by pockets of green space found along the

William Penn Way

Activate Parking Garages at Street Level

Create Pedestrian Throughways


Mon Shore

The southern edge of the river suffers most severely from an impenetrable disconnection between the level of the urban plane and the river itself. Multiple levels of interchange must be negotiated. The views across, however, boastfully present themselves as assets. The character of thee neighborhood is slightly eclectic, though not as radi-cal a mixture as Mid Town. The build-ings, despite separate origins in style and time, all seem to emanate a gritty

sense of worn, hard-working endurance paradigmatic of the Pittsburgh ethos. The gritty character allows for rough interventions, suitable for low rent level housing situations. This, coupled with the high vacancy rates, and loads of parking make it a community slated for redevel-opment. Near the proposed riverfront connections, this site is bound to see rapid development. It is the perfect place to absorb excess housing desires.


above - suggested material palette drawing from

gritty character of the various existing building types.

Though not industrial, materials exhibit wear as an

expression of time, and are limited to a palette of

basic materials, such as rusted steel, plywood,

rough stucco, and basic aluminum fins.

below-left - housing can be inserted as slender in

fill or as a contrapuntal stack of volumes mediating

an open lot and existing structures. Combining

adaptive re-use with new construction is highly

encouraged

below-right - green roofs are encouraged as

occupiable terraces in promotion of increased

housing. Public parks are encouraged to replace

surface parking. And party-walls are encouraged

to remain visible as unique registers of Pittsburgh's

history and urban fabric. Finally, a diagram portrays

the interconnected nature between public space

and active storefronts.


CULTURAL

CULTURAL

RETAIL

RESIDENTIAL

RESIDENTIAL

RESIDENTIAL

RESIDENTIAL OFFICE

OFFICE

low-density

residential

The Cultural District

The Cultural District is Downtown's most lively area featuring an abundance of the-aters, galleries, and concert halls includ-ing Heinz Hall, Byham Theater, Benedum Center, and Wood Street Galleries as well as restaurants and housing. The current energizing character of the district is most prominent at night when cultural venues operate and attract visitors in the city. In order to sustain a high daily activity level the district must incorporate a mixed-use programing to include both retail, cultural, residential, and office space.

Buildings at the street level should include retail and cultural spaces that can be activated by public use at various times of the day. Upper floors should be programmed with office and residential spaces. This programming should occur along all the major streets of the Cultural District including Liberty Ave, Penn Ave, and Fort Duquesne Boulevard to create a composite high activity level for the entire district.

sliver building multi-bay midrise setback tower street section


below left - site plan of Cultural District's three major

streets; the incorporation of street level retail and

cultural programs with increase activity and when

complemented with upper level residential will create

a 24 hour city

bottom far left opposing page - building typologies

that should be maintained for cultural district; these

three types of buildings should be incorporated to

create a mixed- use district

below right - guideline diagrams show how activat-

ing building at street level will create increased activ-

ity along the street and within the overall district

above - material character of street is eclectic and

exemplifies the artistic quality of the district; shades

of blue, reds, and yellows are consistent in the

neighborhood; the variety of materials aligns with the

historical development of Downtown

VELIBERTY AVAV

EPENN AV

BLVDFT. DUQUENSNE BT.

CULTURAL RETAIL

CULTURAL/ RESIDENTIALOFFICECULTURAL

RETAIL CULTURAL / RESID.

CULTURALRETAILL RETAILCULTURAL

CULTURAL RETAIL/OFFICE CULTURAL RETAIL CULTURAL/ RESID.

Activate at Street Level with Retail and Public Venues


Civic Park

Redevelopment

commercial

pointed loaded office tower

double loaded residential slab

single loaded resi-dential slab

The Civic Park Redevelopment will establish a new form and city neighbor-hood with the integration of a public park that will replace the planned demolition of Mellon Arena. Currently, the character of the site is disjointed with its location between the two unconnected neighborhoods of Downtown and the Hill District. The proposed Civic Park will help establish this missing connection through an open green space and new outlook.

The inherent contrasting character-istics of both Downtown and the Hill District must be mediated through a master plan strategy of building typolo-gies surrounding Civic Park that evolve in

scale and use along the east-west axis. This should be established through a transition between low-density residential for areas along the park closest to the Hill District, then transitioning to high-density residential in the central area of the park. The surrounding areas closest to Downtown should include a mix of both commercial and mixed use building typologies of both point loaded towers and double loaded residential slabs. This transition as well as maintain-ing open connections between both Downtown and the Hill District through the park will diminish the image of Downtown as a separate entity.


below - diagrammatic master plan of Civic Park

site; Downtown and Hill District connections should

be maintained to establish a currently nonexistent

synergy between the neighborhoods

bottom, opposing page - proposed building typolo-

gies to surround Civic Park that create a transition

of residential to mixed use and commercial building

types from east to west

above - material character of the Civic Park site

varies dramatically with the changing neighborhood

boundaries from brick, vegetation, steel, and heavy

materials of concrete along Crosstown Expressway

row house

low-density

residential


Allegheny Shore

The Strip District

Long home to the center of Pittsburgh's grocery import and export, the Strip District offers a cornucopia of culinary delectables in a variety of ethnic special-ties. The rich textures and smells of the market are complimented by the gritty industrial sheds lining the long, roads running along the river. These immediate sensorial intensities are uniquely coupled with an almost bleak and sparse spatial composition. The landscape is amongst the flattest in the city and the experience

of the place is starkly horizontal and linear. Despite the unique character, the area remains poorly connected to the nearby cultural district. The master plan proposes a scheme that connects the two districts by mediating their unique characters. The no longer barren over-passes, parking lots, and sheds, however act as formal and phenomenal genera-tors for the new architecture growing amongst them.


above - suggested material palette drawing from

existing industrial sources, including red brick ma-

sonry, rough concrete, corrugated steel, etc.

below-left - articulating a separation between skin

and body allows for both the accommodation of

program in generic elements and the establish-

ment of a formal dialogue between the existing

industrial sheds and a folded skin clad in industrial

materials. Additionally, the folding strategy allows the

river-facing facade to open to views and pedestrian

connection.

below-middle - new structures will be predominantly

linear and horizontal in the direction parallel to

the river, while, allowing access in the transverse

direction.

below-right - axo of existing organization
