DESIGNS FOR GREEN AND WALKABLE CITIES

DEVELOPMENT OPPORTUNITIES FOR FORT WORTH

Urban Design Studio CPLN 702The University of Pennsylvania School of DesignSpring 2011

EDITORS

Jonathan BarnettMichael Saltzman

CONTRIBUTORS

Adam Paul AmrheinEmily LeckvarcikJaekyung LeePamela LeeAnthony RiedererAkua Nyame-MensahAnnie MichaelidesJoanne Tu PurtsezovaAlaleh RouhiKaren Thompson

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Jonathan Barnett

American cities and regions are full of opportunities to create infill neighborhoods in easily

accessible locations, where there are supporting utilities already in place, but where older

commercial and industrial uses are failing. There are also opportunities to restore the

landscape in such places, which can enhance their value and make them more competitive

with green-field locations. Another group of opportunities: creating new walkable centers

with a mix of workplaces, shopping, and residences in both existing and developing

urban areas, instead of endless housing tracts and underused commercial corridors. If

such places could reach their development potential, central cities would have stronger

economies, roads and transit could be more efficient, and over-all urban growth could be

much more sustainable. The reasons these opportunities generally go unrealized is that

they are places which present some form of complication; an investor can’t just acquire

a property and build according to the code. Sometimes the code itself is the problem,

sometimes it is an undesirable adjacent use, sometimes public investment is needed,

often the complication is an infrastructure issue, or parts of key locations belong to a

government agency, or the site is in multiple ownerships that would require cooperation

among investors. The real-estate market constantly supplies developers with sites that

don’t need so much up-front work, so these more complicated situations are often not

considered.

To test the potential of opportunities that conventional development passes by, we

turned to Fernando Costa, the Deputy City Manager – and former Planning Director

- of the City of Fort Worth, who arranged for us to receive an inventory of some 60

such locations, identified by Jocelyn Murphy, Zoning and Land Use Manager, and Eric

Fladager, Comprehensive Planning Manager, of the Fort Worth Planning and Development

A FEW WORDS OF INTRODUCTION

URBAN CENTERS

Walking is the most flexible and efficient means of transportation. Traditional city and town centers are walkable. Once you arrive, you can spend a day going to and from a variety of destinations. You can live in a traditional downtown, work in an office there, go out to lunch or the health club, even go to a theater or movie, without using transit or moving the car. But recent growth in the U.S. has not produced many new, walkable centers. Home, work, schools, entertainment, and shopping are all in different directions, often a long way from each other. Doing daily errands means driving from one store to the next. This new pattern had its advantages: more living space for less money, better access to the outdoors, work places away from downtown congestion, but these desirable qualities began to disappear as more and more people took advantage of them. Today traffic congestion is proverbial, the lower costs of suburban housing are cancelled by the high costs of journeys to work, and the support system of roads and utilities plus the loss of natural landscape become more and more unsustainable as metropolitan areas spread out. One response: more cities are building public rail transit, which can take people out of cars and creates walkable destinations around transit stops.

In Fort Worth a new commuter line connecting to downtown and to DFW Airport creates opportunities for walkable mixed-use centers at the new stations. The City suggested we plan walkable centers at the southern terminus of the commuter line at Summer Creek and at the Berry Street stop near Texas Christian University. They also suggested we review the plans for developing the Walsh Ranch, more than 7,000 acres in one ownership at the extreme southwestern edge of the city, currently in discussion for annexation. Walsh Ranch is way beyond existing transit, or even streets and utilities. The question there is whether, when it develops it can be planned with compact, walkable centers that will conserve the landscape, cut the need for new roads and utilities and support future transit.

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1 A NEW SUBURBAN CENTER WITH RAIL AND HIGHWAY ACCESS

Summer Creek Station

Emily Leckvarcik

Summer Creek is a rural area just southwest of Fort Worth. The character of

the area is rapidly changing. In what was historically prairie and ranch land,

single and multifamily housing has been emerging to the east and north of

the station with more planned to the south. Additionally, two major projects

are slated for development that will significantly alter the future of Summer

Creek. A new commuter rail line is proposed for this location that will run north

through downtown Fort Worth to the DFW airport. Also, the construction of a

toll road interchange is planned here along the southwest parkway connecting

I-30 to Cleburne. Current market demands combined with plans for rail and

highway access, will dramatically increase Summer Creek’s regional importance

and development opportunities.

This plan proposes a dense, transit-supportive development around the

commuter rail station and highway interchange rather than existing patterns of

auto-oriented commercial and suburban residential development in the area.

The proposal respects and enhances local hydrology and sensitive ecosystems

while presenting options for dealing with power lines and rail infrastructure to

create a walkable mixed-use center of lasting value.

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PLANNED TRANSPORTATION

The Fort Worth Transportation Authority (also know as the “T”) initiated the southwest-to-

northeast rail corridor project in 2007. The commuter rail line will utilize existing freight rails

throughout much of the corridor and terminate at Summer Creek in the southwest and the

Dallas Fort Worth airport (DFW) in the northeast. The proposed system is projected to use

self-propelled vehicles with either locomotive-hauled passenger coaches or diesel multiple

units. The train ride between Summer Creek and DFW is expected to take approximately

70 minutes and run every 20 minutes during peak commuting hours. Because Summer

Creek will be an end-of-the line station, the T anticipates that the station will draw from a

wide geographic area and attract mostly commuters. A station area plan is proposed for

Summer Creek with a 600 car parking area directly east of the station. The parking area

proposal contends with the existing floodplain plain of Summer Creek and avoids the

transmission line right-of-way parallel to the rail corridor.

The North Texas Tollway Authority (NTTA) also has plans that will impact the future of

Summer Creek Station. A new southwest parkway toll road (SH121) is proposed between

I-30 and Cleburne to ease traffic congestion. The tollway transverses the area around

Summer Creek from north to south, crossing over the train tracks ¼ mile north of the

station. Local roads, such as Bryant Irving and Sycamore School Road are also planned to

extend south and west, respectively, in order to connect to the train station park and ride

and toll way interchange.

PlannedtransportationimprovementsforSummerCreekincludeanewcommuterstation,parkwayandtwointerchanges,andlocalroadextensions.BecauseSummerCreekwillbetheterminusofthecommuterrailline,alayoverstationfortrainsisproposedbetweentheraillineandparkway.

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ExistingdevelopmentplansaroundSummerCreekStation

AlternativedevelopmentplansforSummerCreekStationfroma2008charettesponsoredbythe“T”

EXISTING DEVELOPMENT PLANS

Based on the existing residential market demands and future highway and train access,

several developments have already been proposed for Summer Creek. The initial

development plans propose a large residential development on the west side of rail line

with some mixed use surrounding the station and auto-oriented commercial uses to the

east side of the tracks. The T, in partnership with the City of Fort Worth and private sector

stakeholders, convened a charrette in 2008 to brainstorm visions for the station area

and review and refine the development concepts. Alternatives to the existing proposed

development were created and include a denser town center with a greater mix of

uses, more residential offerings, and enhanced pedestrian environments. However, the

alternatives still show the town center concentrated around the rail station and ignore the

most accessible areas of the site.

All the existing development proposals took the T’s proposed parking area for granted and

did not address floodplain issues surrounding Summer Creek. The plans do not recognize

the opportunity to connect the east and west sides of the track in a unified development,

relying on an existing at-grade crossing on Sycamore Schoolhouse Road instead.

Furthermore, the existing plans miss the opportunity to increase the value of the town

center by moving or burying the transmission lines.

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GREENWAYS

In planning Summer Creek beyond the station, the first proposal was to create a network

of greenways to protect the sensitive ecologic areas and save on infrastructure costs.

The greenways are located in areas of steep slope, over natural drainage channels, and

provide buffers between the development and surrounding land uses. The greenways

will be programmed with active and passive recreation opportunities. Over three miles of

non-vehicular recreation trails are contained within the greenways to encourage commuting

options and provide exercise circuits for residents and workers.

CIRCULATION

This proposal determined the primary circulation in relation to the greenways, landscape

features, existing road network, and future highway and road extensions. Access to the

area surround the station was maximized to accommodate daily commuters from the

immediate vicinity and region.

LAND USE

The highest densities and the greatest mixture of land uses are proposed surrounding the

station, at the most visible intersections of primary roads, and adjacent to the off-ramps of

the toll road interchange. A gradient of medium to low density residential is then proposed

from a ¼ mile around the station outward. Civic spaces are designated at primary

intersections internal to the Summer Creek development to provide for places of worship,

schools, libraries, and community centers.

The land west of the Summer Creek, owned by the Sid Richardson Foundation, is

intentionally left undeveloped. Longhorn Park and the riparian area surrounding Lake

Benbrook should be augmented and the historic prairie landscape on this parcel preserved

indefinitely for environmental value, recreation opportunities, preserved in perpetuity.

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ILLUSTRATIVE PLAN

The heart of the Summer Creek proposal is the town center located within a five minute

walk of the rail station. In contrast to the existing plans for the Summer Creek, a link is

made over the tracks by moving or burying the power lines. This unites otherwise unrelated

areas of development, forms the core of a new urban center, and adds significant value

to the properties along it. Additionally the 100-year floodplain is retained, enhanced,

and incorporated into the design as a distinctive attraction and important piece of the

development’s stormwater infrastructure.

The key elements of the town center proposal include an office cluster around the

eastern traffic circle at the toll road interchange on Sycamore Schoolhouse Road. The

corridor leads north from there into the main commercial center of the development with

outdoor clothing and gear supplier, such as REI, anchor across from a hotel. Between

the commercial core and train station, the existing floodplain has been transformed

into a functioning wetland with a network of boardwalks, shelters and lookout towers.

By relocating two poles to the wetland corridor, the transmission lines can be rerouted

around the station area or buried for this distance. This creates high-value development

opportunities right at the train station as well as increasing the value of surrounding

parcels. The road bridging the tracks is gently sloped to accommodate people with

disabilities and two to three levels of parking are accommodated on either side of the

tracks behind the commercial fronts for daily commuters and commercial patrons. The

two parking structures on the west side of the tracks are capped with living green roofs for

stormwater management and to achieve sustainable building standards.

The development immediately west of the tracks is primarily a high-density residential

neighborhood. With apartments, townhomes, and condominiums provided here, residents

can choose the lifestyle that is best for them in the heart of the new town center. The

western traffic circle on Bryant Irving Road is lined with civic institutions and local-serving

commercial such as a place of worship, grocery store, and pharmacy.

Legend

1. Grocerystore2. Neighborhoodcommercial3. Civicspace4. Lowtomediumdensityresidential5. Mediumtohighdensityresidential6. Greenway7. Walk-upapartmentsandcondominiums8. Townhouses9. Commercial10.Commuterparkingstructure11.Existinggaswell12.SummerCreekcommuterrailstation13.Wetlandrestorationwithboardwalknetwork, environmentaleducationsignage,andshelters14.Hotel15.Outdoorgearandclothingretailer16.Officebuilding17.Existingsubstation18.Existingmulti-familyhousing

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B.Sectionthroughstation

LEFT:SectionAthroughrampoverstation

100Ft

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LEFT:Bird’seyeviewoftowncenter

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Phase1

PROGRAM

Office 425,500 sf

Commercial 221,750 sf

Local-serving Commercial 350,300 sf

Town Houses 425 units

Duplexes 150 units

Apartments 600 units

Condominiums 400 units

Single Family Homes 900 units

Parks and Open Space 200 acres

Recreation Trails 3 miles, including 1/2 mile of wetland

boardwalk

Station Area Parking 1,200 spaces

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Phasing

Phase3

PHASE 1

To accommodate the commuter station development, the commercial buildings and ramp

over the station should be the focus of phase one. This necessitates construction of the

primary circulation routes and initial reroute of the transmission lines around the station

to east. Surface parking is constructed first with the foundations of structured parking

planned for future phases. Residential neighborhood development is begun in the first

phase as well to help finance future construction. Development of the commercial corridor

begins concurrently with the wetland restoration efforts.

PHASE 2

The commercial is augmented with the main retail anchor. The office cluster is begun at

the eastern traffic circle. The residential development to the west of the station begins and

residential development in the periphery of the station commences. The hotel and office

space is begun to the east of the tracks. The remainder of the housing development in

Summer Creek is completed.

PHASE 3

The local serving commercial and civic space surrounding the western traffic circle is

completed to serve the Summer Creek residents. The remainder of the office cluster is

completed and the hotel is constructed. The parking areas are converted to structured

parking, and the green roofs on the two to the west of the station installed.

Phase2

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2 MAIN STREET HIGHWAYINTERCHANGES

Walsh Ranch

Joanne Tu Purtsezova

Walsh Ranch is a 7,275-acre property located in Tarrant and Parker Counties

at the junction of Interstates 20 and 30 at what is currently ranch land at the

extreme southwestern edge of Fort Worth. Annexation of this land to the

City is currently in negotiation. While the land surrounds the junction of two

important highways, the three interchanges that would permit connections

to the surrounding development have not yet been constructed. This creates

an unusual opportunity to design the interchanges and the street system at

the same time. However, the land for the interchanges belongs to the state

Department of Transportation, which means that joint development of the

public and private land around the intersections will require negotiation. The

pay-off for the extra work would be highly advantageous to the development.

Instead of the conventional clover-leaf or diamond interchanges which create

large gaps at the points of maximum access, the proposal shows how a local

street could both link and become part of the interchanges at I–20 and I–30,

creating main streets for walkable centers located with the best access from

all directions, rather than a town center cluster relegated to a quadrant of one

interchange, which is the current proposal.

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Exist

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onditionsRIGHT: Site summary plan for Walsh Ranch

LandscapeviewtosouthofInterstateHighway30

GenerallocationofMainStreetHighwayInterchangeforI-30TownCenterCommunity

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OPPOSITE:IllustrativediagramwithlandusesforI-30TownCenterCommunity

DESIGN CONCEPT

The proposal significantly scales down the amount of total road lengths that are needed

to support local and regional mobility in order to save on infrastructure costs. Further, as

a response to changing demand in a time of financial uncertainty, this plan offers a wider

variety of housing choices in order to address a broad concern for efficiency and economy

in an era of increasing fiscal restraint. This plan also seeks to propose a modest alternative

that drastically scales down the proportion of built-out land to unbuilt land and seeks to lay

the groundwork for future transit development.

This present proposal is intended to be implemented based upon the Vision North Texas

plan outlined by the North Central Texas Council of Governments (NCTCOG), in which

growth pattern scenarios and options are each considered and weighed against one

another. However, rather than envisioning the Walsh Ranch property as a sprawling

extension of downtown, this plan envisions the Walsh Ranch property as a separate

community. The reasoning behind this simultaneous appeal to and departure from the

NCTCOG Vision Plan is that historic land use models have indicated that growth occurs

where land is bounded by growth areas and that land urbanizes when it is bounded by

urbanized areas. Consequently, sprawl has historically occurred along and outwardly from

highways somewhat unrestrained. This present plan attempts to reign in some of the

perceived potential for additional sprawling to occur.

This proposal draws on the plans already produced by HNTB and their economic impact

numbers, site selection, and general vision are all carefully considered and integrated into

this new plan to the extent possible. The central feature of the proposed design is set

of three main street highway interchanges that are positioned where communities in the

existing Walsh Ranch plan are already proposed. Each main street highway interchange

is configured with a retail hub that bridges the portions of each community to either side,

extending outward with a central block of main street retail frontages. Office buildings,

OPPOSITE: Walsh Ranch proposed master plan with three town center communities as nodes

PROGRAM SUMMARY

I-30 Town Center

Retail 960,000 sf

Commercial 500,000 sf

MF Residential 4,800 units

SF Residential 1,696 units

Opposite

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Parking Garages

Courtyard Apartment with

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Main Street Bridge Shopping Center

Attached House

Single-Family House

Playground

Parks and Open Space

Wooded Area

Retail Commercial

Office Commercial

Sidewalk

High-Density Residential

Medium-Density Residential

Low-Density Residential

Road

Pond300ft

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OPPOSITE:IllustrativeDiagramwithLandUsesforI-30TownCenterCommunity

which provide opportunities for residents to live near employment, are clustered, creating

walkable and accessible main street frontages. This integrated configuration is a central

theme in the overall design concept. These office clusters largely cap the main street

blocks to either end of the highway and are formed around roundabouts that slow down

vehicular traffic in order to encourage pedestrian traffic.

Phasing will be used in order to ensure a timely but sustainable build-out of Walsh Ranch.

A road connecting I-30 to I-20 based on the 2010 Major Thoroughfare Plan, but adapted

to the present proposal is one of the main infrastructure components needed. The phasing

plan aims to build the road infrastructure in such a way that clustered development implies

fewer overall miles of road being necessary for efficient traffic circulation. The purpose of

decreasing the total lengths of arterial roads is to make the present proposal more cost-

effective during both the comprehensive master planning process and subsequent work

PROGRAM SUMMARY

I-20 Town Center

Retail 880,000 sf

Commercial 500,000 sf

MF Residential 3,200 units

SF Residential Attached 424 units

SF Residential Detached 392 units

RIGHT:ExampleofgroundFloorretailforresidentialapartmentsinAddison,TXenvisionedforWalshRanch

Opposite

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Courtyard Apartment with

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Main Street Bridge Shopping Center

Attached House

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Playground

Parks and Open Space

Wooded Area’

Retail Commercial

Office Commercial

Sidewalk

High-Density Residential

Medium-Density Residential

Low-Density Residential

Road

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OPPOSITE:IllustrativediagramwithlandusesforOverlookTownCenterCommunity

PROGRAM SUMMARY

Overlook Town Center

Retail 920,000 sf

Commercial 2,000,000 sf

MF Residential 7,200 units

SF Residential Attached 530 units

SF Residential Detached 784 units

RIGHT:CourtyardhousingexamplefromLegacyTownCenterinPlano,TX

done via the aforementioned public-private partnerships. All infrastructure should be put

into place in advance of building construction in order to address City staff concerns

regarding overextension of municipal resources to outlying areas. Site remediation will also

occur during this first phase, as needed. Phase two calls for the construction of the first of

three mixed-use town centers, including housing, commercial, office space, parking, and

public space. The final two phases include the construction of the second and third town

centers, respectively.

Opposite

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Courtyard Apartment with

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Retail Commercial

Office Commercial

Sidewalk

High-Density Residential

Medium-Density Residential

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Road

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RIGHT:IllustrativediagramofthethreemainstreethighwayinterchangesoverexistingWalshRanchconceptdiagram

PROGRAM SUMMARY

Retail 2,760,000 sf

Commercial 3,000,000 sf

MF Residential 15,200 units

SF Residential Attached 2,650 units

SF Residential Detached 1,176 units

CourtyardapartmentwithintegratedparkingfromLegacyTownCenterinPlano,TX-similarintegrationisenvisionedforWalshRanch

1250ft

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CONCLUSION

By drawing upon existing comprehensive planning efforts, this proposal attempts to

approach the development of Walsh Ranch from an environmentally-sensitive and

preservationist perspective. At the same time, market factors must be considered, so

single-family houses from the original program have been included and the proposed

single-family houses are to be moderate in size and scale. The inclusion of assorted

housing types is intended to reflect changing market needs resulting from current

economic conditions. Overall, he plan as outlined above seeks to schematically lay out

a trio of individual communities that can be viewed in the aggregate as a comprehensive

Walsh Ranch master planned community while maintaining unique identities. The most

important element of this plan is that it captures the entire residential and commercial

program from the existing Walsh Ranch plan while decreasing total infrastructure costs and

increasing total preserved land area in parkland and preserved natural areas. This type of

compact development makes future transit development more feasible and likely.

Section of Main Street Highway Bridge in I-30 Town Center

10’ 10’ 10’ 7’ 40’ median 7’ 10’ 10’ 10’ widen existing 7’ emergency lanes to 10’

25’

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3 UNIVERSITY RESEARCH CENTER AT A NEW RAIL STATION

Texas Christian University - Berry Street

Pamela Lee

The proposed Texas Christian University-Berry Street commuter rail station,

located along the Southwest-to-Northwest Commuter rail in Fort Worth, Texas,

creates development opportunity for a University Research Center. However,

seasonal flooding impacts the area, presenting a challenge to any development

plans. Until stormwater management efforts are employed to mitigate seasonal

flooding, the potential development opportunities of this study area cannot be

fully realized.

Addressing the seasonal flooding challenges by implementing an urban

stormwater management district will enable parcels adjacent to the new

commuter rail station to be a destination with development opportunity. By

using the leverage of the neighboring institutions, an office campus including

commercial and research/laboratory space will support the innovative and

academic pursuits of both TCU and Paschal High. Also complementing

Paschal High School’s exceptional academics and athletics, a mixed-use

championship soccer stadium will be proposed on the study area to create a

destination for both innovation and recreation.

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TexasChristianUniversity

LEFT:Highlightedopportunities

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ExampleofexistingretailalongBerryStreet

UrbanVillagePlanpreparedbyHOKin2007

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Consensus Development Plan

III.VILLAGE PLANNING

Consensus Development Plan

In anticipation of the TCU-Berry commuter rail station, two plans prepared by HOK and

URS have considered this area, concentrating on the Berry Street and parcels within a

walking distance of the transit station. Both suggest a mixed-use development for Berry

Street, but suggest modest increases in development density. Neither one of these plans

take into consideration the seasonal flooding challenges.

The main goal for both of these plans is to enliven Berry Street to better connect the

future commuter rail station to both Paschal High School and Texas Christian University.

Mixed-use retail and parking towards the rear of new development is suggested. Mixed-

use building prototypes were also suggested, but do not fit within the context of the area

and are located on parcels that are prone to flooding. These plans do not reflect the true

potential of this area.

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ProposedTCU-BerryStationSite

The T 25 TCU/Berry Station Area Plan

Figure 10: TCU/Berry Station Area Framework Plan

LEFT:CommuterRailStationPlanpreparedbyURSin2003Both plans also omit Paschal High School from any potential development. Paschal

High School is located on the largest site closest to the train station with a single owner

and has great development potential. By omitting this parcel as a location for potential

redevelopment, the plans are limited just along Berry and the smaller parcels near the train

station to create a dense, compact and walkable neighborhood. By utilizing the Paschal

High parcel, a more dynamic and effective plan to promote walkable urbanism can be

suggested for this site.

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RIGHT:Inundationmapdepictingparcelsmostaffectedbyseasonflooding.MapandimagescourtesyoftheCityofFortWorth.Redlinesindicateexistingstormwaterinfrastructure

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There are major challenges towards achieving walkable urbanism in the TCU-Berry Street

study area. Most importantly, the seasonal flooding impacting the area must be addressed

in order to protect existing and future infrastructure including the rail right of way and the

future train station. Infrastructure must be protected in order to justify the viability of the

development of this area along Berry Street and near the station. Parcels one block north

and one block south from the future commuter rail station flood fifty percent of the time

during intense seasonal weather events.

The pipe infrastructure constructed sixty years ago must be supplemented with facilities

that have increased stormwater retention capacity to relieve the current infrastructure.

Flash flooding poses a serious threat to the safety of both residents and their property.

Without expanding the stormwater filtration capacity, no development is safe from flooding

and may prove to decrease property values along Berry Street near TCU, Paschal High

School and the future commuter rail station.

Though Paschal High School has been identified as the largest parcel under single

ownership closest to the future train station, there are challenges in acquiring this site.

As identified by the City of Fort Worth, Paschal High School is not only a part of the

Independent School District, but it is a premier public high school with an excellent

academic reputation. It is a respected institution providing a curriculum of advanced

courses and preparatory courses for the college bound not offered to all high schools

in the city. Reorganizing this parcel for future development and capitalizing on its

adjacent uses may be more difficult due to the neighborhood support of this school

and the challenge of relocating both the school’s playing fields and student body during

renovation and/or reconstruction of the school’s campus. The school district would need

an appropriate proposal that works financially for all parties if they are to consider any

development its good location.

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Forest Park-Berry Watershed

´ 0 0.5 10.25Miles

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This proposal creates a stormwater management district acting as both a policy and

program, to employ several stormwater management strategies to reduce the impact

of seasonal flooding in the neighborhood. Stormwater management districts are

traditionally regional in context, encompassing an entire watershed. Within a stormwater

management district several facilities can be combined to make a difference in protecting

infrastructure by increasing water infiltration and retention, while encouraging public

awareness and resident participation in addressing neighborhood flooding due to

stormwater management. The TCU-Berry study area could greatly benefit from an

urban stormwater management district that plays an integral part within the watershed

to maximize water infiltration and retention to protect surrounding residential units by

utilizing street infrastructure, commercial and institutional uses. Fort Worth currently

charges a stormwater utility fee and the funds from this revenue stream could be applied

to watershed and stormwater management district to improve infrastructure and promote

public awareness. One such program could be a program coordinating residents and

volunteers to plant rain gardens throughout the area. This urban stormwater management

ExistingstreetimprovementsalongBerryStreet.

RIGHT:SectionofBerryStreetshowingimprovementtoprovidestormwatermanagementfacilities

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PaschalHighSchoolplayingfieldscanbeusedasatemporaryretentionbasinduringlargerainevents.

district model can be replicated throughout the City of Fort Worth in neighborhoods who

face similar issues. Though these efforts may not solve the stormwater management

problem, it reduces the risk to residents and their personal property in the interim until

more substantial stormwater infrastructure and facilities are proposed further upstream

to mitigate the problem more effectively. Demonstration projects will be implemented

using Fort Worth’s existing stormwater management utility fee. The following projects are

suggested for the area:

• Improved street infrastructure that installs bioswales and produces greater

amounts of permeable surfaces

• A program to subsidize rain barrels for all residences

• Encourage rain garden landscaping on all commercial properties

• Promote community garden space

• Install permeable pavers for all surface parking

• Plant trees along all streets throughout the district to increase infiltration and

provide shade

• Install retention facilities, whether they are permanent water features or temporary

holding basins, where appropriate

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1

OPPOSITE:Phase1stormwatermanagementIn Phase 1, the stormwater management issues should be addressed by reorganizing the

school’s playing fields into a stormwater retention facility. By sinking the field plane 3 feet

below grade, the fields can retain ten million gallons of rain water. Phase 1 also includes

the development of the train station and supporting parking structure creating an attractive

destination for commuters. Berry Street will also benefit from improvements including

large median bioswales, street trees and pervious pavers for on-street parking. Phase 2

will continue to address the stormwater issues by constructing underground stormwater

retention facilities beneath structured parking and continuing on-street improvements to

increase water retention through bioswales and pervious surfaces.

An office building will be constructed adjacent to the commuter rail station, enabling a car-

less and walkable commute for those who work there. This office will also front Berry Street

with available space for a coffee shop on the lower level, enlivening the street.

A new hotel is introduced on Berry Street, with the goal of developing the train station into

a true destination that relates to TCU. The closest hotel to TCU is a fifteen minute drive

away, requiring visitors to rely on an automobile to travel and stay near TCU. Locating a

hotel within a 25 minute walk down Berry Street is a great option for major TCU events

including graduation, homecoming and major sporting events. Conference space in the

hotel will be very useful for TCU, future office, commercial, retail and research tenants to

hold private events. Also across the street are two research and laboratory facilities that will

provide space for the expansion TCU’s science departments and/or local science related

businesses. College campuses nationwide are facing scarcity of campus land due to

increased student enrollment and providing development potential for TCU to extend their

facilities, academic or otherwise further eastward and closer to public transit would be a

great expansion opportunity. Paschal High School’s current building and practice fields will

remain in Phase 1 in order to minimize the disturbance to the academic schedule and allow

the school to continue the most important functions for as long as possible.

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In Phase 2, Paschal High School will be renovated and built a new campus that will better

complement its current academic needs. The high school playing fields, though, will be

relocated outside the study area but within the neighborhood to parcels upstream that will

serve as retention facilities that will better mitigate the neighborhood flooding. One practice

soccer field and open courtyard space will be available on the Paschal High campus.

A championship soccer stadium integrated into a mixed-use retail will be built below to

complement Paschal High’s exceptional athletic program. This facility is meant to be jointly

used by the high school, TCU and other sports programs throughout Fort Worth. This will

be a unique facility, creating a destination where spectators from all over the city and region

can access using the new commuter train. Lastly, retail along Berry Street across the street

from the stadium will be developed to enliven the corridor.

NewboulevardvistafromthenewcommuterrailstationtotheofficeparkcampusdownTownsendDrive

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-NewPaschalHighCampus-Championshipsoccerstadium

-Newretail(190,000sf)-Newofficecampus(408,000sf)

-Structuredparkingandretentionfacilities-ImprovedinfrastructurealongBerryStreetandTownsendDrive

300 ft

URBANJOBS

Keeping jobs near where people live is an important issue as metropolitan areas continue to spread out. It is often a long commute outwards for people who live in the inner part of the city. For some people who live there, jobs are out of reach. Community Colleges have an important role in training the urban work force. Tarrant College in the Fort Worth region has five locations with diverse course offerings designed to help people become productive workers. But there are sometimes gaps between courses and the experience necessary jobs.

Another typical problem is that job centers in urban areas are often located where the people who work there can’t afford to live. Again the problem is a long commute, this time from housing on the urban fringe into the central job location.

The City of Fort Worth asked us to look at two situations related to creating and maintaining the urban work force. They identified the south campus of Tarrant College, which is situated on a large, partly vacant tract of County owned land, as a possible site for an industrial park where jobs could be related closely to course offerings at the College. Our proposal shows that the site is an excellent location for an industrial park, but its advantages have not visible in the marketplace because the site is publicly owned. However, because the site is publicly owned, the job development campus must clearly serve a public purpose. The City also asked us to look for opportunities to create new housing near the Naval Reserve Base, one of Fort Worth’s largest employers. People who work at the base often must commute an hour or an hour and half each way, every day. Having housing close by has been identified as important issue in keeping the base in Fort Worth. There turns out to be available land right near the main gate to the base, mostly in the Village of Westworth, an independent community within Fort Worth. Our proposal shows how the land could become two new residential neighborhoods with housing keyed to the needs of people who work at the base.

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4 LEARN AND EARN CAMPUS

Campus Drive,/TCC South

Alaleh Rouhi

Tarrant County College offers many job training courses. Its south campus is

part of a large county-owned tract with a substantial amount of vacant land.

This land is situated at an interchange of I-20, the ring-road around the city,

and one interchange away from the junction of I-20 and I-35, the NAFTA

corridor. This is a prime location for industrial development. The concept

creates a work-force development site based on the potential synergy between

the already existing resources and substantial vacant land available.

The proposal is for a walkable business campus that provides flexible facilities

that can be used for manufacturing, distribution, offices, or research while

providing access to the job development courses offered by Tarrant County

College (TCC). At the core of the business campus is a walkable center,

which supports the college, the existing Veterans Administration clinic, and

the proposed business park. Green infrastructure and restoration of the

natural environment are also part of the proposal, showcasing the potential for

developing sustainable and green jobs.

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SitelocationalongthehighwayI-20onlyoneexitawayfromitsintersectionwithNAFTAHighway(I-35)

The ultimate goal is to help stabilize Fort Worth’s inner city neighborhoods by training

community leaders, promoting and generating job and career options, and educating

residents about reducing their energy usage. The Learn to Earn concept is designed

to encourage students to enroll in higher level education so that they may be better

equipped with skills to help prepare the incoming workforce for available jobs in Fort Worth

metropolitan region. This proposal also strives to create greater awareness of the exciting

career opportunities with local companies and to encourage students to consider entering

these careers.

This proposal has three goals. First, it seeks to promote industrial development by

establishing an industrial park. Second, it protects nearby residential areas from

encroachment by commercial and industrial uses. Third, it attracts highway-adjacent

commercial uses that will result in a development that has lasting value.

EXISTING CONDITIONS

The study area for this proposal is approximately 1,182 acres, located south of downtown

Fort Worth near two main highway corridors and a rail freight line. The location is at an

interchange of Interstate 20 and Interstate 35. Interstate 20 is the ring road around

the Dallas-Fort Worth Metroplex and I-35 is also known as the NAFTA Highway or Mid-

Continent Trade and Transportation Corridor which extends from Mexico through the U.S.

to Canada.

The site is bounded by I-20, local roads and freight lines. The west side of the site is

bounded by a tributary of the Trinity River that irrigates Carter Park on the western edge of

the study area. The topography ranges to 131 feet of elevation with the prison sitting at the

highest point of the site.

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LEFT:Streetsectiontypes

Campusdrivestreetscape(mainBLV.)-section

15 ft

106 ft68 ft44 ft

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The proposal suggests three types of development: industrial, educational, and green

infrastructure. Industrial uses include an industrial park with a work-force development

center, offices, warehousing , and flexible industrial space, as well as an automotive

technology shop and medical devices workshop. Educational-related development

includes an expansion of TCC facilities and the previously mentioned automotive shop

that can serve as a hands-on classroom. Green infrastructure includes a public park that

doubles as stormwater management facility, urban agriculture and nursery, green parking

and green roofs, and an urban forest that functions as a buffer between the prison and

surrounding buildings.

The site would also be an exemplar of green design with the goal of supporting and

promoting a more sustainable lifestyle while educating the future workforce, and creating

public awareness to both residents and the city by showcasing sustainable development

and green jobs.

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5 A WORKFORCENEIGHBORHOODNEAR A MILITARY BASE

Fort Worth Naval Air Station

Jaekyung Lee

For almost seven decades, the Naval Air Station (NAS) Joint Reserve Base

(JRB) Fort Worth has been an integral force in the City of Fort Worth. It has

been a source of great community pride and a station that has contributed to

national defense efforts. Despite its reputation and important role in the city as

a major employer, the base fails to provide the amenities it needs to support

the on-base employees. There is little housing provided on or near the base

and most employees commute daily by automobile over an hour everyday.

Solving the workforce housing problem is critical to keeping base operations

in its current location and reducing the commute time for employees. This

proposal aims to solve this issue by suggesting two walkable residential

neighborhoods near the base, utilizing existing vacant land and a design to

accommodate nearly 1,000 more units of housing within an affordable price

range for NAS employees. These two neighborhoods are linked by a mixed-

use urban village located at the main entrance gate, created from restructuring

an existing intersection. This urban village will house a new elementary school,

community center, and a park system to provide amenities for residents and to

integrate the new neighborhood into the surrounding community.

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LOCATION

Covering 443 acres, the City of Fort Worth Naval Air Station is located six miles west of

downtown Fort Worth and 4 miles immediately south of Lake Worth in Tarrant County. The

study area is located near the intersection of State Highway 183 and Interstate-30. NAS

Fort Worth has been occupied as a military since 1941. In 1993, the base underwent a

Base Realignment and Closure (BRAC) process and the site was converted to NAS, JRB in

1994.

The land use in the southwest portion of the study area are more suburban in character,

and is a mix of commercial uses (fast food restaurants, Sam’s Club and Walmart) and

some residential development. A private golf course sits on northwest side of the study

area, adjacent to the commercial strip along Highway 183. The remainder of the study area

is primarily vacant with some scattered single family residential land uses and a church.

Winding through the site is a river tributary that eventually discharges to the Trinity River

that flows through downtown Fort Worth. Lastly, there is an interchange in the middle of

the study area that connects the site to the region. However, there are plans to move the

military base entrance causing the interchange to be underutilized with very little traffic.

OPPORTUNITIES & CONSTRAINTS

The NAS JRB base has been an important asset to the City of Fort Worth for decades. It is the third largest employer in North Central Texas and employs civilians as well as those serving on active duty, the National Guard, and Naval Reserve as well as more than 150,000 retired military personnel throughout the region. The installation has also played a major role for local economy proving an annual economic impact of approximately $4.2 billon. NAS base plays an important role not only for national defense but also for local and regional economy.

MILITARY HOUSING REQUIREMENTS

2006 2009 2014

TOTAL 2,779 2,392 2,740

MILITARY FAMILY

HOMEOWNERS

RENTERS

2,059

652

1,327

1,788

707

1,001

2,061

787

1,274

UNACCOMPANIED PERSONNEL

HOMEOWNERS

RENTERS

691

68

517

578

79

397

650

92

445

Existinglanduse

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DETAIL PLAN

One proposed neighborhoods is located east of the golf course. Single family homes will be located around the district center which will include an elementary school surrounded by townhouses. Single family homes with wide pedestrian streets and open space are also being proposed on the eastern edge of the residential neighborhood. Moreover, by locating commercial development and a church adjacent to the main street, traffic will be reduced in the residential areas.

The other neighborhood,planned for the southwest area will include mixed-use buildings along the main street. There is heavy traffic flow on the main street, and these traffic congestion issues must be addressed. The mixed-use buildings will have underground parking, commercial and office uses on the first floor and residential on the upper floors. These buildings will bring more varied and interesting life by introducing multiple uses. They will also create the opportunity for people to live close to their place of work. Also within the study area, a community center and three stories apartments with semi-underground basement parking lots will be constructed. Through the basement parking system, automobiles will be blocked from entering into the community and it will make the neighborhood safer and more comfortable.

Finally, the interchange at the center of the study area will be replaced by a street intersection. The existing underpass will be used as only as a pedestrian underway to connect the two communities and the greenway. The new intersection will provide safer and more convenient traffic flow between highway 183 and Pumphrey Drive, eliminating an excessive amount of underutilized land and dangerous traffic conflict areas caused by the interchange. The underpass will be only for pedestrians and will be essential link to connect two separated communities and will be the development that will restructure the space.

Transportationsystem

Greennetwork

Structureplan

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RIGHT:Aerialviewofmixed-usecorridor.Thismixedusedistrictoffersaharmoniousmixofresidential,commercialandretailvenuesduetothecommunity’sfocusonwalkabilityandhumanscale.Theareaisafocalpointwhereresidentsandvisitorsgathertoworkandplay,helpingtosustainthespecialsenseofcommunityandplace.

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RIGHT:Greenspaceisanopenspacewheremeetscitycontinuously.Ifblocktypeofparkgrowsintothecitylengtheninglikealongthread,thepossibilityoflineargreensitewillextendsthevalueasurbanparkoropenspace.Greensoftheareainspireslifeandvitalityfacingwithcity,andencounterswithpeople.Linearopenspacefaceswithwaterandnaturewheneverandwherever,andamplifyperformanceandarts.

Keymap

OPPOSITE:Illustrationofnewparkspace

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RIGHT:Diagramofstreetandpedestriantunnel

OPPOSITE:Illustrationofpedestriantunnel

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CONCLUSION

Overall, the most urgent and important issue on the study area is to provide enough

available land to meet the housing needs of the military base. The majority of the base

employees have long daily commutes causing traffic congestion which may be causing

the base to consider moving their retail and housing off-base due to the security risks

the traffic brings on-base. There needs to be a happy medium between providing the

amenities the base employees need, while reducing traffic congestion to improve safety

and security in and around the base.

For these reasons, the proposed two residential communities will be a great opportunity

not only for the workers but also surrounding communities. Approximately 1265 units will

be provided and it accounts for about 46% of the military housing requirement in 2014.

Furthermore, this project is built to a walkable scale, where visitors and residents alike can

find everything they need on-foot while experiencing a friendly, close-knit community. This

suggestion will be a great example of a military base neighborhood that retains the benefits

of walkable town life, while remaining an important community in a metropolitan area.

It is through this proposal that NAS Fort Worth will become a wonderful place to live, work

and shop, offering diversity in housing, amenities, and services.

Landuse

PROGRAM SUMMARY

MF Residential 450

SF Residential Attached 380

SF Residential Detached 155

Mixed Use Residential 280

Commercial 605,484 sf

Institutional 400,752 sf

Public Open Space 51 acres

Parking 1220 spaces

OPPOSITE:Aerialviewofsitemassing

URBANLIVING

Urban neighborhoods with a mix of housing types, and with schools and convenience stores in walking distance, were standard in the first part of the 20th century. More recent development is likely to be in housing subdivisions, where all the houses are the same size and price, and schools and services are a long way away. Today older urban neighborhoods have become a first choice for many buyers, a competitive advantage for cities.

The City of Fort Worth asked us to look at two situations which could be desirable opportunities for urban living. The first is along Camp Bowie Boulevard, where an over-extended commercial strip has many vacant stores and buildings. The strip separates two residential neighborhoods to the southwest of a cluster of development which the City has already designated an urban village. Our proposal shows how the street can be landscaped to be more in keeping with residential development, and how new and desirable town houses and apartments can be introduced along the street which will add choices to the existing single-family house pattern, allowing children to stay in the neighborhood and older people to move down to a more manageable housing without losing long-established neighborhood connections.

Fort Worth South is a large area immediately south of downtown which contains a mix of older commercial and industrial buildings, many of them now vacant or under-used, and pockets of older houses and apartments. The location makes it a prime candidate for urban living, and a planned new streetcar will enhance its connections to downtown. Our proposal demonstrates how apartments and town-houses, supported by parking and street improvements, can be introduced into Fort Worth South. We started with the area closest to downtown, along the proposed street-car route, showing how existing employers can stay in business, while the area is transformed into a desirable place to live.

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6 WALKABLE NEIGHBORHOOD FROM A COMMERCIAL STRIP

Camp Bowie Boulevard

Karen Thompson

Camp Bowie Boulevard is zoned for commercial development in a narrow strip

pattern which backs up closely to desirable residential neighborhoods. The older

part of the commercial district can become part of a compact, walkable mixed-

use center, but much of the rest of the strip is not doing well, with vacant buildings

and low-quality uses. The strip also interrupts what was once a coordinated

design for the neighborhoods on either side. Land in this less successful part

of the strip can be converted to townhomes and apartments that will support

the remaining commercial uses, and add a desirable mix of other housing types

to the existing single-family neighborhoods. A program of separately financed

parking garages can support the apartments and commercial frontages. The

public open space and landscaping plan for streets and sidewalks shows how

to knit the neighborhoods together again and support walkability.

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CAMP BOWIE BOULEVARD

Camp Bowie Boulevard runs southwest through the City of Fort Worth from University

Drive in the city’s Museum District, through I-30, to 183 where it continues south as

Route 377. Camp Bowie Boulevard is under the jurisdiction of the Texas Department

of Transportation. The street has historic significance for Fort Worth as it was once a

main thoroughfare for a World War I Army Training Center. As Fort Worth expanded,

Camp Bowie Boulevard extended further southwest of the city. Historically, a street car

traversed Camp Bowie Boulevard, but was removed in the 1950s. Residential and retail

developments sprung up along Camp Bowie Boulevard in line with the city’s expansion

immediately before and after World War II. The western portion started to develop in the

1950s, and continued has continued since then.

The study area focuses on an approximately one mile segment of Camp Bowie Boulevard,

around the 1940s Ridglea retail and residential development and historic Ridglea Theater.

The study area is approximately five miles southwest of downtown Fort Worth. Several

buildings from the original 1940s development are extant while others, including motor

courts and a 1950s department store have been demolished. The current development

pattern along Camp Bowie in the study area includes large-footprint stores set back from

the road with abundant expanses of surface parking, as well as fast food restaurants and

drive-through banks. There is limited bus service along the street which is a six-lane arterial

with turning lanes. The conditions found along Camp Bowie Boulevard are typical in the

United States, making this study area an ideal prototype for similar situations elsewhere.

EXISTING CONDITIONS

The corridor is lined with commercial buildings. The northern portion of the study area

features a recently designated historic theater; across the street are related retail buildings

dating from the same time period. There is also a 1940s church and a Modern former

AphotographoftheRidgleaTheater,ca.1951.Thetheaterwaspartofanearlycommercialdevelopmentinthestudyarea

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AviewoftheRidgleaUrbanVillagesectionofCampBowieBoulevard

Animageofthemid-centuryModernistbuilding,designedbyaHouston-basedarchitecturefirmin1956.PhotocourtesyofEric

Green

insurance building, designed by a Texas architecture firm in the late 1950s. There are

several retail centers and strip malls, which have been recently renovated. A prominent

feature throughout the study area is the surface parking surrounding the commercial and

retail buildings. The southernmost portion of the study area is a vacant big-box store and a

gas station. Another vacant parcel sits across the street where a 1950s department store

building was demolished for a proposed strip mall shopping center that has yet to move

forward.

Urban Village

The northern segment of the study area also contains portions of the Ridglea Urban

Village, as designated by the city of Fort Worth. Urban villages are areas approximately

one square mile that are designated and zoned for high density, mixed-use development

to encourage transit and pedestrians. With these urban village designations, Fort Worth

aims to encourage redevelopment in older commercial areas while preserving the

area’s heritage. In 2007, HOK drafted a plan for the Camp Bowie urban village, defining

its boundaries, suggesting future development locations, and establishing character

guidelines that drew from both the historic development along the corridor as well as from

contemporary sources.

Form-Based Code

Gateway Planning, a private consulting firm, drafted a form-based code for the segment

of Camp Bowie Boulevard for the 2.5 mile section of the street south of I-30. The code

specifies different zones and designates minimum and maximum heights and setbacks, as

well as land uses. The proposed interventions in this proposal work within the form-based

code but deviate from the maximum height of three stories in the southernmost portion of

the study area by proposing five-story apartment buildings. Five-story apartment buildings

are easier for developers to implement while still using stick construction methods.

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Business Improvement District

In 2000, businesses along the entire stretch of Camp Bowie Boulevard formed Camp

Bowie District, Inc., a business improvement district. Initially intended to serve as a

revitalization and beautification effort, the organization hosts events and undertakes

various advocacy initiatives to increase economic activity along Camp Bowie. Camp Bowie

District, Inc. has divided the district into four sub-areas, each with their own branding. The

study area is within the “Ridglea” sub-area, as defined by Camp Bowie District, Inc., and

gives the following description of the sub-area: “The architecture of Ridglea has a 1940s

Mediterranean style influence and is home to shopping and dining destinations as well as

commercial businesses.”

DESIGN CONCEPT

Changing the Character of Camp Bowie

To transform this wide, auto-oriented corridor into a multi-modal street into a vibrant and

walkable neighborhood, Camp Bowie Boulevard must be redesigned so that residents and

visitors are encouraged to use this area as pedestrians. Increasing the greenspace along

the corridor will be a key factor in changing Camp Bowie to become a more walkable

place. By adding additional buffers, more street trees, along with new housing typologies

to create density, Camp Bowie Boulevard can truly transform to meet the needs and

desires of the residents.

Surfaceparkinglotonthegrocerystoreparcel

Thesouthernportionofthestudyareahasvacantandunderutilizedparcelswithredevelopmentpotential

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TypicaldevelopmentalongCampBowieBoulevard:astripcentersetbehindalargesurfaceparkinglot

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Bringing Density to the Corridor

The intervention proposes greater residential density, following two completed projects

that introduce apartments to the single-family neighborhood. This density is achieved with

apartments and townhouses, housing typologies not typically found in this area. These

housing typologies provide more choice and will draw a variety of residents, from young

singles to families to older adults looking to downsize. By redeveloping larger blocks

that are either vacant or underutilized along Camp Bowie Boulevard, the character of the

existing neighborhoods north and south of the corridor can be maintained while still adding

the necessary density to support walkable development.

Apartments/Lofts

Apartment buildings are key to this proposal to increase density. Throughout the study area

we propose a five-story apartment building with elevator, interior courtyard, and parking

garage. The fifth floor houses larger “penthouse” units while the other floors feature studio,

one bedroom, and two bedroom options to meet a variety of housing needs and incomes.

Townhouses

The north side of Camp Bowie Boulevard has two blocks of existing 1940s housing,

separated from the road by a twenty-five foot landscaped buffer and access road.

Our proposal retains and extends this buffer along two narrow vacant or underutilized

parcels and proposes townhomes for these lots. These townhouses feature detached

rear garages, accessed by alleyways that also provide a buffer for the single family

neighborhood immediately adjacent. These garages are two stories, with a small apartment

or “granny flat” as the second story. This type of unit also increases density without

detracting from the character of the existing single-family neighborhoods.

AviewofTHeRidgleaUrbanVillageportionofCampBowieBoulevard

OPPOSITE:IllustrativePlanshowingfullbuild-out

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Existingresidentialatthesouthernendofthestudyareaissetbehindwidegreenbuffers

Mixed-use

In the center of the study area is a recently remodeled grocery store with surface parking.

Rather than demolishing the store and redeveloping an empty parcel, which would

eliminate the only nearby grocery store for the neighborhood, the proposal instead fills

in the lot with mixed-use buildings, a parking garage, and a small surface parking lot

screened with trees. The first floor of the mixed-use buildings will provide retail space

that lines the parking lot, with a wide sidewalk for pedestrians and shoppers. The surface

parking lot, attractive for the grocery store, is concealed by trees. Four floors of residential

units sit above the retail.

Active Adult/Senior Housing

Demographic research suggests that neighborhoods near the study area are home to

many adults who are retirees and “empty nesters,” which have grown children who have

moved out of the neighborhood and into their own homes. As these adults grow older,

many seek to downsize to smaller residences. By providing “active adult” and senior

housing units, this new housing choice allows neighborhood residents to stay in the area

and provide an option to ‘age in place’. These residents will enjoy a walkable neighborhood

where they can run errands safely and comfortably, without relying on a car.

GREEN CONNECTIONS

Attractive streetscaping is essential to creating a pedestrian realm that is inviting and

encouraging walking along Camp Bowie Boulevard. Shaded pedestrian areas are

particularly important the Fort Worth, Texas climate, where high temperatures and sunny

conditions can make unprotected walking uncomfortable and undesirable. The business

improvement district already in place in the study area has made great strides in planting

trees and adding other plantings. Our proposal seeks to improve upon these initiatives.

Bird’seyeviewofCampBowieBoulevardproposal

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AstreetsectionshowingCampBowieBoulevardwithgreenbuffersadded

The landscaped, buffers, medians, and green spaces also serve stormwater management

functions as there is a small runoff issue in the area. Creating more landscaped areas will

allow for greater retention and prevent flooding.

A variety of native vegetation will be added to the center medians along Camp Bowie

Boulevard and the southern portion of the study area. Additional trees should be planted

along the sidewalks to create a comfortable pedestrian environment.

Providing shade and landscaping along Camp Bowie Boulevard is just one way to establish

green connections throughout the study area. Improving the pedestrian environment along

the streets that connect the Boulevard to the northern and southern neighborhoods is

also vital to creating a walkable neighborhood center. Vegetated medians already exist

along Bernie Anderson Avenue leading to a country club. This proposal calls for additional

vegetated medians along Ridglea Avenue north of Camp Bowie Boulevard, creating a

connection from the neighborhood park to the north to the country club to the south.

Street trees should also be planted along other north-south streets within the study area.

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AsectionofthegrocerystoreparcelwithanewresidentialbuildingandadditionalgreenbufferonCampBowieitself

Asectionshowingthefirstphasewiththenewresidentialbuilding,itsparkinggarage,andthescalecomparedtoexistingsingle-family

housing

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PHASING

The first phase begins with the redevelopment of the southernmost portion of the study

area, where the vacant big box store now currently sits. This redevelopment will include the

creation of the green buffers and a five story apartment building. The building will be set

back behind the green buffer, an access road, and a wide sidewalk. The redevelopment of

the narrow, vacant parcel across the street, as well as the underutilized commercial parcel

next to it, into townhomes also occurs during the first phase.

The second phase of redevelopment includes the lot next to the vacant big-box store. This

parcel is currently a site for storage units. The construction of another apartment building,

located on the parcel adjacent to the Modernist mid-century insurance building is also

part of this phase. This Modernist building is retained because of its unique architectural

character which contributes to the overall character of the corridor.

The third phase of the proposal includes the infill of the grocery store parcel with retail and

residential mixed-use buildings, the apartment buildings at the rear of the Village at Camp

Bowie parcel, as well as a row of townhouses adjacent to the church. This phase also

includes the construction of a new building and plaza at the corner of the Ridglea Theater

parcel. The plaza will serve as public space and a place for those attending performances

at the theater may sit before or after a show. The building may house a restaurant and

bar, taking advantage of its proximity to the theater. The entire space can serve as a new

gateway for the Ridglea urban village and to the new, walkable neighborhood created as

part of this proposal.

CONCLUSION

As noted, the form of Camp Bowie Boulevard’s built environment can be found in most

cities across the United States. The large parcels assembled for big-box stores that line

auto-oriented corridors present opportunities for redevelopment closer to the central

Phase1includingredevelopmentofvacantparcelandconstructionoftownhouses

Phase2withdevelopmentofadditionalapartmentbuildings

Phase3includinggrocerystoreparcel,additionaltownhouses,activeadultapartments,andgatewaybuildingandplaza

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city. By increasing the density in these types of environments without overwhelming the

existing single-family neighborhoods bordering these commercial corridors, we can provide

additional housing choices for people who are looking for affordable homes without moving

to the sprawling edges of cities.

Adding residential to these commercial corridors helps to re-knit together the

neighborhoods severed by these wide roads. Tying these neighborhoods together with

additional density allows for additional local serving retail for nearby residents who can walk

or bike to the stores, rather than larger footprint retail that might attract customers who

drivers from farther away. “Greening” neighborhood streets creates a pleasant environment

that encourages pedestrians and cyclists from the neighborhood. Trees and other

vegetation beautifies the area as well as provides shade, stormwater management, and

other environmental benefits.

LEFT:Illustrationoftheredevelopedgrocerystoreparcel

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7 BEGINNING A NEW NEIGHBORHOOD NEAR DOWNTOWN

South Main Street

Akua Nyame-Mensah

The northeast section of the Near Southside region, located just south of

downtown Fort Worth, is currently a mix of industrial and service commercial

uses, with many vacant buildings and properties. It is a location that is ideal for

a residential neighborhood because of its proximity to downtown Fort Worth’s

restaurants, theaters and SunDance Square. The City of Fort Worth is planning

a modern streetcar to better connect this area to downtown and regional

transportation. This proposal creates a transit-ready infill residential neighborhood

and restaurant area similar to the Uptown neighborhood, near downtown Dallas.

Our proposal demonstrates a starting point for a new neighborhood, clustering

new modular apartments and townhouses with pockets of public open space

and paths that are supported by separately financed parking garages. By

establishing a mixed-used community alongside South Main, the proposal aims

to revitalize the northeast section of the Near Southside area into a walkable,

urban neighborhood near downtown Fort Worth.

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THE PERFECT LOCATION

Located within walking distance to downtown, the northeast section of the Near Southside

area, that will be referred to as the South Main area in this proposal, is bordered by three

primary streets: Vickery Boulevard to the north, Jennings Avenue to the west and South

Main Street to the east. North Broadway Avenue borders the proposal area to the south.

South Main Street, once a vibrant retail corridor, was the heart of the Near Southside

neighborhood but became riddled with crime and high vacancy as the city continued to

expand outwards. The area was also unfortunately cut off from downtown by an elevated

highway. The city has made an effort to better connect South Main Street to downtown

once again. Well-protected pedestrian walkways line South Main Street, and Jennings

Avenue to the west, as both streets come under the elevated highways. The northern

portion of the South Main area is also connected to the Trinity Railway Express Train with

service to downtown Dallas and hopes to be connected to the rest of Fort Worth by a

modern street line. Redevelopment and two medical districts also currently surround the

area. By providing a range of housing options and spaces for community amenities, this

proposal takes advantage of the South Main area’s perfect location and demonstrates how

residential urban infill can be the first steps in attracting private development and bringing

the South Main Street retail corridor back to life.

FOCUSING ON REDEVELOPMENT

The South Main Street area not only has a unique location but also is covered by Fort

Worth South Inc., a private, member-funded, non-profit development organization that

is dedicated to the revitalization of the entire Near Southside region. Forth Worth South

Inc. was established in 1996, has been involved in urban renewal throughout the Near

Southside region and has over 300 members. Since successfully implementing a

strategic plan for the Southside Medical District, Fort Worth South Inc. has been involved

in developing vision plans and form based code for the entire Near Southside region. With

Close-upofexistingbusinessesandamenitiesintheproposalarea.ThismapillustrateshowtheproposalareaiswithinaTIFDistrictand

connectedtotheTrinityRailwayExpress.

OPPOSITE:Thedevelopmentcontextoftheproposalarea.Themaphighlightsthenumerousorganizationsandbusinessesthatare

membersandfinancialsupportersofFortWorthSouth,Inc.

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HighwaydividesNearSouthsideareafromdowntown.ThisistheviewdownSouthMainStreet.

ExistingamenitiesalongVickeryBoulevard

RIGHT:HistoricApartmentsandBranchSmithPrintingBuildingstotheleft,vacantlottotherightwiththeFortWorthSkylineinthebackground.ThesebuildingsarealongSt.LouisAvenue.

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important buildings in the South Main Street area include two places of worship to the

south of the proposal area: Broadway Baptist Church and the historic Temple Beth-El.

Currently the area has some open space, as much of the interior land is open, vacant

land. There is also a lot of surface parking. These parking lots are especially well used

on particular days and times during religious services but are mostly empty during the

remainder of the day, even with two light industrial printing companies. The proposal

outlined in this chapter takes full advantage of the area’s vacant land, higher density zoning

and proposes a set of different housing types that could be inserted throughout the South

Main Street area without greatly disturbing existing character while supporting the existing

historical, cultural, retail and light industrial uses.

OPPORTUNITIES

Municipalities receive a higher return on mixed used development that is closer to urban

areas over single use and sprawling development. Urban infill consumes less land and

does not increase municipality investment on public infrastructure. The South Main area is

ripe for redevelopment and the proposal suggests a variety of development components

that would focus on creating a stable neighborhood to anchor the former South Main retail

street.

COMPONENTS

To transform South Main into successful mixed use, infill neighborhood the proposal

suggests a toolkit of ‘insertable’ development options that include a diverse set of higher

density housing typologies. The components in the proposal include: (1) townhouses with

alley access, parking space and a private garden; (2) Texas Doughnut Apartment with

a private courtyard; (3) maisonettes, or three-level flats with internal stairs, that can be

attached to garages; (4) walk-up Apartments that can be linked or separated; and most

ThisistheviewdownDaggettStreettowardsSouthMain.TotherightistheCockrellPrintingBuilding.Thisphotoillustratessometheconstraintstherearetoprovidingenhancingthepedestrian

experiencealongsomeoftheexistingbuildings(especiallyalongtheCockrellPrintingBuilding)asthisparticularbuildingshasashallow

setbackandimposingfacade.

ViewdownVickeryBlvd.TotheleftistheParkandRideandtotheleftisabuildingthattheneighborhoodwouldliketopreserve.

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the proposal, there is also a pedestrian-only street within the middle of the South Main

Street area to provide a space for community gatherings. The incorporation of natural

amenities into the proposal will help brand the area and also increase property values.

A line of townhouse will front the pedestrian only street above West Dagget Avenue.

These green spaces could also provide spaces for natural infiltration during large rain

events. Maintaining a tree canopy along all streets in the neighborhood will increase the

neighborhood’s value and provide shade. Providing green spaces could be an important

attractor to young, more creative individuals who could be a good population to attract to

the South Main neighborhood.

PHASING

Without the structure parking, the proposal could not be achieved. These structures

would provide shared parking for both the residents, employees, church and temple-goers

and retail customers. The proposal suggests that they can be financed independently or

through other financing options available through the non-profit organization, Fort Worth

South Inc. Reducing automobile traffic on the street will ensure that pedestrians will be

able to use the small pockets of green space proposed and that the streets will be able to

accommodate of variety of transportation modes safely.

Developing the townhouses and maisionettes, attached to the garages, will be the next

step in the proposal, followed by the walk-up apartments. Lastly, the ‘Texas Doughnut’

should be constructed.

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Illustratedsiteplanfortheproposalarea.

A.StructuredGarageB.TownhousesC.MaisonetteD.Walk-upApartmentE.TexasDoughnut

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Type Number SquareFootage Parking

Townhouses 41 1,000ft2x3floors On-site

Maisionettes 6 750ft2x3floors Structured

Walk-up

Apartments

7buildings,84apartments 1,000xft2/apartment Structured

Texas Doughnut 1 ±5,700ft2x5floors,±30apartments,900ft2/apartment

Structured

Parking Garage 3 ±24,000ft2x4floors,±4,000ft2or±2,500ft2retailspace

±80parkingspaces/floor

URBANNATURE

We often forget that cities are part of nature, and nature within cities has often been brutally suppressed. Hillsides are bulldozed into valleys, streams channeled into culverts, and little respect is paid to nature as an ecosystem. The result has often been desolate expanses of partly used parking lots, streams that are little more than drains, and – nature’s payback for mistreatment – increased episodes of seasonal flooding.

Lake Worth is a principal park and recreation resource for the City of Fort Worth. The City has been engaged in a major planning effort for the Lake and the neighborhoods that surround it. They asked us to look at repairing the natural systems and increasing the usefulness of three locations that together form a gateway to Lake Worth. Casino Beach is a former recreation area on the banks of the Lake that is now open space, but could be a more active recreation destination. The Jacksboro Highway connects Lake Worth to an interchange at the ring-road. Its four traffic lanes occupy a right of way of more than 300 feet which was cleared for a proposed elevated highway which is now unlikely to be built. At the interchange is a large expanse of vacant land that was cleared and regraded but has for the most part not yet been redeveloped. Some of this site is in the safety zone of the runways for the Naval Reserve Base, making it unsuitable for conventional development.

Our proposal is to knit these three areas together and create appropriate new uses by landscape restoration. Casino Beach is redesigned to be a seasonal restaurant and vacation destination. The highway right of way becomes part of a regional greenway system, and the vacant land near the interchange includes urban agriculture, a farmers market, an urban resort, and a water park, all designed to complement Lake Worth as a recreation destination.

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8 GREEN GATEWAYTO LAKEWORTH

Fort Worth/Lake Worth, Tx

Annie Michaelides

Casino Beach Park on Lake Worth was an entertainment destination in

the early 20th Century and part of the plan is to restore a recreation or

entertainment destination to this area. The Jacksboro Turnpike, which is a

principal access to Casino Beach and Lake Worth, crosses the city of Lake

Worth as four lanes of traffic within a 320 foot right-of-way which was cleared

for a highway link that will not be built for a long time, if ever. The Jacksboro

Turnpike connects to Interstate 820, part of the metropolitan ring road, at a

point where there is a substantial amount of undeveloped land, much of which

is within the safety zone or the high-level noise contours of the naval base.

The proposal is to develop a recreational destination on the vacant land,

which will also support a seasonal restaurant destination complex at Casino

Beach. Intensive urban agriculture is proposed in the safety zone, which will

help supply quality ingredients to an adjacent farmers market, to the seasonal

restaurants at Casino Beach, and to the restaurants in a proposed regional

entertainment destination. The green corridor along the Jacksboro Turnpike

becomes a showcase for urban agriculture. Open land around the interchange

and along the Jacksboro Turnpike can also be used for agriculture.

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ExistingelevatedcommercialislandintheemptyStonackerPropertiesstudyarea

ViewfromJacksboroHighway’scommercialandretailstrip.

ViewfromtheJacksboroHighwaybridgetowardsCasinoBeach.

The project area covers sites in both the city of Fort Worth and the suburb of Lake Worth,

located just northwest of Fort Worth. The proposal is composed of three parts: Stonacker

properties in Fort Worth, the largest piece of the site, Lake Worth Drive/Jacksboro

Highway, an arterial that connects Lake Worth to Fort Worth, and Casino Beach, a

former recreation and entertainment hub until the 1970s, and is now currently used as an

undeveloped lakeside park.

The physical connectivity between the three sites can create an identity for the area,

a powerful destination, which can culturally and financially enhance Lake Worth. This

proposal’s vision is to provide a regional green gateway to Lake Worth that supports a

year-round fine dining district, accompanied by a recreational and agricultural center.

LOCATION

The study area is located 8 miles North West of downtown Fort Worth and 4 miles North of

the Naval Air Station. The Stonacker properties study area is boarded by the 820 Loop and

Jacksboro Highway 199, which also boarders Casino Beach with the lake.

The Stonacker property is largely empty, apart from a collection of big box stores that were

part of a previous plan to establish programmatic connectivity between the empty site

with the heavily populated Jacksboro Highway commercial strip. The 274 acre site is also

located just west of a single family area that is situated 1/2 mile away from the lake front.

Jacksboro Highway is a 300 ft wide right of way, enveloped by commercial and retail

development. The right-of-way was widened from 60 feet to 300 feet in 2006 in an attempt

to minimize the traffic congestion moving from Lake Worth over the bridge to Casino

Beach, and to make way for a highway overpass. However, plans for this overpass were

never carried out, leaving an unused 180 foot wide green space along the road.

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Opportunitiesdiagram

Constraintsdiagram

Casino Beach was a popular destination between the 1920s and 1960s, featuring a

boardwalk, ballroom and amusement park, as well as other lake-related uses. An increase

in housing units, along with decreasing water levels in the lake, significantly affected the

number of visitors to Casino Beach, to the point where investment was running out and in

1971 it officially closed and has remained an underutilized park area. Tying these three sites

together provides greater potential than addressing each individually. Once combined, the

sites can complement each other to develop into a town center for Lake Worth.

OPPORTUNITIES & CONSTRAINTS

Demographics indicate an increase in Lake Worth’s population, as well as 10% increase

in employment growth by 2015. These three sites provide the foundation for a small town

center which relates to an existing commercial center and a adjacent neighborhood, which

has direct highway access to downtown Fort Worth. In addition, Lake Worth is served

by the Lake Worth Independent School District. This district was one of 24 Texas school

districts that were awarded a total of $1.4 billion by the USDA. The program’s goal is

to introduce fresh healthy vegetable lunch diets to the students while enhancing health

education and supporting outdoor programs. In addition, the October 2010 master plan

developed by the City of Fort Worth, indicated some areas in the Stonacker site to have

agricultural potential which can be utilized to serve the district’s dietary program.

While there are many opportunities provided by the sites, there are a number of

development constraints as well. The danger zone and noise contours for the nearby

Naval Air Station are shown in the map below. These contour lines reflect the noise levels

created by base flight patterns. The western part of the Stonacker property is included

in the danger zone, while the rest of the site apart from the commercial island, is within

the noise contours. Other constraints include the various natural gas pad sites, scattered

throughout the study area, and a flood plain along the north side of the site that will make

future development difficult.

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SELF-SUSTAINABLE “EDIBLE CITY”

Urban agriculture is a great investment for the site and has numerous beneficial social

and environmental impacts. The waterpark center on the Stonacker property is an also a

strong investment for the site. Research has suggested that waterparks offer a superior

return on investment, and require substantially less on-going capital re-investment. In

addition, they offer a range of new generation attractions and incorporate environmentally

friendly technology, and can create jobs for the local community and enhance surrounding

businesses. The waterpark is accompanied by a year-round hotel resort and solar energy

parking lot. The parking lot can be easily accessed from the highway for those who wish to

stay short-term at the waterpark, while those who will stay longer can be accommodated

at the hotel resort, located only 1/4 mile walking distance from the waterpark.

Jacksboro Highway is transformed into an elongated recreational and agricultural park that

aims to activate both sides of the highway, and make the crossing more engaging.

The Casino Beach site features an expansive park space, restaurant bungalows and

restaurant barges that enhance the dining experience, a space for temporary commercial

structures served by a linear pedestrian promenade, and a seasonal beach bungalow

resort (owned by the main hotel resort in the Stonacker site) that becomes the site’s main

attraction, utilizing both the park and the lake appeal of that location.

PROGRAM

Agriculture 112 acres

Commercial and Office 605,500 sf

Institutional Space 400,750 sf

Open Space 50 acres

Structured Parking 2,420 spaces

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LEFT:Detailplanofurbanagricultureinrelationtothefarmersmarketandecologycenter.

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OPPOSITE:Azoomed-inplanoftheJacksboroHighwayparksite,showingthemeanderingpathwaysactivatingbothsidesofthe

highwayandbringingpedestriansinsidethepark.Itsmainattractionsaretheurbanagriculturecultivatingplots,andseasonalflowersandtreesshowcasesections,whileenvelopedbyanarrayoftreesthat

blockthenoiseandpollutionproductionfromcars.

LEFT:DetailplanofoneofJacksboroHighway’splaygroundparks.

Jacksboro Highway’s playground park detail (below) illustrates the meandering interior

streets bridging the surroundings to the park, and creating experiential walkways

surrounding the different playground facilities, including a kids’ carousel as the central

piece. In addition, the park block is enveloped by trees, serving to diminish the noise and

pollution produced by the highways. The dark pink in the drawing represents the showcase

location of seasonal flowers and trees on display for visitors. Climate-controlled urban

agriculture plots are found on the south side, aiming to engage the visitor in the cultivating

process.

Bird’seyeviewoftheJacksboroHighwaypark

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CONCLUSION

These three sites presents an immense opportunity to re-establish a town center and a

regional getaway for Lake Worth and Casino Beach that would cater to local residents

and tourists from Fort Worth and other nearby cities. By introducing urban agricultural

features, Lake Worth will become a unique place to live, work, while engaging in urban

agriculture that supports the surrounding restaurants. These amenities aim to complement

one another by increasing density, creating new jobs and expanding existing businesses to

revitalize Lake Worth and Casino Beach by once again re-establishing it as a pedestrian-

centered destination for the Fort Worth metropolitan region.

LEFT:Sectioncuttingthroughthetemporarycommercialstructureinrelationtothepedestrianpromenadeandthebeachbungalows

Detailplanoftherestaurantriverboatsinrelationtothepedestrianpromenadeandbungalowrestaurants.

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URBAN REVITALIZATION

Downtown Fort Worth is just one of many business locations in the Dallas – Fort Worth Region. It has been reinforced by Sundance Square, which has taken the old retail district and repositioned it as an entertainment destination, and by recent residential development on the west side. It will also benefit from a new commuter rail line that will run to DFW Airport, and from downtown south-west to Summer Creek. Downtown had also benefitted from the relocation of the I – 35 viaduct, which used to run above Lancaster Avenue on the south side of downtown. On the other hand, downtown is also under strong competitive pressure from adjacent new residential and entertainment developments in the West Seventh Street Urban Village, and in the proposed Trinity North development.

The City asked us to look at two largely vacant areas downtown. The first is the Lancaster Avenue corridor, where the street has been restored and landscaped after the removal of the I – 35 viaduct. The second is ten blocks of vacant land between Jones and Calhoun Streets, a series of parking lots between the Convention Center and the new transit terminal.

Our proposal is that these two vacant corridors are really part of one development situation: the need for a new southeast downtown gateway that will balance the pull of development trends to the north and west. While the current streetscape for Lancaster Avenue is a big improvement from the days when the street was under the expressway, it is not the grand entrance the City needs. Our proposal is for a new, landscaped urban boulevard that will combine Jones and Calhoun Streets for the ten vacant blocks, arriving at a traffic circle that will then connect to Lancaster, where the landscaping will be enhanced to make the whole composition a single grand boulevard. This public improvement will energize the creation of a series of new districts that will take advantage of the rail stations and highway entrances that will be connected by the boulevard.

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9 A NEW DOWNTOWN BOULEVARD

Downtown, Fort Worth

Adam Paul Amrhein and Anthony Riederer

The southern portion of downtown provides a unique and valuable opportunity for

walkable urbanism within the City of Fort Worth. Not only is the land surrounding

Lancaster Avenue and between Jones and Calhoun Streets extremely well

served by bus and rail transit, it is close to several highway interchanges as

well. Yet, due to irregularly shaped and sized parcels and blocks, which are

remnants of previous redevelopment efforts, the site has failed to attract the level

of investment and development to produce a thriving urban environment.

We propose two new boulevards for this portion of the downtown, which will

pivot around a new roundabout. These boulevards will not only provide a literal

and figurative entrance to the City when entering by car, but will provide an

opportunity for a vibrant, pedestrian scaled street environment. Along these

boulevards we propose six new walkable nodes. These six nodes will be

accessible by the modally diverse opportunities of the site and physically linked

by the new boulevards. Through these nodes and along the boulevards high

quality and well programmed public open space isthe focus, and the central

organizing principle to create a vibrant, exciting opportunity for the citizens and

visitors of downtown Fort Worth.

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Downtown Fort Worth was initially laid out on the gridiron model so common in western

American cities. The area near the present-day Phillip Johnson-designed Fort Worth Water

Gardens became known as “Hells Half-Acre” a notorious area of saloons and houses of ill-

repute, catering to the cowboys and cattle drivers of the city’s early era. With the addition

of long-haul railroad service and a healthy dose of civic boosterism, Fort Worth also

became a center for meatpacking.

In 1956, in an effort to combat the decline of the downtown, the city hired Victor Gruen to

create a new plan for the urban core. The plan called for a pedestrianized downtown area,

ringed by highways and served by underground tunnels and large parking garages at the

periphery. Though the plan was not accepted, it could be seen as the early manifestation

of the segment of elevated highway that would, in 1964, be driven through the southern

end of downtown, severing the main Post Office and Texas and Pacific train station from

the remainder of downtown.

As Fort Worth emerged as a center for natural resource extraction, downtown saw strong

decades of urban development through the 1970s and 1980s. This era included the

construction of the Water Garden and Convention Center. The former of these projects

modified the historic block pattern, covering three continuous blocks and requiring the

deviation of an urban arterial to allow for the convention center’s loading dock area.

In 1993, after a lengthy court battle, the overhead segment of Interstate 30 that had once

cut through the southern downtown was dismantled and relocated, rather than expanded

in place. The relocation of the elevated highway allowed the southern boundary of

downtown Fort Worth to return to its original location and created new developable parcels

along Lancaster Avenue. While significant investment has been made on this corridor, it

has not been sufficient to create a critical mass of redevelopment.

LancasterAvenuebeforethehighwaycircathe1940s.

LancasterAvenuewithhighwayincircathe1970s.

OPPOSITE:Existingconditionsofprojectsite-notetheparkinglotsonthenorthernportionofthesiteandtheirregularlyshapedparcelsinthesouth

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PublicOpenSpaceDiagram:

Thisdiagramshowsthemainthrustofourproposal-twonewdowntownboulevardslinkedbyatrafficcircle.Duetotheirregularlyshapedparcelsleftoverfrompreviousredevelopmentefforts,thesitesalongLancasterAvenueandJonesandCalhounStreetshavebeenunattractiveasdevelopmentopportunities.Ourproposalprovidesforlargerparcels,whichwillbemoreattractivetodevelopers,linkedbywalkable,publicopensspacealongtheboulevards.Eachendoftheboulevardisanchoredbyasubstantialplaza,whichnotdefinestheboulevardasaplacebutprovidesabalancetothedesignaswell.

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Jones

- L

ancast

er Bouleva

rd

LEFT:SectionthroughJonesBoulevard

AviewofJonesStreetlookingnorthtowardstheIntermodalTransitCenterandDowntown

10’ 5’ 7’ 6’ 11’ 11’ 11’ 10’11’ 5’7’

111’ROW

11’ 6’

34’ 5’ 8’ 13.5’ 13.5’ 13.5’ 13.5’ 15’11’ 5’8’140’ROW

AviewofLancasterneartheT&Pwarehouselookingeast.

136

Des

igns

for G

reen

and

Walkable C

ities

RIGHT:Illustrativeplanofretailandresidentialdistrict

PROGRAM SUMMARY

Residential and Retail District

Retail 593,000 sf

Residential 830 units

Parking 1,615 spaces

100 ft

137

Res

ident

ial a

nd R

etail District

Sectionthroughskybridgeconnectingurbanbigboxretaildevelopment

LEFT:ExistingconditionsonthesouthsideoftheTexasandPacificwarehousebuilding

RIGHT:Illustrationofproposedretailredevelopment

LancasterAvenueshowingT&Pwarehouse

100 ft

138

Des

igns

for G

reen

and

Walkable C

ities

RIGHT:Illustrativeplanshowingnewcivicplazaenclosedbycityofficebuildingandnewcondominiumdevelopment.

PROGRAM SUMMARY

Civic and Commercial Plaza

Public Open Space 3.1 acres

Retail 70,000 sf

Condo 155 units

Commercial 902,000 sf

Government Office 523,000 sf

Parking 1,456 spaces

140 ft

139

Civic a

nd C

om

merc

ial P

laza

LEFT:Sectionthroughcivicplaza

AviewoftheTexasandPacificStationbuildingasrehabbedintocondominiums

AviewoftheFortWorthhistoricPost-Officebuilding

20’ 28’32’ 34’ 12’ 42’22’

310ft

100’ 20’

140

Des

igns

for G

reen

and

Walkable C

ities

RIGHT:Illustrativeplanoftrafficcircle,adjacenthotelandcommercialdevelopment

PROGRAM SUMMARY

Hotel and Traffic Circle

Hotel 700 rooms

Retail 30,000 sf

Parking 545 spaces

100 ft

141

Hote

l and R

esident

ial D

istrict

LEFT:Illustrativemassingoftrafficcircle,boulevards,andhotel

Siteofproposedhotel

142

Des

igns

for G

reen

and

Walkable C

ities

ViewofsiteoftheproposedCommercialCorefromLancasterAvenue

PROGRAM SUMMARY

Highway Related Commercial Core

Public Open Space 1.5 acres

Commercial 651,800 sf

Retail 20,000 sf

Parking 1200 spaces

RIGHT:IllustrativeplanofproposedCommercialCoreshowingrooftopparksystemandtrafficcircle

100 ft

144

Des

igns

for G

reen

and

Walkable C

ities

PROGRAM SUMMARY

Convention Center Expansion

Public Open Space 4.8 acres

Expansion Space 442,200 sf

Retail 10,000 sf

Parking 600 spaces

RIGHT:IllustrativeplanofproposedConventionCenterExpansionshowinggreenrooftopparkandbridgeoverCommerceStreet

100 ft

147

Trans

it Relate

d D

istrict

Sectionthroughtheplazas

Bird’s-eyeviewofhardandlandscapedplazasadjacenttotheIntermodalTransitCenterandproposeddevelopment.

ViewofexistingconditionsfromtheITClookingtowardsthesiteofthenewplazasandtransitrelateddevelopment.

50 ft

Des

igns

for G

reen

and

Walkable C

ities

namedegrees

contact

Adam Paul Amrhein

MCP / Urban Design ‘11

BA In History of Architecture & Art

apamrhein@gmail.com

namedegrees

contact

Emily Leckvarcik

MCP / Urban Design ‘11

Bachelor of Landscape Architecture

emilyl@mail.org

Jaekyung Lee

MCP / Urban Design ‘11

BS In Urban & Civil Engineering

jklee1127@gmail.com

Pamela Lee

MCP / Land Use & Environmental Planning ‘11

BA in Sociology

pamelaklee@gmail.com

Anthony Riederer

MCP / Urban Design ‘11

BA in Historic Preservation & Community Planning

anthony.b.riederer@gmail.com

Akua Nyame-Mensah

MCP ‘11

Bachelor of Growth and Structure of Cities

ak.ua.n.m@gmail.com

Annie N. Michaelides

Master of Architecture II / Urban Design Certificate ‘11

Bachelor of Architecture

michaelides.architect@gmail.com

Joanne Tu Purtsezova

Master of Urban Spatial Analytics ‘11

Bachelor of Urban & Environmental Planning

j.purts@gmail.com

Karen Thompson

MCP / Urban Design ‘11

BA in History

thompson.karen.a@gmail.com

namedegrees

contact

namedegrees

contact

namedegrees

contact

namedegrees

contact

namedegrees

contact

namedegrees

contact

Alaleh Rouhi

Master of Landscape Architecture / Urban Design

Certificate ‘11

Master of Architecture ‘09

BS in Architecture

arouhi@design.upenn.edu

namedegrees

contact

namedegrees

contact

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