Reconnecting the Rust Belt City

RECONNECTING THE RUST BELT CITYJeffrey Stewart

Master of Architecture ThesisSyracuse University SOA

Fall 2012

Primary Advisors: Arthur McDonald (Thesis)

Michael Pelken (Thesis Prep)

Secondary Advisor: Susan Henderson

CONTENTION / ABSTRACT

THE RUST BELT

NEW YORK STATE RAIL PLAN

GLOBAL WARMING: IMPACT ON TRANSPORTATION

POTENTIALS OF HIGH SPEED RAIL

HISTORY OF RAILROAD STATIONS

RAILROAD STATION AS GATEWAY

BRANDING A CITY

RECONNECTING THE RUST BELT

RECONNECTING BUFFALO

NETWORK OF CONNECTIONS

PROGRAM STRATEGY

TRANSPORTATION CENTER DESIGN

BIBLIOGRAPHY

CO

NTE

NTS 04

06122028344052606896

108122146

WHO?WHY?HOW?

WHERE?WHAT?

RECONNECTING THE RUST BELT CITY

JEFFREY STEWART4

ABSTRACT:

There currently exists a plan for high speed rial in New York state along the Empire Corridor between New York City and Buffalo. This will re-connect cities throughout the state and the region. Buffalo is an important threshold in Western New York, and is a major pivot point for industrial and commercial transportation and travel. The addition of a high speed rail system will bring many more travelers and businessmen through Buffalo and Western New York. The design of a transportation center has the potential to become the new gateway to the city, while creating a place for communication and exchange. Only having a transportation hub in the city will not create a new identity for Buffalo. Applying branding strategies will extracts unique aspects of the city, and provide the potential to be connected through the design of a train station. The design will combine a transportation hub, pavilion and park. By combining these programs, the transportation hub becomes more than just a temporary waiting room, it will become a new gateway to the city.

CONTENTION:

Rust belt cities are continually decreasing in population due to the lack of identity. The emergence of high speed rail in America introduces a potential for depressed cities to grow through a network of connections. By becoming a part of the urban network, a transportation center can become a new city center and a pivot point. By injecting the train station into an already existing network, it can become a way to communicate the identity of the city through the experience of the station and how it connects you to the city.

Rail travel is a system of infrastructure that is under utilized in the United States. The auto industry has created less of a need for this system, even though rail travel has proven to be an economic and environmentally successful mode of transportation. The high speed rail plan for New York state will connect cities along the Empire Corridor between New York City and Buffalo. If the rail plan is initiated, what will be the impact on these cities? Most of the mid size cities in Western New York are considered commuter cities. A majority of the people working in these cities commute to work from a nearby suburb, and the most common form of transportation is by car. Martha Thorne states The move to the suburbs has put increased demand on the train as a viable link with the center of cities. In some suburban communities the station, not the town hall or church, is the new focal point of the community (Thorne 21). Does the development of these high speed rail lines suggest that the train station will once again become the focal point of these cities? What are the architectural implications that will emerge from the installation of such infrastructure? Current research suggests there are many relevant topics which need to be addressed in order to make a decision. The first is a matter of the environment. A hot topic in the world is the emergence of global warming, and the impact that cities and modes of transportation have on it. Brian Edwards says that Major stations are great economic magnets, which draw investment to their hinterland, unlike airports, railway stations promote the regeneration of town centers not city edges (Edwards 3). The impact that a high speed rail line could have on a town center could help struggling rust belt cities in upstate New York. European cities use trains as a major method of transportation between cities. How will an American city, specifically a rust belt city, be impacted by such infrastructure? By studying existing typologies and the history of the railroad station, a few key strategies were discovered. Historically stations were the gateway to the city; during the industrial age these stations became major focal points of the community, especially for major industrial cities like Detroit and Buffalo. It is important that new stations designed along the high speed rail line are located close to downtown. The proximity of these stations to the business and commercial districts of the city is considerably important. The closer these stations are to down-town the more potential it has to become a catalyst for business interaction and economic growth. Another strategy was the use of these stations as modes of advertisement and corporate branding. Using branding methods on these stations allowed corporations to grow. Applying branding strategies to a rust belt city can identify unique aspects of the city that can be exploited, and used as drivers for economic growth. The city of Buffalo is an important threshold of the rust belt, creating a gateway between the Unites States and Canada. It also happens to be the endpoint of the high speed rail in New York, which could become a future pivot point for rail travel in the northeast. A site located on the waterfront of Buffalo will be the location for testing these strate-gies. The network of connections that a transportation center will have to Buffalo will transform the machine-like nature of the transportation center into a civic space, and a central node of the city. This will become a place not only for travel, but a place for travelers to become a part of the latent and intrinsic industrial history of Buffalo. Through these connections to the city a new identity will emerge.

In addition to the straightforward functional program, the station also had a more subtle aesthetic aspect. In every city, town, or village along the route the station presented the physical image of a great corporation, and at every stop the station also served as the symbolic entry or gateway to the adjacent city, town or village. -Ochsner


THESIS FALL 2012 5

ABSTRACT:

There currently exists a plan for high speed rial in New York state along the Empire Corridor between New York City and Buffalo. This will re-connect cities throughout the state and the region. Buffalo is an important threshold in Western New York, and is a major pivot point for industrial and commercial transportation and travel. The addition of a high speed rail system will bring many more travelers and businessmen through Buffalo and Western New York. The design of a transportation center has the potential to become the new gateway to the city, while creating a place for communication and exchange. Only having a transportation hub in the city will not create a new identity for Buffalo. Applying branding strategies will extracts unique aspects of the city, and provide the potential to be connected through the design of a train station. The design will combine a transportation hub, pavilion and park. By combining these programs, the transportation hub becomes more than just a temporary waiting room, it will become a new gateway to the city.

CONTENTION:

Rust belt cities are continually decreasing in population due to the lack of identity. The emergence of high speed rail in America introduces a potential for depressed cities to grow through a network of connections. By becoming a part of the urban network, a transportation center can become a new city center and a pivot point. By injecting the train station into an already existing network, it can become a way to communicate the identity of the city through the experience of the station and how it connects you to the city.

Rail travel is a system of infrastructure that is under utilized in the United States. The auto industry has created less of a need for this system, even though rail travel has proven to be an economic and environmentally successful mode of transportation. The high speed rail plan for New York state will connect cities along the Empire Corridor between New York City and Buffalo. If the rail plan is initiated, what will be the impact on these cities? Most of the mid size cities in Western New York are considered commuter cities. A majority of the people working in these cities commute to work from a nearby suburb, and the most common form of transportation is by car. Martha Thorne states The move to the suburbs has put increased demand on the train as a viable link with the center of cities. In some suburban communities the station, not the town hall or church, is the new focal point of the community (Thorne 21). Does the development of these high speed rail lines suggest that the train station will once again become the focal point of these cities? What are the architectural implications that will emerge from the installation of such infrastructure? Current research suggests there are many relevant topics which need to be addressed in order to make a decision. The first is a matter of the environment. A hot topic in the world is the emergence of global warming, and the impact that cities and modes of transportation have on it. Brian Edwards says that Major stations are great economic magnets, which draw investment to their hinterland, unlike airports, railway stations promote the regeneration of town centers not city edges (Edwards 3). The impact that a high speed rail line could have on a town center could help struggling rust belt cities in upstate New York. European cities use trains as a major method of transportation between cities. How will an American city, specifically a rust belt city, be impacted by such infrastructure? By studying existing typologies and the history of the railroad station, a few key strategies were discovered. Historically stations were the gateway to the city; during the industrial age these stations became major focal points of the community, especially for major industrial cities like Detroit and Buffalo. It is important that new stations designed along the high speed rail line are located close to downtown. The proximity of these stations to the business and commercial districts of the city is considerably important. The closer these stations are to down-town the more potential it has to become a catalyst for business interaction and economic growth. Another strategy was the use of these stations as modes of advertisement and corporate branding. Using branding methods on these stations allowed corporations to grow. Applying branding strategies to a rust belt city can identify unique aspects of the city that can be exploited, and used as drivers for economic growth. The city of Buffalo is an important threshold of the rust belt, creating a gateway between the Unites States and Canada. It also happens to be the endpoint of the high speed rail in New York, which could become a future pivot point for rail travel in the northeast. A site located on the waterfront of Buffalo will be the location for testing these strate-gies. The network of connections that a transportation center will have to Buffalo will transform the machine-like nature of the transportation center into a civic space, and a central node of the city. This will become a place not only for travel, but a place for travelers to become a part of the latent and intrinsic industrial history of Buffalo. Through these connections to the city a new identity will emerge.

In addition to the straightforward functional program, the station also had a more subtle aesthetic aspect. In every city, town, or village along the route the station presented the physical image of a great corporation, and at every stop the station also served as the symbolic entry or gateway to the adjacent city, town or village. -Ochsner


JEFFREY STEWART6

THE RUST BELT

THE RUST BELT

THESIS FALL 2012 7

THE RUST BELT


JEFFREY STEWART8

RANK CITY 2000 POP. 2009 POP. POP CHANGE HOME VACANCY RATE

1 New Orleans, LA 483,633 354,850 -26.63% 21.50%

2 Flint, MI 124,741 111,475 -10.63 18.00%

3 Cleveland, OH 476,574 431,369 -9.49 17.50%

4 Buffalo, NY 292,210 270.240 -7.52 17.20%

5 Dayton, OH 165,804 153,843 -7.21 18.90%

6 Pittsburgh, PA 333,703 311,647 -6.61 14.10%

7 Rochester, NY 219,474 207,294 -5.55% 15.30%

POPULATION DECREASE IN THE UNITED STATES SINCE 2000RUST BELT CITIES

R U S T B E L T C I T I E S

Chart showing the seven cities with the highest population decline since 2000. Stats according to the United States Census Bureau.

This project will focus in on the Rust Belt region located in the northeast of the United States. The reason for investigating this region is due to the decrease in population over the last half century. By studying the Census from 2009, It is clear that the industrial region of the U.S. known as the Rust Belt, is an area in need of change and investi-gation . Figure 4.1 shows that of the top 7 cities which decreased in population last century, 6 of them are in the rust belt. It is ironic that these cities which use to thrive off industry, using railroads as a major method of growing their economy, could become so depressed in the 21st century. Due to the expansion of Chinas manufacturing industry, the United States industrial region has been left behind. This is the starting point for the project, looking at the region and industry that use to drive the countries economy. What architectural solution or injection into these cities can begin to reject the isolation of a building, and become a project which has a grater impact on these cities and the people who move through them?

AMERICAN RAILROAD

GATEWAYS

ECONOMIC GROWTH

CONNECT CITIES

LOCATION

PROXIMITY

RUST BELT

[FIGURE 5.1]

THE RUST BELT

THESIS FALL 2012 9

RANK CITY 2000 POP. 2009 POP. POP CHANGE HOME VACANCY RATE

1 New Orleans, LA 483,633 354,850 -26.63% 21.50%

2 Flint, MI 124,741 111,475 -10.63 18.00%

3 Cleveland, OH 476,574 431,369 -9.49 17.50%

4 Buffalo, NY 292,210 270.240 -7.52 17.20%

5 Dayton, OH 165,804 153,843 -7.21 18.90%

6 Pittsburgh, PA 333,703 311,647 -6.61 14.10%

7 Rochester, NY 219,474 207,294 -5.55% 15.30%

POPULATION DECREASE IN THE UNITED STATES SINCE 2000RUST BELT CITIES

R U S T B E L T C I T I E S

Chart showing the seven cities with the highest population decline since 2000. Stats according to the United States Census Bureau.

This project will focus in on the Rust Belt region located in the northeast of the United States. The reason for investigating this region is due to the decrease in population over the last half century. By studying the Census from 2009, It is clear that the industrial region of the U.S. known as the Rust Belt, is an area in need of change and investi-gation . Figure 4.1 shows that of the top 7 cities which decreased in population last century, 6 of them are in the rust belt. It is ironic that these cities which use to thrive off industry, using railroads as a major method of growing their economy, could become so depressed in the 21st century. Due to the expansion of Chinas manufacturing industry, the United States industrial region has been left behind. This is the starting point for the project, looking at the region and industry that use to drive the countries economy. What architectural solution or injection into these cities can begin to reject the isolation of a building, and become a project which has a grater impact on these cities and the people who move through them?

AMERICAN RAILROAD

GATEWAYS

ECONOMIC GROWTH

CONNECT CITIES

LOCATION

PROXIMITY

RUST BELT

[FIGURE 5.1]


JEFFREY STEWART10

ARTERIES OF THE RUST BELT: TRANSPORTATION INFRASTRUCTURE

SHIPPING INDUSTRY

RUST BELTCITY

MODES OF TRANSPORT

What is most common among the rust belt cities is the important connections they have to the rest of the United States. They depended on certain types of transportation in order to ship and receive products. During the early to mid 20th century the railroad system was the most common method of transportation. Used for both commuter and industrial transportation, the railroad was a major artery for the rust belt. In upstate New York, the Erie Canal was also major method of industrial transportation, connecting Albany to Buffalo. In the late 20th century, a network of interstate highways began to spread across the United States, creating a new method of transportation via tractor trailers.

As the manufacturing industry spread to China and other parts of the world, the rust belt economy began to decline, and the need for these modes of transportation decreased. Due to the consistent rise in the auto industry, the manufacturing industries in this region became less dependent on railroads and canals. Although railroads are still used as a method for industrial transportation, commuter travel has become less dependent due to the high-ways systems.

highways

railways

waterways

[FIGURE 5.2] Map of the rust belt showing the extensive network of highways and railroads. This region used the railroad as a key tool for delivering goods and business to a city, the stations built along the route become gateways, thresholds of economic growth.

THE RUST BELT

THESIS FALL 2012 11

ARTERIES OF THE RUST BELT: TRANSPORTATION INFRASTRUCTURE

SHIPPING INDUSTRY

RUST BELTCITY

MODES OF TRANSPORT

What is most common among the rust belt cities is the important connections they have to the rest of the United States. They depended on certain types of transportation in order to ship and receive products. During the early to mid 20th century the railroad system was the most common method of transportation. Used for both commuter and industrial transportation, the railroad was a major artery for the rust belt. In upstate New York, the Erie Canal was also major method of industrial transportation, connecting Albany to Buffalo. In the late 20th century, a network of interstate highways began to spread across the United States, creating a new method of transportation via tractor trailers.

As the manufacturing industry spread to China and other parts of the world, the rust belt economy began to decline, and the need for these modes of transportation decreased. Due to the consistent rise in the auto industry, the manufacturing industries in this region became less dependent on railroads and canals. Although railroads are still used as a method for industrial transportation, commuter travel has become less dependent due to the high-ways systems.

highways

railways

waterways

[FIGURE 5.2] Map of the rust belt showing the extensive network of highways and railroads. This region used the railroad as a key tool for delivering goods and business to a city, the stations built along the route become gateways, thresholds of economic growth.


JEFFREY STEWART12

NEW YORK STATE RAIL PLAN VISION FOR HIGH SPEED RAIL IN AMERICA


THESIS FALL 2012 13

NEW YORK STATE RAIL PLAN VISION FOR HIGH SPEED RAIL IN AMERICA


JEFFREY STEWART14

The New York State Rail Plan is a set of strategies and initiatives aimed at achieving a future rail transportation system that will connect New Yorks cities and businesses into a network.For more information please visit www.nysdot.org

[Figure 1.1]

NEW YORK STATE RAIL PLAN - STRATEGIES FOR A NEW AGE

A major area of research for this project is the current New York State Rail Plan. There are large investments aimed to improve the system of infrastructure and better connect the cities in New York. It is interesting to think about the impacts that a high speed rail service might have on New York, but more importantly, upstate New York. Upstate cities including Rochester and Buffalo are decreasing each year, because of a lack of new business. A high speed rail service could potentially help to reconnect these cities to more profitable cities in New York and the states surrounding them. What might the impact be on these cities which seem to have lost there place in the global economy? Will this new system of infrastructure present an architectural opportunity that will help regain economic strength?

CONNECT TO

INTERNATIO

NAL FREIGH

T NETWORK

RECONNECT NEW YORK CITIES TO GLOBAL ECONOMY

REDUCE COSTS OF TRANSPORTATION

IMPROVE RA

IL AND ECON

OMIC CON

NECTIONS

CREATE JOBS & INCREASE ECONOMY

CONNECT TO MONTREAL, TORONTO & CHICAGO

NYS RAIL PLAN VISION


THESIS FALL 2012 15

The New York State Rail Plan is a set of strategies and initiatives aimed at achieving a future rail transportation system that will connect New Yorks cities and businesses into a network.For more information please visit www.nysdot.org

[Figure 1.1]

NEW YORK STATE RAIL PLAN - STRATEGIES FOR A NEW AGE

A major area of research for this project is the current New York State Rail Plan. There are large investments aimed to improve the system of infrastructure and better connect the cities in New York. It is interesting to think about the impacts that a high speed rail service might have on New York, but more importantly, upstate New York. Upstate cities including Rochester and Buffalo are decreasing each year, because of a lack of new business. A high speed rail service could potentially help to reconnect these cities to more profitable cities in New York and the states surrounding them. What might the impact be on these cities which seem to have lost there place in the global economy? Will this new system of infrastructure present an architectural opportunity that will help regain economic strength?

CONNECT TO

INTERNATIO

NAL FREIGH

T NETWORK

RECONNECT NEW YORK CITIES TO GLOBAL ECONOMY

REDUCE COSTS OF TRANSPORTATION

IMPROVE RA

IL AND ECON

OMIC CON

NECTIONS

CREATE JOBS & INCREASE ECONOMY

CONNECT TO MONTREAL, TORONTO & CHICAGO

NYS RAIL PLAN VISION


JEFFREY STEWART16

NEW YORK STATE RAIL PLAN GOALS

[FIGURE 1.2] New York state map showing the primary route along the Empire Corridor. Includes major city stops which have investment grants for rail /station improvements.Information provided by the 2009 New York State Rail Plan.

INCREASE

FREIGHT

MARKET

DOUBLE INTERCITY PASSENGER RAIL RIDERSHIP

RELIABLE CONNECTION BETWEEN ALBANY & NYC

6.5 HOUR TRAVEL

BETWEEN ALBANY

& MONTREAL

CONVENIE

NT MOYNI

HAN STATI

ON IN NYC

IMPRO

VE NO

RTHEAS

T COR

RIDOR

INFRAS

TRUCTU

RE

FASTER TRAVEL BETWEEN ALBANY & BUFFALO

REDUCE TRUC

K TRAFFIC &

ENERGY CO

NSUMPTION

MOVE MORE FREIGHT ACROSS NEW YORK HARBOR

NEW INTER MODAL FACILITIES (2 UPSTATE)

RESTORE INTEGRATED RAIL NETWORK TO SERVE BUSINESSES UPSTATE

FREIGHT RA

IL INTERCITY PASSENGER RAIL

NEW

OR A

DDITIO

NAL P

ASSE

NGER

SERV

ICES

WHE

RE VI

ABLE

INC

REAS

E IN

TERC

ITY SE

RVIC

E FR

EQUE

NCIES

NYS RAIL PLAN GOALS


THESIS FALL 2012 17

NEW YORK STATE RAIL PLAN GOALS

[FIGURE 1.2] New York state map showing the primary route along the Empire Corridor. Includes major city stops which have investment grants for rail /station improvements.Information provided by the 2009 New York State Rail Plan.

INCREASE

FREIGHT

MARKET

DOUBLE INTERCITY PASSENGER RAIL RIDERSHIP

RELIABLE CONNECTION BETWEEN ALBANY & NYC

6.5 HOUR TRAVEL

BETWEEN ALBANY

& MONTREAL

CONVENIE

NT MOYNI

HAN STATI

ON IN NYC

IMPRO

VE NO

RTHEAS

T COR

RIDOR

INFRAS

TRUCTU

RE

FASTER TRAVEL BETWEEN ALBANY & BUFFALO

REDUCE TRUC

K TRAFFIC &

ENERGY CO

NSUMPTION

MOVE MORE FREIGHT ACROSS NEW YORK HARBOR

NEW INTER MODAL FACILITIES (2 UPSTATE)

RESTORE INTEGRATED RAIL NETWORK TO SERVE BUSINESSES UPSTATE

FREIGHT RA

IL INTERCITY PASSENGER RAIL

NEW

OR A

DDITIO

NAL P

ASSE

NGER

SERV

ICES

WHE

RE VI

ABLE

INC

REAS

E IN

TERC

ITY SE

RVIC

E FR

EQUE

NCIES

NYS RAIL PLAN GOALS


JEFFREY STEWART18

ProjectIdentification

Number Project Name Grant Application

FRAProgramTrack No.

Project Description ARRA FundsTotal

Funds

193552Albany -

Schenectady Double Track

NY ES-10 1

Design, construct and rehabilitate a 2nd main line track between the Schenectady and Rensselaer stations and upgrade existing grade crossings existing warning device systems

$87.65 M $91.18 M

193561 Ballston Spa Double Track NY A-2 1 Design and construct a second main line track between Ballston Spa and the Saratoga Springs yard and passenger station to improve capacity

$3.0 M $5.635 M

493604RochesterStationImprovements

NY EW-19 1 Make State of Good Repair improvements to Passenger Station and provide ADA compliant access

$1.54 M $1.54 M

494605Phase 1 of the

3rd Track Initiative

NY EW-16 1 Construct 11 miles of new third mainline track between Rochester and Batavia, New York, in Monroe and Genesee Counties

$54.59 M $58.12 M

593662Buffalo-Depew

StationImprovements


$0.77 M $0.77 M

S93751Empire Corridor

ProgramPlanning

NY EC-1 3

Progress planning efforts necessary to implement major enhancements in intercity passenger rail service on the Empire Corridor, including introduction of higher speeds west of Albany

$1.0 M $4.0 M

S93753

Highway-RailGrade Crossing

SafetyImprovements -CSXT Hudson

Line

NY ES-1 1

Design and install grade crossing active warning device, roadway approach and/or pedestrian improvements to accommodate improved passenger rail operations between Albany and Poughkeepsie

$2.45 M $2.45 M

Total $151 M $163.7 M

NEW YORK STATE RAIL PLAN INVESTMENT PLANS SELECTED INVESTMENT GRANTS

[FIGURE 1.3] ARRA high speed intercity passenger rail program, NYSDOT selected grant applications. Information provided by the New York State Department of Transportation: www.nysdot.org

The New York state Rail Plan is a vision for high speed rail in New York. A plan has been set up indicating strategies and initiatives that will grow the infrastructure of New York in order to better connect the cities and businesses. This plan has collective proposals and input from state officials down to the public who will use these systems. The vision for high speed rail will begin to connect New Yorks cities better by creating convenient and faster transportation services for the citizens of New York and even surrounding border cities. A draft plan was released in 2008, after which workshops were held across the state and comments were reviewed to prepare for the final draft. The major goal in this rail plan is to help promote passenger and freight rail services to help create new job and grow the cities in New York to help them compete better in the global economy.

Specified areas along the Empire Corridor rail system have been selected to have improvements on the infra-structure or the rail station itself. In some areas, new stations will be constructed. Figure 1.3 shows the particular investment grants which have plans for new construction. Certain stations in major cities will have to be remodeled or demolished and redesigned in order to provide for high speed rail and/or increase in traffic by both freight and passenger rail services.


THESIS FALL 2012 19

ProjectIdentification

Number Project Name Grant Application

FRAProgramTrack No.

Project Description ARRA FundsTotal

Funds

193552Albany -

Schenectady Double Track

NY ES-10 1

Design, construct and rehabilitate a 2nd main line track between the Schenectady and Rensselaer stations and upgrade existing grade crossings existing warning device systems

$87.65 M $91.18 M

193561 Ballston Spa Double Track NY A-2 1 Design and construct a second main line track between Ballston Spa and the Saratoga Springs yard and passenger station to improve capacity

$3.0 M $5.635 M

493604RochesterStationImprovements


$1.54 M $1.54 M

494605Phase 1 of the

3rd Track Initiative

NY EW-16 1 Construct 11 miles of new third mainline track between Rochester and Batavia, New York, in Monroe and Genesee Counties

$54.59 M $58.12 M

593662Buffalo-Depew

StationImprovements


$0.77 M $0.77 M

S93751Empire Corridor

ProgramPlanning

NY EC-1 3

Progress planning efforts necessary to implement major enhancements in intercity passenger rail service on the Empire Corridor, including introduction of higher speeds west of Albany

$1.0 M $4.0 M

S93753

Highway-RailGrade Crossing

SafetyImprovements -CSXT Hudson

Line

NY ES-1 1

Design and install grade crossing active warning device, roadway approach and/or pedestrian improvements to accommodate improved passenger rail operations between Albany and Poughkeepsie

$2.45 M $2.45 M

Total $151 M $163.7 M

NEW YORK STATE RAIL PLAN INVESTMENT PLANS SELECTED INVESTMENT GRANTS

[FIGURE 1.3] ARRA high speed intercity passenger rail program, NYSDOT selected grant applications. Information provided by the New York State Department of Transportation: www.nysdot.org

The New York state Rail Plan is a vision for high speed rail in New York. A plan has been set up indicating strategies and initiatives that will grow the infrastructure of New York in order to better connect the cities and businesses. This plan has collective proposals and input from state officials down to the public who will use these systems. The vision for high speed rail will begin to connect New Yorks cities better by creating convenient and faster transportation services for the citizens of New York and even surrounding border cities. A draft plan was released in 2008, after which workshops were held across the state and comments were reviewed to prepare for the final draft. The major goal in this rail plan is to help promote passenger and freight rail services to help create new job and grow the cities in New York to help them compete better in the global economy.

Specified areas along the Empire Corridor rail system have been selected to have improvements on the infra-structure or the rail station itself. In some areas, new stations will be constructed. Figure 1.3 shows the particular investment grants which have plans for new construction. Certain stations in major cities will have to be remodeled or demolished and redesigned in order to provide for high speed rail and/or increase in traffic by both freight and passenger rail services.


JEFFREY STEWART20

GLOBAL WARMING IMPACTS ON TRANSPORTATION

GLOBAL WARMING IMPACTS

THESIS FALL 2012 21

GLOBAL WARMING IMPACTS ON TRANSPORTATION


JEFFREY STEWART22

WHY FOCUS ON TRAINS? - GLOBAL WARMING & THE ENVIRONMENT

In terms of land taken for infrastructure, fossil fuels, use & community disturbance, rail wins over air, bus, and car transport. -Brian Edwards

Diesel powered trains use 27% less energy per passenger mile than cars and 21% less than airlines; Electric could reduce carbon dioxide emissions by 2 million tons annually. Benefits of electric rail: Uses less energy Emits no pollution Faster acceleration

[FIGURE 2.1]

[FIGURE 2.2] Energy intensity of alternate passenger travel modes in the united states, 2007. Provided by Davis, Diegel, & Boundy, 2009.

Pie chart showing energy use in the United States by transportation mode. Provided by EIA 2010.

BTU/

PASS

ENG

ER M

ILE

DIESEL POWERED TRAINS

CARS & TRUCKS

27% LESS

ENERGY= THAN

The question becomes why does society and government officials want to spend money on improving rail transit? A growing concern in todays society is the rise of global warming and the impact humans have on increasing global temperatures. Due to manufacturing, automotive and industrial production and use, the carbon emissions are increasing every year. There is plenty of research being conducted around the world on how to lower emis-sions. One plan is to increase the use of the railroad, which will decrease the use of cars and auto emissions. Figure 2.1 & 2.2 show that railroads use much less energy then cars and trucks and they emit less CO2.

LIGHT DUTY VEHICLES

COMMERCIAL LIGHT TRUCKS

LIGHT TRUCKS

BUS TRANSPORTATION

FREIGHT TRUCKS

PASSENGER RAIL

FREIGHT RAIL

SHIPS

AIR

MILITARY USE

PIPELINE

0.640.71

2.64

1.44

0.580.05

4.72

0.260.61

16.06

41.62

109.27

187.2850.30 34.21

1,098.07

42.6418.05

338.57

5.84

ENERGY USE IN THE UNITED STATESENERGY USE

(QUADRILLION BTUs)CARBON DIOXIDE

EMISSIONS (MMT)

KEY

PASSENGER CARS

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

LIGHTTRUCKS

TRANSIT BUSSES

COMMERCIALAIR

INTERCITYRAIL

RAIL TRANSIT

COMMUTER RAIL


THESIS FALL 2012 23

WHY FOCUS ON TRAINS? - GLOBAL WARMING & THE ENVIRONMENT

In terms of land taken for infrastructure, fossil fuels, use & community disturbance, rail wins over air, bus, and car transport. -Brian Edwards

Diesel powered trains use 27% less energy per passenger mile than cars and 21% less than airlines; Electric could reduce carbon dioxide emissions by 2 million tons annually. Benefits of electric rail: Uses less energy Emits no pollution Faster acceleration

[FIGURE 2.1]

[FIGURE 2.2] Energy intensity of alternate passenger travel modes in the united states, 2007. Provided by Davis, Diegel, & Boundy, 2009.

Pie chart showing energy use in the United States by transportation mode. Provided by EIA 2010.

BTU/

PASS

ENG

ER M

ILE

DIESEL POWERED TRAINS

CARS & TRUCKS

27% LESS

ENERGY= THAN

The question becomes why does society and government officials want to spend money on improving rail transit? A growing concern in todays society is the rise of global warming and the impact humans have on increasing global temperatures. Due to manufacturing, automotive and industrial production and use, the carbon emissions are increasing every year. There is plenty of research being conducted around the world on how to lower emis-sions. One plan is to increase the use of the railroad, which will decrease the use of cars and auto emissions. Figure 2.1 & 2.2 show that railroads use much less energy then cars and trucks and they emit less CO2.

LIGHT DUTY VEHICLES

COMMERCIAL LIGHT TRUCKS

LIGHT TRUCKS

BUS TRANSPORTATION

FREIGHT TRUCKS

PASSENGER RAIL

FREIGHT RAIL

SHIPS

AIR

MILITARY USE

PIPELINE

0.640.71

2.64

1.44

0.580.05

4.72

0.260.61

16.06

41.62

109.27

187.2850.30 34.21

1,098.07

42.6418.05

338.57

5.84

ENERGY USE IN THE UNITED STATESENERGY USE

(QUADRILLION BTUs)CARBON DIOXIDE

EMISSIONS (MMT)

KEY

PASSENGER CARS

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

LIGHTTRUCKS

TRANSIT BUSSES

COMMERCIALAIR

INTERCITYRAIL

RAIL TRANSIT

COMMUTER RAIL


JEFFREY STEWART24

IMPACT ON TRANSPORTATIONNEGATIVE IMPACT OF GLOBAL WARMING ON TRANSPORTATION

IMPACT ON RAILROADS

One of the negative effects of global warming on transportation infrastructure is increased levels in precipitation. Increase in GHG emissions cause an increase in precipitation. Therefore, this increases moisture and the potential for flash floods and increase rainy seasons. This produced land slides and buckling of pavement and tracks. If the one method to decrease GHG emissions is to improve the railroad system, one issue will have to be safety improve-ments. Natural disasters like the images show in figure 2.3 are uncommon, but there will still need to be safety measure and procedures developed in case such disasters happen. This research shows that it is important that all systems of infrastructure need to adapt to global warming; this emphasizes the need for alternative infrastructure which use less energy.

Natural disasters cause: Train rerouting Halts Washout of tracks (derailment) Seasonal floods Warping of tracks Buildup of snow and ice

GLOBAL WARMINGCHANGES IN

ATMOSPHERIC CIRCULATIONMORE ACTIVE

HYDRAULIC CYCLEINCREASE IN

PRECIPITATION= = =

[FIGURE 2.3] Images showing natural disasters which effect transportation, which include floods, heat buckling, mud slides and snow drifts.

12%


THESIS FALL 2012 25

IMPACT ON TRANSPORTATIONNEGATIVE IMPACT OF GLOBAL WARMING ON TRANSPORTATION

IMPACT ON RAILROADS

One of the negative effects of global warming on transportation infrastructure is increased levels in precipitation. Increase in GHG emissions cause an increase in precipitation. Therefore, this increases moisture and the potential for flash floods and increase rainy seasons. This produced land slides and buckling of pavement and tracks. If the one method to decrease GHG emissions is to improve the railroad system, one issue will have to be safety improve-ments. Natural disasters like the images show in figure 2.3 are uncommon, but there will still need to be safety measure and procedures developed in case such disasters happen. This research shows that it is important that all systems of infrastructure need to adapt to global warming; this emphasizes the need for alternative infrastructure which use less energy.

Natural disasters cause: Train rerouting Halts Washout of tracks (derailment) Seasonal floods Warping of tracks Buildup of snow and ice

GLOBAL WARMINGCHANGES IN

ATMOSPHERIC CIRCULATIONMORE ACTIVE

HYDRAULIC CYCLEINCREASE IN

PRECIPITATION= = =

[FIGURE 2.3] Images showing natural disasters which effect transportation, which include floods, heat buckling, mud slides and snow drifts.

12%


JEFFREY STEWART26

IMPACT ON GREAT LAKES REGIONIMPACT OF GLOBAL WARMING ON TRANSPORTATION IN THE GREAT LAKES

As the earth continues to get warmer, the ocean levels will continue to rise due to the melting icecaps. The great lakes however will slowly begin to decrease in water levels caused by evaporation of fresh water. It is also caused by a decrease in water levels in the ground soil. This will cause both positive and negative reactions because the shipping season will be able to run longer into the winter season, but the rising water levels could cause certain ports from being to shallow for cargo ships to enter. The decrease in water levels also impacts the amount of cargo a ship can carry. The lower water level, the less drag, which means more trips or ships, either way it will increase costs on shipping. This will increase the need for other modes on freight transportations, such as trucks or railroads.

GLOBAL WARMINGINCREASED

TEMPERATURES

DECREASE IN GROUND WATER

SUPPLY

DECREASE IN WATER LEVELS

OF GREAT LAKES

Reductions in base stream flow could cause problems with transportation such as barge ship-ping, infrastructure, and reductions in water supply. However, warmer winter temperatures could result in a longer ice-free season thereby extending the shipping season in the great lakes -David Easterling

= = =

GREAT LAKES TRANSPORTATION SYSTEM: 30,000 JOBS $3 BILLION IN CARGO PER YEAR

WATER LEVEL DECREASE =

ECONOMIC DECREASESUPERIOR = -9.0 INCHES BY 2030

MICHIGAN = -28.0 INCHES BY 2030

HURON = -28.0 INCHES

BY 2030

EIRE = -23.0 INCHES

BY 2030

ONTARIO= -14.0 INCHES BY 2030

[FIGURE 2.4] Increasing temperatures will cause water levels in the great lakes to decrease. This will cause a negative impact on the cargo industry due to lost drag. Information provided by Frank H. Quinn


THESIS FALL 2012 27

IMPACT ON GREAT LAKES REGIONIMPACT OF GLOBAL WARMING ON TRANSPORTATION IN THE GREAT LAKES

As the earth continues to get warmer, the ocean levels will continue to rise due to the melting icecaps. The great lakes however will slowly begin to decrease in water levels caused by evaporation of fresh water. It is also caused by a decrease in water levels in the ground soil. This will cause both positive and negative reactions because the shipping season will be able to run longer into the winter season, but the rising water levels could cause certain ports from being to shallow for cargo ships to enter. The decrease in water levels also impacts the amount of cargo a ship can carry. The lower water level, the less drag, which means more trips or ships, either way it will increase costs on shipping. This will increase the need for other modes on freight transportations, such as trucks or railroads.

GLOBAL WARMINGINCREASED

TEMPERATURES

DECREASE IN GROUND WATER

SUPPLY

DECREASE IN WATER LEVELS

OF GREAT LAKES

Reductions in base stream flow could cause problems with transportation such as barge ship-ping, infrastructure, and reductions in water supply. However, warmer winter temperatures could result in a longer ice-free season thereby extending the shipping season in the great lakes -David Easterling

= = =

GREAT LAKES TRANSPORTATION SYSTEM: 30,000 JOBS $3 BILLION IN CARGO PER YEAR

WATER LEVEL DECREASE =

ECONOMIC DECREASESUPERIOR = -9.0 INCHES BY 2030

MICHIGAN = -28.0 INCHES BY 2030

HURON = -28.0 INCHES

BY 2030

EIRE = -23.0 INCHES

BY 2030

ONTARIO= -14.0 INCHES BY 2030

[FIGURE 2.4] Increasing temperatures will cause water levels in the great lakes to decrease. This will cause a negative impact on the cargo industry due to lost drag. Information provided by Frank H. Quinn


JEFFREY STEWART28

POTENTIALS OF HIGH SPEED RAIL WHY FOCUS ON RAILROADS?


THESIS FALL 2012 29

POTENTIALS OF HIGH SPEED RAIL WHY FOCUS ON RAILROADS?


JEFFREY STEWART30

WHY FOCUS ON RAILROADS? - CONGESTION HIGHWAY CONGESTION

The issue urban cities are facing is congestion. In order for a transportation system to work there must be a clear system of infrastructure. Some ideas for the future may be:

Going underground Multi-tier roadways New guideways above ground over existing right of ways for rapid rail Better exploitation of existing infrastructure through new practices and technologies.

By restoring and expanding railroad infrastructure, other modes of transportation will become less congested. Previous research has shown the economic and environmental advantages of expanding the use of rail travel. Other social concerns may be resolved as well. By decreasing congestion on the highway and intercity grids, there will be less noise, people will be able to get places on time, and in case of an emergency there will quicker response times.

As congestion continues to grow, as the frequency and convenience of service improves, and as residential and commercial development decisions become better integrated with transpor-tation decisions, more of its benefits will accrue, even to non users. In addition, its role in main-taining mobility in metropolitan areas may gain in importance and with it the economic vitality of these areas may hang in the balance. -Donald Trilling

Highway congestion costs $80 billion a year in lost productivity and wasted fuel. -Barack Obama


THESIS FALL 2012 31

WHY FOCUS ON RAILROADS? - CONGESTION HIGHWAY CONGESTION

The issue urban cities are facing is congestion. In order for a transportation system to work there must be a clear system of infrastructure. Some ideas for the future may be:

Going underground Multi-tier roadways New guideways above ground over existing right of ways for rapid rail Better exploitation of existing infrastructure through new practices and technologies.

By restoring and expanding railroad infrastructure, other modes of transportation will become less congested. Previous research has shown the economic and environmental advantages of expanding the use of rail travel. Other social concerns may be resolved as well. By decreasing congestion on the highway and intercity grids, there will be less noise, people will be able to get places on time, and in case of an emergency there will quicker response times.

As congestion continues to grow, as the frequency and convenience of service improves, and as residential and commercial development decisions become better integrated with transpor-tation decisions, more of its benefits will accrue, even to non users. In addition, its role in main-taining mobility in metropolitan areas may gain in importance and with it the economic vitality of these areas may hang in the balance. -Donald Trilling

Highway congestion costs $80 billion a year in lost productivity and wasted fuel. -Barack Obama


JEFFREY STEWART32

BULLET TRAINS FOR AMERICA PROPOSED RAIL LINES IN THE UNITED STATES

Currently there is only one high speed rail line in eastern United States between Washington DC and Boston referred to as the Northeast Corridor. Acela Express travels at 150 mph in a small stretch in Rhode Island, but averages about 67 mph. South of NYC it tops at speeds of 125 and average 77. There are 3 million riders a year using this existing high speed infrastructure. Barack Obama created a plan to invest in infrastructure throughout the United States. This plan is what spawned the New York State Rail Plan which initiated this research. Obama agrees that high speed rail is an essential tool for growing the countries economy and reconnecting cities to a global economy. The first step will be to improve current infrastructure to help make rail travel faster. The next step will be to identify high speed rail corridors and define strategies for building such infrastructure. Obamas plan is to invest $8 billion and an extra $5 billion through 2014, $53 billion over the next 6 years. He has proposed 10 corridors in the US, which would cover 200-600 miles of track.

Other routes in the US include: LA to San Diego NYC to Albany Philadelphia to Harrisburg 100 Mile Segment in Michigan A central hub in Chicago, connecting the east and the mid west.

HIGH SPEED RAIL CORRIDORNORTHEAST CORRIDOROTHER PASSENGER RAIL ROUTES

KEY

[FIGURE 3.1] Map showing the current plan for high speed rail in the United States. Provided by www.whitehouse.gov, A Vision for High Speed Rail, April 16, 2009 - Barack Obama


THESIS FALL 2012 33

BULLET TRAINS FOR AMERICA PROPOSED RAIL LINES IN THE UNITED STATES

Currently there is only one high speed rail line in eastern United States between Washington DC and Boston referred to as the Northeast Corridor. Acela Express travels at 150 mph in a small stretch in Rhode Island, but averages about 67 mph. South of NYC it tops at speeds of 125 and average 77. There are 3 million riders a year using this existing high speed infrastructure. Barack Obama created a plan to invest in infrastructure throughout the United States. This plan is what spawned the New York State Rail Plan which initiated this research. Obama agrees that high speed rail is an essential tool for growing the countries economy and reconnecting cities to a global economy. The first step will be to improve current infrastructure to help make rail travel faster. The next step will be to identify high speed rail corridors and define strategies for building such infrastructure. Obamas plan is to invest $8 billion and an extra $5 billion through 2014, $53 billion over the next 6 years. He has proposed 10 corridors in the US, which would cover 200-600 miles of track.

Other routes in the US include: LA to San Diego NYC to Albany Philadelphia to Harrisburg 100 Mile Segment in Michigan A central hub in Chicago, connecting the east and the mid west.

HIGH SPEED RAIL CORRIDORNORTHEAST CORRIDOROTHER PASSENGER RAIL ROUTES

KEY

[FIGURE 3.1] Map showing the current plan for high speed rail in the United States. Provided by www.whitehouse.gov, A Vision for High Speed Rail, April 16, 2009 - Barack Obama


JEFFREY STEWART34

HISTORY OF RAILROAD STATIONSTO BETTER UNDERSTAND ITS POTENTIAL


THESIS FALL 2012 35

HISTORY OF RAILROAD STATIONSTO BETTER UNDERSTAND ITS POTENTIAL


JEFFREY STEWART36

HISTORY OF THE RAILROAD: AMERICA VS. EUROPE AMERICAN RAILROAD EUROPEAN RAILROAD

The fist rail station in Europe was in London. The crown street Station is still a precedent for many stations in modern America. Railroading became a crucial mode of transportation in Europe and the station was seen as a major piece of architecture for the city. Although, in Europe there was separation between architecture and engineering in station design. As technology in Europe progressed, architects began creating massive head type stations with hotels, restaurant and other program. At the same time engineers were competing to see who could develop the largest span. This created many spectacular stations in Europe with massive spans and elaborate stations.

The fist rail station in America was in Baltimore, the Mont Clair station. The American station was typically designed after a salon, considering in most small towns, the saloon or hotel was the major departure point. Later stations began to develop shed and waiting rooms, but they remains small and simple. Even in 1870 most American stations was simple shelters or waiting rooms with a roof. It wasnt until the late 19th century, into the early 20th century when America began to create stations that rivaled the great stations scattered throughout Europe.

Cumberland national highway tollhouse with shed

Mont Clair Station, Baltimore, 1830

Liverpool, crown street station, 1830

Strafford Connecticut, 1868 St. Pancras station, London, 1870

Gare de lEst, Paris, 1849

1830

1830

1849

1870

1850

1868

AMERICA EUROPE

To better understand how to design a transportation center, it is important to study the history of railroad stations and how they have changed over time. This study will examine how the scale of the station has changed, and how the station became a central node for the city it served. The first area of research is the drastic difference between European rail travel and United States rail travel. The difference between these two systems of infrastruc-ture explain why America is still far behind Europe in rail travel today.


THESIS FALL 2012 37

HISTORY OF THE RAILROAD: AMERICA VS. EUROPE AMERICAN RAILROAD EUROPEAN RAILROAD

The fist rail station in Europe was in London. The crown street Station is still a precedent for many stations in modern America. Railroading became a crucial mode of transportation in Europe and the station was seen as a major piece of architecture for the city. Although, in Europe there was separation between architecture and engineering in station design. As technology in Europe progressed, architects began creating massive head type stations with hotels, restaurant and other program. At the same time engineers were competing to see who could develop the largest span. This created many spectacular stations in Europe with massive spans and elaborate stations.

The fist rail station in America was in Baltimore, the Mont Clair station. The American station was typically designed after a salon, considering in most small towns, the saloon or hotel was the major departure point. Later stations began to develop shed and waiting rooms, but they remains small and simple. Even in 1870 most American stations was simple shelters or waiting rooms with a roof. It wasnt until the late 19th century, into the early 20th century when America began to create stations that rivaled the great stations scattered throughout Europe.

Cumberland national highway tollhouse with shed

Mont Clair Station, Baltimore, 1830

Liverpool, crown street station, 1830

Strafford Connecticut, 1868 St. Pancras station, London, 1870

Gare de lEst, Paris, 1849

1830

1830

1849

1870

1850

1868

AMERICA EUROPE

To better understand how to design a transportation center, it is important to study the history of railroad stations and how they have changed over time. This study will examine how the scale of the station has changed, and how the station became a central node for the city it served. The first area of research is the drastic difference between European rail travel and United States rail travel. The difference between these two systems of infrastruc-ture explain why America is still far behind Europe in rail travel today.


JEFFREY STEWART38

(3) L Type

RAILROAD STATION TYPOLOGIES STATION ARRANGEMENTS

STATION TYPOLOGIES - Cesar Daly, 1846

head type with shed

head type with shed

T plan, two sheds

two sided with shed

two sided U

One sided combination


one sided, no shed

(5)Switch Back

two sided shed and station


(4) One Sided(1) Head Type (2)Two Sided

Shed

Station

Arrival

Departure

KEY[During the first few decades of the stations development, so many ingenious experiments were being conducted that the evolving station types elude read classification. Some stations bore in them the patterns for the great terminal of the future, others proved abortive. Cesar Daly, editor of the Revue Gen-erale de l Architecture made the first attempt in 1846 to reduce to order the proliferating chaos of station types. He claimed there were only four, if stations were classified according to the arrangements for entering and leaving them: (1) head type, arrival and depart in a single building across the end of the tracks; (2) two sided or twin type, with arrival and departure handled on opposite sides of the tracks; L type (3), with arrival at the end of the tracks, and departure at one side or vis versa; (4) one-sided combination type, with arrival and departure on one side of the tracks.... a variation of the one-sided station was used for a time at intermediate stations on the Great Western Railway. It provided duplicate buildings for arrival and departure a short distance apart on the same side of the tracks. The purpose was to save passengers arriving or departing from either directions from having to cross the tracks (5).] - excerpt from The Railroad Station, Carroll Meeks, pg.29-31)


THESIS FALL 2012 39

(3) L Type

RAILROAD STATION TYPOLOGIES STATION ARRANGEMENTS

STATION TYPOLOGIES - Cesar Daly, 1846

head type with shed

head type with shed

T plan, two sheds

two sided with shed

two sided U



one sided, no shed

(5)Switch Back



(4) One Sided(1) Head Type (2)Two Sided

Shed

Station

Arrival

Departure

KEY[During the first few decades of the stations development, so many ingenious experiments were being conducted that the evolving station types elude read classification. Some stations bore in them the patterns for the great terminal of the future, others proved abortive. Cesar Daly, editor of the Revue Gen-erale de l Architecture made the first attempt in 1846 to reduce to order the proliferating chaos of station types. He claimed there were only four, if stations were classified according to the arrangements for entering and leaving them: (1) head type, arrival and depart in a single building across the end of the tracks; (2) two sided or twin type, with arrival and departure handled on opposite sides of the tracks; L type (3), with arrival at the end of the tracks, and departure at one side or vis versa; (4) one-sided combination type, with arrival and departure on one side of the tracks.... a variation of the one-sided station was used for a time at intermediate stations on the Great Western Railway. It provided duplicate buildings for arrival and departure a short distance apart on the same side of the tracks. The purpose was to save passengers arriving or departing from either directions from having to cross the tracks (5).] - excerpt from The Railroad Station, Carroll Meeks, pg.29-31)


JEFFREY STEWART40

RAILROAD STATION AS GATEWAYCONNECTING CITIES & GROWING ECONOMIES


THESIS FALL 2012 41

RAILROAD STATION AS GATEWAYCONNECTING CITIES & GROWING ECONOMIES


JEFFREY STEWART42

STATION AS GATEWAY

The architecture of a monumental building should express its purpose... Peristyle behind, semicircular doors and windows of very large dimensions intended to illuminate enormous vestibules to provide egress for crowds of travelers. What particularly characterizes the principle facade is a monumental clock, a great arch to relate to the train shed itself. -Perdonnet

Gare de lEst, Paris, 1849. Meeks, F. 50Michigan Central Station, 1913Station design in Europe became a key tool for advertising the city. Stations were seen as gateways into the city, and the stations had to represent the social and cultural characteristics of the city in which they inhabited. Throughout Europe the train station became a magnet for the city. It was the first and last thing any businessman saw when visiting a city, and considering European cities used trains as a major method of transportation, these buildings became very popular public spaces. In America this theme lagged behind. It wasnt until the late 19th, early 20th century when Stations of this magnitude began to be constructed in America. Grand Central Station in New York City; Chicago Station, and Michigan Central Station in Detroit all became new gateways to the city. A majority of these stations included hotels and massive waiting room to hold the increasing amount of users each year. Because railroads at this time were a major mode of transportation, these stations were important architec-tural catalysts for future growth within a city. In between major cities, stations were placed in order to develop small or even new towns and connect the suburbs to the major city.


THESIS FALL 2012 43

STATION AS GATEWAY

The architecture of a monumental building should express its purpose... Peristyle behind, semicircular doors and windows of very large dimensions intended to illuminate enormous vestibules to provide egress for crowds of travelers. What particularly characterizes the principle facade is a monumental clock, a great arch to relate to the train shed itself. -Perdonnet

Gare de lEst, Paris, 1849. Meeks, F. 50Michigan Central Station, 1913Station design in Europe became a key tool for advertising the city. Stations were seen as gateways into the city, and the stations had to represent the social and cultural characteristics of the city in which they inhabited. Throughout Europe the train station became a magnet for the city. It was the first and last thing any businessman saw when visiting a city, and considering European cities used trains as a major method of transportation, these buildings became very popular public spaces. In America this theme lagged behind. It wasnt until the late 19th, early 20th century when Stations of this magnitude began to be constructed in America. Grand Central Station in New York City; Chicago Station, and Michigan Central Station in Detroit all became new gateways to the city. A majority of these stations included hotels and massive waiting room to hold the increasing amount of users each year. Because railroads at this time were a major mode of transportation, these stations were important architec-tural catalysts for future growth within a city. In between major cities, stations were placed in order to develop small or even new towns and connect the suburbs to the major city.


JEFFREY STEWART44

RAILWAY AS GATEWAY

MODES OF TRANSPORT

RAILWAY GATEWAY

SCALE

PROXIMITY

What is most interesting about transportation infrastructure in rust belt cities is the use of railways. These railways acted as an artery connecting each city to a larger network of infrastructure. The railways stations that resulted became a central area of the city. Unlike the canal locks, or harbors, the train station was once an icon of the city acting as a gateway for people moving to and from the business centers. Detroit for example had a central station located just outside central city, which a major road connecting the two. Buffalo also had a major train station located just outside central city, that became a major stop for any rail line carrying goods through the Northeast. The proximity these station had to the city made them a very important icon. Although not all stations were built so large. There were many different scales of stations, each one still acting as a gateway and icon of the nearby city or town. A series of smaller station built between Boston and Albany is a great example. Many designed by H. H. Richardson, these stations were much simpler than that of Detroit or Buffalo, but still had the same qualities at different scales. Most of these stations are now vacant due to the thriving auto industry, decreas-ing the need for rail commuter transportation.

In addition to the straightforward functional program, each station also had a more subtle aesthetic aspect. In every city, town, or village along the route the station presented the physical image of a great corporation, and at every stop the station also served as the symbolic entry or gateway to the adjacent city, town or village. -Ochsner

PRO

XIM

ITY O

F ST

ATIO

N TO

CITY

FART

HER

CLO

SER

ABILITY FOR STATION TO BECOMING GATEWAY

[FIGURE 5.3] Michigan Central Station, 2009.Abandoned due to industry decline in the Rust Belt. The station use to be a focal point of the city, now it is a relic

[FIGURE 5.3] Map showing the proximity of Michigan Central Station to the center city of Detroit. The station became a gateway to the city due to its close proximity. The station may not have been so successful if it were located farther from a city like airports are today.

MORE LIKELYLESS LIKELY

PROXIMITY VS. GATEWAY

The closer a station is to the city, the better it becomes a focal point and

catalyst for the city


THESIS FALL 2012 45

RAILWAY AS GATEWAY

MODES OF TRANSPORT

RAILWAY GATEWAY

SCALE

PROXIMITY

What is most interesting about transportation infrastructure in rust belt cities is the use of railways. These railways acted as an artery connecting each city to a larger network of infrastructure. The railways stations that resulted became a central area of the city. Unlike the canal locks, or harbors, the train station was once an icon of the city acting as a gateway for people moving to and from the business centers. Detroit for example had a central station located just outside central city, which a major road connecting the two. Buffalo also had a major train station located just outside central city, that became a major stop for any rail line carrying goods through the Northeast. The proximity these station had to the city made them a very important icon. Although not all stations were built so large. There were many different scales of stations, each one still acting as a gateway and icon of the nearby city or town. A series of smaller station built between Boston and Albany is a great example. Many designed by H. H. Richardson, these stations were much simpler than that of Detroit or Buffalo, but still had the same qualities at different scales. Most of these stations are now vacant due to the thriving auto industry, decreas-ing the need for rail commuter transportation.

In addition to the straightforward functional program, each station also had a more subtle aesthetic aspect. In every city, town, or village along the route the station presented the physical image of a great corporation, and at every stop the station also served as the symbolic entry or gateway to the adjacent city, town or village. -Ochsner

PRO

XIM

ITY O

F ST

ATIO

N TO

CITY

FART

HER

CLO

SER

ABILITY FOR STATION TO BECOMING GATEWAY

[FIGURE 5.3] Michigan Central Station, 2009.Abandoned due to industry decline in the Rust Belt. The station use to be a focal point of the city, now it is a relic

[FIGURE 5.3] Map showing the proximity of Michigan Central Station to the center city of Detroit. The station became a gateway to the city due to its close proximity. The station may not have been so successful if it were located farther from a city like airports are today.

MORE LIKELYLESS LIKELY

PROXIMITY VS. GATEWAY

The closer a station is to the city, the better it becomes a focal point and

catalyst for the city


JEFFREY STEWART46

BOSTON-ALBANY RAILROAD-

GATEWAY SCALES COMMUTER STATIONS

MAINLINE STATIONS

FLAG STOPS

Together the 32 new passenger stations represent a legacy which not only affected the Boston & Albany Railroad, but also influenced station design throughout the United States.

Nationally, the post-Civil War period was marked by growing separation of business and residence made feasible by the construction of commuter lines between burgeoning urban centers and new outlying suburbs.

RAILWAY

Jeffrey Karl Ochsner

A series of stations were designed between Boston and Albany between 1881 and 1894. These stations were designed at different scales depending on the frequency of use. Regardless of scale, these stations served as a gateway to the suburb nearby. H.H. Richardson and others designed a station typology that would be easily distributed along the railway.

Station Typology - Image of the community


THESIS FALL 2012 47

BOSTON-ALBANY RAILROAD-

GATEWAY SCALES COMMUTER STATIONS

MAINLINE STATIONS

FLAG STOPS

Together the 32 new passenger stations represent a legacy which not only affected the Boston & Albany Railroad, but also influenced station design throughout the United States.

Nationally, the post-Civil War period was marked by growing separation of business and residence made feasible by the construction of commuter lines between burgeoning urban centers and new outlying suburbs.

RAILWAY

Jeffrey Karl Ochsner

A series of stations were designed between Boston and Albany between 1881 and 1894. These stations were designed at different scales depending on the frequency of use. Regardless of scale, these stations served as a gateway to the suburb nearby. H.H. Richardson and others designed a station typology that would be easily distributed along the railway.

Station Typology - Image of the community


JEFFREY STEWART48

BOSTON-ALBANY RAILROAD- URBAN ICON AT DIFFERENT SCALES

The design problem was twofold: the similarity of essential functions among all stations, as well as the identity of the B&A, demanded that the design incorporate elements of continuity, while each town or village would desire its own identity as expressed in elements of individual design. -Ochsner

When it is remembered that first impressions are the most powerful and most lasting, it will be easy to realize how highly important to a suburb is the appearance of the railroad station which is generally the entrance to the village. -Robert H. Van Court

Roof: the bigger the station, the more emphasis on the roof, creating a icon for the suburb.

Side isles created space for additional program such as baggage claim and/orrestaurant

The waiting room is much larger in scale, sometimes a hotel would be on the second floorThe waiting room is bigger,

typically included ticket offices and bathrooms

Covered waiting area outside

The roof became a noticeable feature in commuter stations

A flag stop was typically a small shelter, with no additional program

The main entry acted as a gateway into the town or suburb. The larger to town or city, the more grand the entry would be

mainline station

corporate image

commuter stationflag stop

Springfield

Station


THESIS FALL 2012 49

BOSTON-ALBANY RAILROAD- URBAN ICON AT DIFFERENT SCALES

The design problem was twofold: the similarity of essential functions among all stations, as well as the identity of the B&A, demanded that the design incorporate elements of continuity, while each town or village would desire its own identity as expressed in elements of individual design. -Ochsner

When it is remembered that first impressions are the most powerful and most lasting, it will be easy to realize how highly important to a suburb is the appearance of the railroad station which is generally the entrance to the village. -Robert H. Van Court

Roof: the bigger the station, the more emphasis on the roof, creating a icon for the suburb.

Side isles created space for additional program such as baggage claim and/orrestaurant

The waiting room is much larger in scale, sometimes a hotel would be on the second floorThe waiting room is bigger,

typically included ticket offices and bathrooms

Covered waiting area outside

The roof became a noticeable feature in commuter stations

A flag stop was typically a small shelter, with no additional program

The main entry acted as a gateway into the town or suburb. The larger to town or city, the more grand the entry would be

mainline station

corporate image

commuter stationflag stop

Springfield

Station


JEFFREY STEWART50

ARCHITECTURAL FORM AS CORPORATE LOGO Wabash Railroad Companycorporate design - 1905

GATEWAY CORPORATELOGO

RAILWAY

Today the railroad is often a backwater on the wrong side of town. In the nineteenth century it was the hub of the community, the link to the great world - the wretched roads were blocked by snow and mud for months, good highways came only after the automobile. Railroading was the nineteenth centurys primary industry. It offered the finest careers to ambitious men, the most jobs to skilled workers. The Victorian depot was a place of glamour and excitement and designed to look the part. - John Maass

In todays competitive economy, many companies have began franchises in order to expand. What is becoming more popular is to use architectural form as a way of advertisement. Fast food chains and franchise restaurants are commonly using this technique. These buildings become trademarks and are recognizable in every city they are placed. The railroad may be the original typology that used corporate logos as a way to expand business. Considering the railroad station was the gateway to the community, the major business in each town would buy the rights to the station , and use it as advertisement.

The basic floor plan of combination stations lent itself to easy replication. Even in the formative years of railroading, standardized depots became commonplace. Low in cost, convenient to erect, and easily expandable, such buildings were smoothly turned into visible corporate symbols. - Charles Bohi & Roger Grant CARBON COPY ARCHITECTURE

gable roof

fish scale siding

contrasting vertical siding

gable dormer over observation bay

turned brackets under eaves

signage


THESIS FALL 2012 51

ARCHITECTURAL FORM AS CORPORATE LOGO Wabash Railroad Companycorporate design - 1905

GATEWAY CORPORATELOGO

RAILWAY

Today the railroad is often a backwater on the wrong side of town. In the nineteenth century it was the hub of the community, the link to the great world - the wretched roads were blocked by snow and mud for months, good highways came only after the automobile. Railroading was the nineteenth centurys primary industry. It offered the finest careers to ambitious men, the most jobs to skilled workers. The Victorian depot was a place of glamour and excitement and designed to look the part. - John Maass

In todays competitive economy, many companies have began franchises in order to expand. What is becoming more popular is to use architectural form as a way of advertisement. Fast food chains and franchise restaurants are commonly using this technique. These buildings become trademarks and are recognizable in every city they are placed. The railroad may be the original typology that used corporate logos as a way to expand business. Considering the railroad station was the gateway to the community, the major business in each town would buy the rights to the station , and use it as advertisement.

The basic floor plan of combination stations lent itself to easy replication. Even in the formative years of railroading, standardized depots became commonplace. Low in cost, convenient to erect, and easily expandable, such buildings were smoothly turned into visible corporate symbols. - Charles Bohi & Roger Grant CARBON COPY ARCHITECTURE

gable roof

fish scale siding

contrasting vertical siding

gable dormer over observation bay

turned brackets under eaves

signage


JEFFREY STEWART52

BRANDING A CITYCULTURAL IDENTITY AS LOGO

BRANDING A CITY

THESIS FALL 2012 53

BRANDING A CITYCULTURAL IDENTITY AS LOGO


JEFFREY STEWART54

CITY BRANDING

corporate logo

citybrandingrailway

Using corporate branding strategies on an urban scale can begin to revitalize rust belt cities. Similarly to the way a corporation advertises to a specific market, and clientele, these depleting rust belt cities must develop an image which will attract new people, and create a social and cultural experience that will begin to act as a catalyst for change.

There are many different strategies of how to brand a city. Typically new building designs aim to enhance the image of the city without knowing exactly what that image is. In order to use design as a mechanism for development, there are certain techniques that should be used:

Existing qualities of a city = sustainable image

By looking at the unique aspects of a city, a new design can begin to use these qualities to create and experi-ence, or an image.

building images = image building

The Netherlands is a great example of a country in Europe which has many historic qualities, but is beginning to shift to more industrial high tech cities.

Rotterdam is trying to become the manhattan of the Netherlands, building sky scrapers and transforming the skyline of what once was just a major port city. Eindhoven has a similar goal, although at a much smaller scale. The fact that these cities are trying to expand at different scales, should mean there are different techniques involved in how they brand the city. Unfortunately Rotterdam is not responding to the cultural difference the city possesses. Instead they are expanding just to expand, and be relevant in the global economy, but what they are really doing, is creating what Rem Koolhaas calls blankness in the cities image.

Operating at different scales, means different goals:

Rotterdam = Manhattan on the Maas

Eindhoven = Rotterdam on the dommel

Image

physical reality

prejudicesdesires

memories

BRANDING A CITY

THESIS FALL 2012 55

CITY BRANDING

corporate logo

citybrandingrailway

Using corporate branding strategies on an urban scale can begin to revitalize rust belt cities. Similarly to the way a corporation advertises to a specific market, and clientele, these depleting rust belt cities must develop an image which will attract new people, and create a social and cultural experience that will begin to act as a catalyst for change.

There are many different strategies of how to brand a city. Typically new building designs aim to enhance the image of the city without knowing exactly what that image is. In order to use design as a mechanism for development, there are certain techniques that should be used:

Existing qualities of a city = sustainable image

By looking at the unique aspects of a city, a new design can begin to use these qualities to create and experi-ence, or an image.

building images = image building

The Netherlands is a great example of a country in Europe which has many historic qualities, but is beginning to shift to more industrial high tech cities.

Rotterdam is trying to become the manhattan of the Netherlands, building sky scrapers and transforming the skyline of what once was just a major port city. Eindhoven has a similar goal, although at a much smaller scale. The fact that these cities are trying to expand at different scales, should mean there are different techniques involved in how they brand the city. Unfortunately Rotterdam is not responding to the cultural difference the city possesses. Instead they are expanding just to expand, and be relevant in the global economy, but what they are really doing, is creating what Rem Koolhaas calls blankness in the cities image.

Operating at different scales, means different goals:

Rotterdam = Manhattan on the Maas

Eindhoven = Rotterdam on the dommel

Image

physical reality

prejudicesdesires

memories


JEFFREY STEWART56

CITY AS BRAND

wanted condition:individuality

choicediversity

distinguishing features

current condition:monotony

predictability

Orchestrating a unique experience:

Process:

1. Analysis dominant image of city2. Examine potentials3. Deepen the image

Current global cities are losing their ability to differentiate themselves. One strategy a depressed city might do is to exploit emotions and bind a specific group of people to the city. The city needs a soul.

People with specific talents go where their talents are needed. This creates urban renewal by bringing new people to a specific area, ultimately creating a common culture of self expression within that city.

By harvesting individuality, a city can grow into a unique environment what will attract new people and create an experience. Las Vegas is a great example of a city which grew because of a certain image relating to leisure.

BRANDING A CITY

THESIS FALL 2012 57

CITY AS BRAND

wanted condition:individuality

choicediversity

distinguishing features

current condition:monotony

predictability

Orchestrating a unique experience:

Process:

1. Analysis dominant image of city2. Examine potentials3. Deepen the image

Current global cities are losing their ability to differentiate themselves. One strategy a depressed city might do is to exploit emotions and bind a specific group of people to the city. The city needs a soul.

People with specific talents go where their talents are needed. This creates urban renewal by bringing new people to a specific area, ultimately creating a common culture of self expression within that city.

By harvesting individuality, a city can grow into a unique environment what will attract new people and create an experience. Las Vegas is a great example of a city which grew because of a certain image relating to leisure.


JEFFREY STEWART58

CASE STUDY: SHOPPING MALL IN WEST GARDEN CITY - BERCI FLORIAN

Shopping Mall:

In order for a shopping mall to be successful, it needs to cater towards a certain type of consumer, and by defini-tion the consumer will be drawn towards that shopping mall. The shopping area must create a culture of their own by taping into existing cultures and branding an identity.

consumer Identify with area

Appeal&

identity

shopsscale

interaction

West Garden Cities Shopping Mall:

The west garden cities of Amsterdam is considered an area not marked by big budgets, but rather people who mainly live by modest spending. Building a shopping mall in the city would be unsuccessful because the people of this city will not typically spend a day shopping, but if they are in a social space, that happens to have shop-ping around it, they might spend a little money on a few products due to proximity to shopping area.

public spacemeeting place,

social interaction

COMFORT ZONE

SHOPPING ZONE

SHO

PPIN

G Z

ON

E

SHO

PPIN

G Z

ON

E

CO

MFO

RT Z

ON

E

CO

MFO

RT Z

ON

E

Certainly in a community that is largely characterized by limited purchasing power, there is a considerable need for meeting places and public spaces that inspire and captivate without immediately appealing to them as consumers. The beating heart of the west garden cities should therefore not be just a shop-ping heart, but also a pleasant meeting place for people without the wish to make purchases. -Berci Florian

West Garden Cities shopping mall diagram scheme

BRANDING A CITY

THESIS FALL 2012 59

CASE STUDY: SHOPPING MALL IN WEST GARDEN CITY - BERCI FLORIAN

Shopping Mall:

In order for a shopping mall to be successful, it needs to cater towards a certain type of consumer, and by defini-tion the consumer will be drawn towards that shopping mall. The shopping area must create a culture of their own by taping into existing cultures and branding an identity.

consumer Identify with area

Appeal&

identity

shopsscale

interaction

West Garden Cities Shopping Mall:

The west garden cities of Amsterdam is considered an area not marked by big budgets, but rather people who mainly live by modest spending. Building a shopping mall in the city would be unsuccessful because the people of this city will not typically spend a day shopping, but if they are in a social space, that happens to have shop-ping around it, they might spend a little money on a few products due to proximity to shopping area.

public spacemeeting place,

social interaction

COMFORT ZONE

SHOPPING ZONE

SHO

PPIN

G Z

ON

E

SHO

PPIN

G Z

ON

E

CO

MFO

RT Z

ON

E

CO

MFO

RT Z

ON

E

Certainly in a community that is largely characterized by limited purchasing power, there is a considerable need for meeting places and public spaces that inspire and captivate without immediately appealing to them as consumers. The beating heart of the west garden cities should therefore not be just a shop-ping heart, but also a pleasant meeting place for people without the wish to make purchases. -Berci Florian

West Garden Cities shopping mall diagram scheme


JEFFREY STEWART60



THESIS FALL 2012 61



JEFFREY STEWART62

IMAGE OF THE RUST BELT CITY Buffalo, NY Grain City

Detroit, MI Motor City

Oil CityCleveland, OH

Pittsburgh, PA Steel City

[Figure 9.01]

Buffalos image was created by the intersection of Lake Erie and the Erie canal. Grain elevators lined the connection point between these two waterways. Buffalo became a major stop for grain distribution.

[Figure 9.02]

[fig 02]Pittsburgh was know as the steel city due to the coal resources and Andrew Carnegie Pittsburgh steel mills. During World War 2 the city produced nearly 100 million tons of steel.

[Figure 9.04]

Documents

Reconnecting the Rust Belt City