Trinidad and Tobago Mass Transit Hub

Trinidad & Tobago Mass Transit Hub:

Rehabilitation of Urban Decline Through Efficient Public Transport

A Thesis Submitted to the Faculty of the Architecture Department in Partial Fulfillment of the Requirements for the Degree of Master of Architecture

at Savannah College of Art and Design

Rajiv Nicholas Bachan

Savannah, GA © August 2014

The author hereby grants SCAD permission to reproduce and to distribute publicly paper and electronic thesis copies of document

in whole or in part in any medium now known or hereafter created.


Author Sign Here Date

Dr. Hsu-Jen Huang

Committee Chair Sign Here Date

Prof. Ryan Bacha

Committee Member Sign Here Date

Dr. David Gobel

Committee Member Sign Here Date



A Thesis Submitted to Faculty of the Architecture Department

in Partial Fulfillment of the Requirements for the

Degree of Master of Architecture

at

Savannah College of Art and Design

Written by


Savannah, GA

© August 2014

Dr. Hsu-Jen Huang Ph.D., Committee Chair

Prof. Ryan Bacha, Committee Member

Prof. David Gobel Ph.D., Committee Member

Dedication

To my mother Geeta, for your love and strength, my brothers

Deepak and Kadir, for your continual support, to Jennifer for

your encouragement and to Arya, my motivation…

Acknowledgements

I would like to thank my committee members

Prof. Hsu-Jen Huang, Prof. Ryan Bacha and Prof. David Gobel

for your time and guidance.

Table of Contents

List of Figures 01

Thesis Abstract 08

Chapter 1 The Informal City: Exploring improvised settlements and urban decline in a developing nation 09 Section 1.1 Informal Settlements Section 1.2 Urban Decay Section 1.3 Port of Spain Section 1.4 Conclusion and Hypothesis

Chapter 2 Public Travel: Defining the benefits of a mass transit system versus the private vehicle 17 Section 2.1 Automated Society Section 2.2 Public vs. Private Section 2.3 Limitations of Study

Chapter 3 Site Analysis and Master Planning: Exploring the historic, social and environmental context of Port-of-Spain 23 Section 3.1 A Brief History Section 3.2 The Proposed Site Section 3.3 Conclusion

Chapter 4 Programming and Conceptual Massing: Developing a relationship between structure, space and concept 33 Section 4.1 Programmatic Development Section 4.2 Conceptual Development Section 4.3 Conclusion

Chapter 5 Schematic Design and Development: 41 Section 5.1 Transitioning Conceptual to Physical Section 5.2 Conclusion

Chapter 6 Final Site and Building: 47 Section 6.1 Defining the Final Solution Section 6.2 Conclusion Section 6.3 Final Boards

Works Cited 61

1

List of Figures

Chapter 1

1.1 Rocinha Favela 10 by Steve Martinez

1.2 Haiti Earthquake 11 by United Nations Development Stream

1.3 Abandoned House Brightmoor Detroit 12 https://www.flickr.com/photos/twisted%20pics/311%202124981/sizes/l

1.4 Districts of Port of Spain 13 by Author

1.5 Photo of Laventille 14 http://static.panoramio.com/photos/large/6746291.jpg

1.6 Downtown Port of Spain 15 http://biba.bb/assets/images/news/Port_of_Spain.jpg

1.7 Woodbrook Port of Spain 15 http://megaconstrucciones.net/images/urbanismo/foto10/port-spain-59.jpg

1.8 Belmont Rooftops 15 https://www.flickr.com/photos/sanman_ish/8258101187/sizes/l

1.9 Beetham Area 15 http://sphotos-d.ak.fbcdn.net/hphotos-ak-snc7/488249_4352796787115_864066252_n.jpg

2

Chapter 2

2.1 Concept Image of High Speed Rail in California 18 http://i.bnet.com/blogs/california-high-speed-rail-06-lg.png

2.2 Solutions for Urban Travel 19 http://farm8.staticflickr.com/7228/7399658942_267b1ba9fc_b.jpg

2.3 Economic Benefits 20 http://www.publictransportation.org/benefits/Pages/InfoGraphics.aspx

2.4 Solutions for Urban Travel 21 http://farm8.staticflickr.com/7228/7399658942_267b1ba9fc_b.jpg

Chapter 3

3.1 Region Map 24 by Author

3.2 Site and Context 25 by Author

3.3 City Gate Terminal 27 http://www.newsday.co.tt/galeria/2009-01-24-7-1A_MAXI-TAXI.jpg

3.4 City Gate Terminal 27 http://www.newsday.co.tt/galeria/8-1a_maxi_hub_(3).jpg

3.5 City Gate Terminal 27 http://www.newsday.co.tt/galeria/2007-10-11-8-1A.jpg

3.6 City Gate Terminal 27 http://www.phastraqvfx.com/wp-content/uploads/2013/08/City-Gate-POS.jpg

3.7 Port of Spain Market 27 http://www.cruisersforum.com/gallery/misc.php?do=printimage&i=5709

3

3.8 Port of Spain Market 27 http://www.svkiva.com/images/2008/Trinidad/market.jpg

3.9 Beetham Highway 27 http://www.skyscrapercity.com/showthread.php?t=1535931

3.10 Eastern Main Road 27 http://www.skyscrapercity.com/showthread.php?t=1535931

3.11 Access to Site 28 by Author

3.12 Land Use Classification 29 http://www.eposdctt.com/images/public/documents/LandUse.pdf

3.13 Population Density 29 http://www.eposdctt.com/images/public/documents/PopDensity.pdf

3.14 Income Groups 30 http://www.eposdctt.com/images/public/documents/Table2.5.pdf

3.15 Selective Demographic Indicators 30 http://www.eposdctt.com/images/public/documents/Table2.1.pdf

3.16 Seismic Activity Chart (95 Year) 31 http://www.uwiseismic.com/Downloads/PGA(g)_RP=95years.jpg

3.17 Climate Graph 31 http://www.trinidad-and-tobago.climatemps.com/trinidad-and-tobago-climate-graph.gif

Chapter 4

4.1 Spatial Layout and Programming 35 by Author

4.2 Structural Massing 36 by Author

4

4.3 Structural Massing 36 by Author

4.4 Spatial Layout Massing 36 by Author

4.5 Shifting of Spatial Layout 36 by Author

4.6 Repetition of Structural Arches 37 by Author

4.7 Application of Skin 37 by Author

4.8 Separation of Spatial Mass 37 by Author

4.9 Additional Shifting of Spatial Mass 37 by Author

4.10 Smooth Structural Mass 38 by Author

4.11 Streamlined Spatial Mass 38 by Author

4.12 Merging of Structural Mass & Spatial Mass 38 by Author

4.13 Conceptual Mass 39 by Author

4.14 Conceptual Mass 39 by Author

5

Chapter 5

5.1 Site Plan with Conceptual Mass 42 by Author

5.2 Ground Floor Plan 43 by Author

5.3 First Floor Plan 43 by Author

5.4 Second Floor Plan 44 by Author

5.5 Third Floor Plan 44 by Author

5.6 South Elevation 45 by Author

5.7 East Elevation 45 by Author

5.8 North Elevation 45 by Author

5.9 West Elevation 45 by Author

5.10 Transverse Section A 46 by Author

5.11 Transverse Section B 46 by Author

5.12 Transverse Section C 46 by Author

6

5.13 Transverse Section D 46 by Author

5.14 Longitudinal Section 46 by Author

Chapter 6

6.1 Site Plan 48 by Author

6.2 Perspective View 49 by Author

6.3 Ground Floor Plan 50 by Author

6.4 Second Floor Plan 50 by Author

6.5 Isometric View 50 by Author

6.6 Third Floor Plan 51 by Author

6.7 Roof Plan 51 by Author

6.8 North Elevation 52 by Author

6.9 East Elevation 52 by Author

6.10 South Elevation 53 by Author

7

6.11 West Elevation 53 by Author

6.12 Longitudinal Section 54 by Author





6.17 Final Boards 58 by Author



8

Thesis Abstract




August 2014

This thesis explores various causes of urban decline, particularly in developing nations and how modernized public transport can

mitigate its effect. The thesis does not focus on transportation systems nor does it pursue an urban design approach; instead, it

discovers how the architecture of mass public transport can re-shape the urban landscape thereby initiating rehabilitation through

supplemental benefits of the proposed undertaking.

Chapter 1

IntroductionThe Informal City: Exploring improvised

settlements and urban decline in a developing nation

10

Section 1.1 Informal SettlementsAn unmistakable feature of major cities

throughout the world’s developing nations is

the element of the informal settlement. These

settlements occur as a result of many things

including rapid rural-to-urban migration,

economic stagnation and depression, high

unemployment, poverty, informal economy,

poor planning, politics, natural disasters and

social conflicts. (UN-HABITAT) While they

might be considered an ‘eye soar’ or blight on

a city, these areas are a major cog in the wheel

of the thriving city. They provide key support

infrastructure to keep major cities moving

ahead. Within them are communities that breed

striving social and cultural worlds that are

beautiful and fascinating. The people of these

‘favelas’ or ‘slums’ are very resilient at the

least, acclimated to the poorest of conditions

known to the western world, they are the most

likely to adapt when necessary. (UN-HABITAT)

Despite these communities’ ability to adapt,

unfortunately, like anywhere else in the world, they

suffer from crime, violence, disease and have a

high vulnerability to natural disasters (Patton) and

in these informal settlements, these problems seem

Figure 1.1 Rocinha Favela (Slums of Rio De Janeiro)to be exacerbated. Initiatives are regularly set in

place by the governing bodies in conjunction with

volunteer organizations and community leadership

to assist in the development and restructuring

of these communities and to combat crime and

violence. While these initiatives are met with

mixed reviews, the effectiveness of these programs,

as well as whether they are properly executed

often come into question and the reality is that

there is no one solution, nor is there an adequate

way to execute these initiative. As we progress

as a worldwide society, an open dialogue must be

kept going to combat the cause and effect of slum

neighborhoods in developing nations.

Section 1.2 Urban DecayUrban decay, or urban rot, is defined as

the deterioration of a city due to neglect. It

affects many major cities throughout the world

11

and, unlike the above mentioned informal

settlement (See Section 1.1) it tends to affect

major cities in developed nations. (Andersen)

Urban decay is a result of a multitude of social

and economic problems and often causes areas

of the city to fall into disrepair and decrepitude.

De-industrialization, depopulation, abandoned

buildings and high local unemployment are some

of the features that characterize parts of a city

under decay. (Thabit) Residential communities

within an area experiencing urban decay tend

to suffer the most and begin to share the same

characteristics that affect informal settlements (See

Section 1.1) including crime and violence, high

unemployment, and due to neglect and disrepair of

basic maintenance and infrastructure, become more

susceptible to natural disasters and even disease

due to lack of sanitation efforts.

Figure 1.2 Haiti Earthquake

Fig. 1.1 Clustered housing in Brazil using improvised materials and building techniques.

Fig. 1.2 Severe damage to informal settlement after seismic activity in Haiti. As a result of improper building methods, these building were unable maintain their structural integrity.

Fig 1.3 Abandoned houses in Detroit after the automotive industry crash of 2006 leading to economic decline and mass unemployment.

Reverse gentrification is also a leading cause

of urban decay. This coupled with rent control

policies and other political complications can

perpetuate the cycle of neglect in these areas.

Reverse gentrification occurs when the wealthier

inhabitants of an area begin to move to the outer

lying suburbs, putting their properties up for rent.

This shift of classes opens up these previously

exclusive neighborhoods to the general public

thereby allowing lower income level families to

populate the area resulting in slow to stagnant

economic development. A domino effect ensues,

employment levels dwindle, crime rates go up

and property values decline leading to owners’

neglect of their properties. (Adelman)

There are many instances of cites that have

faced these issue and through redevelopment

and rehabilitation, have been able to save their

12

city from the effects of urban decay and reverse-

gentrification. As the world’s cities evolve and

new cities are built, initiatives to combat, prevent

and counteract various forms of urban decay are

being developed. These solutions, like those that

address the informal settlement, are not clear cut

in their effectiveness or execution. Once again, an

open dialogue is the most effective way to develop

new ideas that specifically address the city being

affected and the communities within them.

Section 1.3 Port of SpainPort of Spain, the capital city of Trinidad

and Tobago, boasting a diverse population and

a rich history that has molded it into the city it

is today. As a former colonial state, Trinidad’s

complex historic background has shaped its

capital into a unique urban landscape. (Besson)

Like most cities, Port of Spain has developed

districts of various idiosyncrasies; landmark

boundaries delineating one part of the city from

another, downtown districts, cultural and arts

districts, business districts etc. (See Fig. 1.4)

Sometimes, however, these separations end

up creating an undesired separation, causing a

disconnect within the city. Where once lived

wealthy plantation owners, are now offices

to some of the nation’s most elite politicians and

affluent families while simultaneously harboring

poverty stricken neighborhoods. The old railroad

that once brought sugar cane from the plantations

in the south to the ports of the capital is now the

city’s bustling travel hub, a bus terminal that brings

in upward of 200,000 commuters daily from the

east and south, amid numerous re-purposed and

abandoned buildings that once served the railroad

and plantation industry among other supplemental

industries. (Foundation)

Thousands of residents in East Port of Spain

live in substandard conditions including poor

roadways and drainage, housing with no pipe

born water supply, dilapidated structures with

insufficient foundation and a lack of maintained

community facilities. (EPOSDCTT)There is also

the presence of gang violence and heavy drug

Figure 1.3 Abandoned Houses in Detroit

13

Woodbrook DistrictNightlife; Clubs, Bars, Restaurants & Theaters

Newtown/ Tranquility/ Uptown Dis-trictsSchools, Private Office & Service Based Businesses

Downtown DistrictGovernment, Banking & Retail Business

Belmont/ East Port of Spain DistrictA collection of mostly residential communities that originated from informal settlements, many of which still lack basic infrastructure and utilities.

East Port of Spain

Woodbrook

Belmont

Downtown

Uptown

Tranquility

New

town

Beetham Highway

Priority Bus Route

Eastern Main Road

Figure 1.4 Districts of Port of Spain

trafficking with education levels much lower

than the national average. The people of this area

have been neglected and deprived of the benefits

shared by others as citizens of a thriving, oil rich

nation. (King) (Harlcrow) While the districts to

the west benefit from recent urban development,

including an impressive skyline of luxury hotels,

government offices and banks, the east remains

in decrepitude. The contrast between the areas

is quite clear with the only separation boundary

being East Dry River (See Fig 1.4)

Section 1.4 Conclusion and HypothesisBeing a developing nation, Port of Spain

does share many characteristics that come with

the territory (See Sections 1.1 & 1.2) a lack of

planning and proper urban development has turned

into an infrastructure nightmare with much of the

eastern regions of the city populated by residential

14

Figure 1.5 Laventille (East Port of Spain)

communities that started off as informal settlements

which sprung up during the abolition of slavery

and the beginning of indentured labor. (Besson)

Adjoining areas closer to the city have, in turn,

suffered from neglect and degradation. All of the

commuter traffic mentioned above must pass through

these areas to access the city through 3 major

vehicular roadways (See Fig. 1.4) creating hours

of congestion every morning and afternoon. Major

roadwork projects have been undertaken in the past

2 decades, including highway expansion and bypass

flyovers, however, this newly built infrastructure

cannot keep up with the ever growing population of

the city and increased vehicular traffic flowing in and

out of the city. (Gonzalez) A new approach must be

devised to address the lack of initial planning that

frames the entrance into the city that will alleviate

the traffic congestion and rehabilitate the outer lying

areas of neglect.

A mass transit interchange will enable the city of

Port of Spain to redeveloped and rehabilitate the eastern

districts by reconnecting it to the thriving downtown

through the systematic inflow of commuters.

Fig 1.5 A view from Port of Spain looking East toward the hills.

Fig 1.6 A view from the heart of the downtown district looking toward the west.

Fig 1.7 A view from the Newtown/ Woodbrook area looking west

Fig 1.8 A view from the Belmont area looking toward the hills to the North-East

Fig 1.9 A view from East Port of Spain looking toward downtown. The Eastern Main Road and The Priority Bus Route are shown here.

15

Figure 1.6 Downtown Port of Spain Figure 1.8 Belmont Rooftops

Figure 1.9 Beetham Area (East Port of Spain)Figure 1.7 Woodbrook Port of Spain

16

17

Chapter 2

Public TravelDefining the benefits of a mass transit system

versus the private vehicle

18

Section 2.1 Automated SocietyThe introduction of automated transportation

impacted the world much the same way that mass

communication and the Internet has influenced

the world we live in today. It brought people

closer together across vast distances and enabled

them to travel and experience much more of their

environment in a much shorter period of time. It

has broken down the barrier of distance to allow

cultures to discover and learn from one another.

(Urrey) (DeLong) Automated transportation is an

invaluable asset to the human condition by simply

bridging these gaps between us and our neighbors.

Similarly, automated forms of transportation has

shaped our physical environment, for better and

for worse, over the course of the past 150 years.

Our landscape is dominated by paved roads,

sidewalks, bus stations, railways, train stations and

airports. While the negative environmental impacts

of automated transport is of great concern, modern

advancement is constantly striving toward more

sustainable, environmentally friendly technology

that mitigate these impacts. (Layton) Furthermore,

the social, economic and technological benefits

have propelled us into the future much quicker than

anyone could have predicted.

Figure 2.1 Concept Image of High Speed Rail in California

19

Figure 2.2 Solutions for Urban Travel

20

Figure 2.3 Economic Benefits

Section 2.2 Public vs. PrivateIt isn’t always clear to the general public

as to why public transportation is superior

over private, the vox populi is that private

transport provides privacy, convenience

and freedom, it’s just “better” is often the

impression people have adopted due to the

nature of the car culture we live in today.

Perpetuating this is the fact that owning a

car once was, and to many, still is, a status

symbol. This makes it difficult to argue the

point when addressing it on an individual level,

but the negative environmental impacts of

private transportation compared directly to

mass transit is transparent (See Figure 2.2) It is

generally accepted today that private vehicles,

when it comes to environmental concerns, are

inferior. Furthermore, the residents of any city

with a prominent public transportation system

such as Honolulu, San Jose and Salt Lake City

would argue that the efficiency of their public

transport nullifies any need for a private vehicle.

(Time Staff)

Section 2.3 Limitations of StudyWhile it can be argued that the issues

faced by the residents and commuters

of East Port of Spain are that of an urban

design nature, this proposal seeks to take

an architectural approach to solving these

issues while addressing the urban landscape

and suggesting urban design solutions to be

instituted in conjunction with the main focus.

The site in question, while it is utilized by many

throughout the country, essentially, ‘belong’ to

the people of this area. It is the most prominent

feature of the urban landscape of the east and

planting the seed of rehabilitation through

architecture can have a tremendous impact on

the rest of the area and extend to a nationwide

centerpiece. The most iconic cities throughout

the world feature magnificent mass transit

systems that almost define the city such as the

New York Subway. This ‘seed’ of next level public

transit will breathe new life into the city and

subsequently spark the fire of rehabilitation.

21

Figure 2.3 Economic Benefits Figure 2.4 Solutions for Urban Travel

22

23

Chapter 3

Site Analysis and Master PlanningExploring the historic, social and

environmental context of Port of Spain

24

Section 3.1 A Brief HistoryWhen addressing the history of this

specific site, the history of the country as

a whole is relevant because of the modest

size of the island. Designated as the cultural

capital of the of Trinidad and Tobago,

East Port of Spain is the birthplace of such

Caribbean icons as the steel pan (steel

drum), calypso music and carnival. A place

that has produced scholars, athletes and

artists alike, which all come together to

produce a rich history for the area. (Besson)

Port of Spain is the capital city of the twin

island republic of Trinidad and Tobago,

a former commonwealth nation which,

unlike most islands of the Caribbean, has

abundant reserves of natural gas and oil.

Trinidad’s economy is not tourism based,

nor is it dependent on the tourism sector,

instead, it’s main exports are oil and natural

gas with related industries such as steel

and aluminum manufacturing as well as

petrochemicals. These industries have

allowed the country to amass great wealth

over the course of its more than 50 years of Figure 3.1 Region Map

25feet

meters2000

700

proposed site

DOWNTOWN

belmont

laventille

sealots

beetham

priority bus route ends, parking and maintenance facilities for buses, offices for public transport authority

city gate

port of spain market

public and private sector offices, banks, retail, food, active warehouses

various active and abandoned warehouses in disrepair

warehouses and port authority

informal settlement

informal settlement

low income residential communities



warehouses

Figure 3.2 Site and Context

EAST PORT OF SPAIN

26

independence, all of which culminate in the capital

city. (Agency)Administration, storage, customs and

excise among other supplemental facilities are all

located in and around Port of Spain, with much of

the storage facilities located in the eastern districts.

(See Fig 3.2)

Along the Beetham Highway to the North,

lay the Beetham Gardens, a low income, poverty

stricken suburb. Originally a squatters community

that originated in the 1950s, these residents are the

primary benefactor of the proposed rehabilitation.

Several initiatives have been put forth by government

to improve conditions, however, their effectiveness

has not achieved the level of success hoped for by

those involved. (Cambridge) Any proposed solution

must first consider the rights of these people as

this is their home, many of them having deep roots

within the community, spending their entire lives

living in the same area. Beyond the Beetham area

are the areas of Laventille, Sea Lots, and Morvant

all with smaller communities within them and all

of which share common history with those of the

Beetham Gardens.

Section 3.2 The Proposed SiteThe proposed site (See Fig 3.2) is currently the

location of City Gate, the main bus terminal into

the city from the East, which previously served as

a train station. It lies between East Port of Spain

and the remaining districts (Refer to Section 1)

bridging the separation between the two areas. Also

contained within this site are various buildings

re-purposed from the time of the railroad that are

now used to house administrative offices of the

Trinidad and Tobago Public Service Corporation

the entity charged with the public transportation

authority. Finally, large paved areas for parking

and maintenance of buses. Adjacent to the site is

the Central Market and Wholesale Market of Port

of Spain, both vital facilities which supply produce

and dry goods to both private citizens as well as

to restaurants and hotels. The site also features

abandoned and dilapidated warehouses and other

small structures. Most of the people who work in and

around this site reside in the communities of East

Port of Spain including bus and taxi drivers, dock and

warehouse workers and market vendors, shoppers and

commuters, all of whom utilize this area daily.

27

feetmeters

2000700

Figure 3.6 City Gate Figure 3.5 City Gate Terminal (Interior) Figure 3.10 Eastern Main Road

Figure 3.4 City Gate Terminal Figure 3.9 Beetham Highway

Figure 3.3 City Gate Terminal Figure 3.7 Port of Spain Market Figure 3.8 Port of Spain Market

28

Figure 3.11 Access to Site

Primary Area of Development

Secondary Area of Development

Tertiary Area of Development

Vehicular Access

Pedestrian Access: Common Path of TravelRestricted Vehicular Access: Buses Only

Areas of congestion

29

Figure 3.12 Land Use Classification

Figure 3.13 Population Densities

30

Table 2.1: Selected Demographic Indicators

No Community Name Total Population Male Female Households Dwelling Units Businesses Area

(Hectare) Population Density (pop/ ha)

Dwelling Unit

Density (DU/ ha)

1 Beetham Gardens 3508 1776 1732 958 933 99 70.33 50 13

2 Belmont 11627 5296 6331 3516 3592 346 158.64 73 22

3 East Port of Spain 11681 5696 5985 3558 3723 470 87.56 133 42

4 Eastern Quarry 5095 2491 2604 1550 1583 99 54.08 94 29

5 Gonzales 2811 1347 1464 799 819 53 31.85 88 25

6 Laventille 12906 6251 6655 3822 3829 387 117.90 109 32

7 Marie Road /Romains Lands 1396 675 721 392 394 15 140.48 10 2

8 Mon Repos 3444 1673 1771 1005 1021 50 175.83 20 5

9 Morvant 18292 8954 9338 5359 5483 377 137.47 133 39

10 Never Dirty 1560 775 785 461 480 33 70.50 22 6

11 Picton 4118 2100 2018 1224 1252 66 41.35 100 30

12 Sea Lots 1859 940 919 515 514 122 46.03 40 11

13 St. Barbs 5610 2754 2856 1491 1488 80 82.91 68 17

14 Upper Belmont 4559 2264 2295 1294 1328 79 112.68 40 11

15 Port of Spain Proper 4316 2226 2090 1169 1181 2887 58.5 74 20 T O T A L 92782 45218 47564 27113 27620 5163

Marie Road/ Romain Lands, Never Dirty and Mon Repos register low dwelling unit/ ha densities even though they are dense due to the inclusion of unoccupied areas higher up the slopes in the

calculation.

Table 2.2: East Port of Spain Income Groups

Income Groups TT$ No. of Persons Percentage of

Heads (%) Less than 500 17796 32 500999 7525 14 10001999 8964 16 20002999 4782 9 30003999 1637 3 40004999 1280 2 50005999 417 1 60006999 425 1 70007999 79 0.14 80008999 152 0.27 90009999 24 0.04 1000010999 31 0.05 1100011999 73 0.13 1200012999 19 0.03 13 and Over 212 0.38

Figure 3.14 Income Groups

Figure 3.15 Selective Demographic Indicators

Note:$1.00USD = Approx. $6.33TTD

31

Section 3.3 ConclusionIt is now possible for informed decisions to be made during development of

a site plan and conceptual development. It is proposed that the undertaking be

addressed in 3 separate phases;

Phase I: Primary Area of Development: a new transit hub will be built next to

the existing city gate building. The City Gate Building will be kept as it hold historic

significance.

Phase II: Secondary Area of Development: the adjoining Port of Spain Market

Area is to be completely replace with new buildings and infrastructure tailored to

facilitate more ideal conditions including better drainage,access to running water and

vehicular access.

Phase III: Tertiary Area of Development: the Priority Bus Route will be replace by

an overhead rail system developed in Phase I. This roadway will be converted into

green space including parks and recreational faculties as well as community and

youth development facilities tailored to the needs of the people of East Port of Spain.

Figure 3.16 Seismic Activity Chart

Figure 3.17 Climate Graph

32

33

Chapter 4

Programming & Conceptual Massing Developing a relationship between structure, space

and concept

34

Section 4.1 Programmatic DevelopmentThe building program of the New Transit Terminal will attempt to

reproduce the existing programmatic elements on the proposed site while

providing new, upgraded and additional facilities that modernize the overall

compound, while simultaneously fortifying the ideas explored during

conceptualization (See Section 4.2) (See Fig 4.1 for a detailed programmatic

layout) and cater to the volume of commuters arriving and departing. It is

necessary to note that, due to limitations of this project, this program addresses

the immediate site and buildings but does not include facilities that have been

affected in the immediate surrounding context of the site that are part of the

overall rehabilitation of East Port of Spain. This issue, however, is addressed in

the master plan and during the proposed phasing (See Chapter 3).

Section 4.2 Conceptual DevelopmentThe visual intention of the proposed building is two-fold; to be

experienced by, not only the user, but also the passer-by.

The average passer by would be pedestrians, vehicular passengers and

drivers. This form of user should experience entry into Port of Spain starting

with a processional approach through the eastern district culminating in the

view of the new Transit Terminal, a pronounce gateway into the city. It should

also convey its purpose externally through visual indicators. There should be

no question that the proposed building is a major Transit Terminal.

Commuters utilizing the new Transit Terminal should also experience

a processional entry into the city as mentioned above, with the added bonus

of experiencing the approach and entry to Port of Spain from a perspective

unavailable anywhere else except through rail travel. Additionally, an attempt

will be made to rethink the transit terminal as more than just a hub to move

through to the next place, but as a destination as well. A place to spend time

in and around. Looking toward a “cross roads” or ‘busy intersection’ for

inspiration, particularly that of a small town, where communal gatherings

occur, where the most interesting things happen. People tend to focus on trying

to get through rather than to stop and experience. The intent is for the terminal

to facilitate the interaction of commuters and the passer-by with hopes of it

becoming a destination in itself. Of course, getting people to their primary

destination will remain a key function, but through design and programming,

an attempt will be made to satisfy both conditions.

35

Figure 4.1 Spatial Layout and Programming

36

Development of Conceptual MassingA series of massing studies was conducted to simultaneously explore structural assembly and spatial layouts while responding to characteristics of the proposed site. Through this, a narrative is clearly outlined on the formation of various conceptual masses.

Fig 4.2 Standard Parabolic Arch Design allows for longer clear spans and increased building height

Fig 4.5 Shifting of spatial layout in response to site and structure

Fig 4.4 Layout of Massing according to spatial requirements as well as spatial relationship requirements

Fig 4.3 Addition of appendages and reinforcement to cater to additional building elements such as floor plates and horizontal structural elements

37

Fig 4.6 Repetition of structural arches to initiate form. The curvature of the element is a response to the major roadways penetrating the site

Fig 4.8 Separation of mass to facilitate spatial separation or public vs private areas as well as circulation

Fig 4.7 Application of skin to begin defining form and to understand how the spatial layout must respond to structure

Fig 4.9 Additional shifting of massing with voids to allow increased daylighting as well as courtyard space

38

Fig 4.11 Streamlined spatial massing to accommodate structure and site conditions while maintaining spatial requirements

Fig 4.10 Structural Mass with smooth facade

Fig 4.12 Merging of Structural Mass & Spatial Layout to form Conceptual Mass

39

Fig 4.13 Conceptual Mass

Section 4.3 ConclusionThrough the exploration of space and massing, the static form created through

spatial relationships coupled with structural massing and repetition allows the form

to take on a more dynamic shape. It begins to develop more interesting relationships

between its programmatic elements as well as its surrounding context. The form has

taken on a pronounced appearance that stimulates visual movement along its axis,

thereby elevating the viewers’ interest.

Fig 4.14 Conceptual Mass

40

41

Chapter 5Schematic Design & Development

42

Conceptual MassFigure 5.1 Site Plan with Conceptual Mass

Section 5.1 Transitioning Conceptual to PhysicalWhile conceptual massing marks a mile stone in the design process,

this only provides a prepped canvas on which we can attempt the

transition toward architecture. To transition from concept to physicality,

various shifting of elements is done in order to uncover unforeseen

issues, reinforcing strong relationships within the building model whilst

removing weak ones; introducing floor plates and building envelope,

circulatory systems and defining the external envelope that informs the

internal function to the users. Circulation and life safety begin to take

shape, allowing building systems to be integrated into the design. By

focusing on these issues in an intelligent, thorough manner, allows the

conceptual mass take the form of the physical building.

43

retail

retail

retailfood court

lobby

public parking

private parking offices

retail

retail

administration

public parking

Fig 5.2 Ground Floor Plan

Fig 5.3 First Floor Plan

The floorplates have been generated by slicing the mass horizontally

at appropriate intervals, then orienting solids and voids to work out spatial

volumes. The program is then laid out according to relationships between

them as well as to the overall building. This initiates the circulatory systems

of the building and defines public and private areas.

44

train platform

public parking

offices

Fig 5.4 Second Floor Plan

Fig 5.5 Third Floor Plan

45

Fig 5.8 North Elevation

Fig 5.6 South Elevation

Fig 5.7 East Elevation

Fig 5.9 West Elevation

46

Fig 5.10 Transverse Section A Fig 5.11 Transverse Section B

Fig 5.12 Transverse Section CFig 5.13 Transverse Section D

Fig 5.14 Longitudinal Section

Section 5.2 ConclusionSeveral issues have presented themselves during this phase of the design

process, while the structure is beginning to take on characteristics that start

defining concept and program, it is clear that the scale translated from massing

to schematic development is a bit grandiose. This mishap in translation has

brought about a disconnect between the external facade and the internal

workings of the building making it seem as though a smaller, functioning

building, is encompassed within a great big shell. While spatial relationships

and circulatory patterns are unaffected, the floor plates have taken on an

irregular form that presents an unnecessary challenge. Further exploration and

refining of the initiatives mention in Section 5.1 is needed. A revised approach

to the external building envelope while establishing new relationships to the

internal structure and layout will aid development of the final design, address

scaling and help maintain key design elements developed during this phase.

47

Chapter 6Final Site & Building

48

short term parking

SITE PLANsouth quay

eastern main rd

beetham highway

reserved parking

new transit terminal city gate

secondary area of developmentphase II: future site of the new port of spain market, additional parking facilities, amphitheater and other mixed-use communal facilities. This development will be a supplemental destination to the new transit terminal.

tertiary area of developmentphase III: the former site of the priority bus route will now feature the new railway overhead with new green space, running and cycling paths and shared community facilities such as, tennis and basket ball courts.

long term parking

local area bus terminal

new water retention pond to help counteract flooding due to site and building runoff. The pond also acts as a buffer to filter harmful chemicals from city run off before they enter nearby estuaries and the ocean.

beetham highway

new rail line

pedestrian walkway from parking lots to main building featuring unconditioned retail kiosks outdoor seating, fountains pick-up and drop-off zones and engaging landscape.

Fig 6.1 Site Plan

49

Section 6.1 Defining the Final SolutionIn addressing the issues highlighted previously (See Section 5.2) has

informed the final design, shaping the characteristics of the final proposed

building and the layout of the immediate site context. Beginning with program,

some of the spatial requirements (See Figure 4.1 in Chapter 4) that helped

form the initial massing and subsequently the schematic layout, have been

shifted. Specifically parking and some retail have been transitioned out of

the immediate building in order to address the scaling of the building. These

elements have been adhered to areas of the site directly adjacent to the

building. Do this has helped to shape the exterior facade in order to maintain

integration. The floor plates have been altered to allow a more regular spatial

layout, thereby strengthening circulatory relationships. The plan was then

Fig 6.2 Perspective View

mirrored to allow a greater influx of commuters by doubling the number or rails initially suggested. This mirroring has also allowed a more

streamlined egress to aid in fire safety as well as to get commuters on their way, and additionally, allow the building to achieve symmetry. Finally,

the facade comprises exposed structural elements which evolve as the internal function changes, while adhering to the repetition motif developed

during conceptual design.

50

99

7

7

4

9

11

6

3

1

2

15

9

985 9

Fig 6.3 Ground Floor Plan

Fig 6.5 Isometric View

99

410

10

8

87

7

10

213

3

3

11

2

13

9 2

3

10

10

Fig 6.4 Second Floor Plan

The final floor layout has been attained by orienting the programming

needs of the transit terminal in a series of iterations until ideal placement

was achieved. By doing so, the building maintains its primary function

of ensuring a smooth influx and outflow of commuters. This primary

orientation was then mixed with the layout of the typical town center,

thereby satisfying programmatic as well as conceptual requirements.

The top level contains only the train platform and spaces that support

this function. This is done to avoid the promotion of lingering; people arrive,

wait and depart, allowing a constant flow, free of congestion. As commuters

depart the platform, they are presented with the option of heading directly

to the bottom level where they emerge at the bus terminal, allowing them to

continue their journey unhindered.

Similarly, they also have the option of moving down to the second

level where interaction and lingering is promoted through shopping,

eateries, galleries and observation areas. This level further reinforces

the concept of promoting the terminal as a final destination.

16

51

1 Administrative Offices2 Commercial Kitchen3 Dinning/ Bar4 Gallery5 Locker Rooms6 Gym7 Mechanical8 Restrooms

9 Rentable Space10 Observation Area11 Lobby12 Waiting Area13 Operations Offices14 Roof Garden15 Bus Terminal16 Drop-off Area

87

78

13

13

13

13

10

10

12

1212

12

Fig 6.6 Third Floor Plan

14

Fig 6.7 Roof Plan

Finally, located on the ground level are the bus terminal, pick-up

and drop-off areas, pedestrian entrance, some retail and gathering areas

and administrative offices.

The immediate site surround the building has been developed to

satisfy program and concept criteria as well and is directly integrated

with flow into the building generating a sense of unity between the two.

52

Fig 6.8 North Elevation

Fig 6.9 East Elevation

53

Fig 6.10 South Elevation

Fig 6.11 West Elevation

54

Fig 6.12 Longitudinal Section

BUS TERMINAL

RAIL PLATFORMS

MAIN ATRIUM

ESCALATORS

OBSERVATION DECK

view

s rev

ealin

g th

e re

st o

f th

e bu

ildin

g ca

n be

obs

erve

d fr

om a

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here

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e ar

ea

faci

litat

es d

irect

acc

ess f

rom

th

e ra

il pl

atfor

m to

the

bus

term

inal

and

vic

e ve

rsa

reve

als t

o co

mm

uter

s in

tran

sit th

e po

ssib

ilitie

s of

stay

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al fo

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ws c

omm

uter

s to

get t

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eir fi

nal d

estin

ation

with

in

the

loca

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are

a

55

PICK-UP DROP OFFSTAIR WELL ACCESS

STAIR WELL ACCESS

cent

ral s

tair

wel

l and

esc

alat

or

acce

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com

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the

rest

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he b

uild

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drop

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the

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56



ConclusionAt the beginning of this thesis, my primary intent was to devise

a strategy for the much needed rehabilitation of East Port of Spain.

The greatest challenge in approaching such an issue is surmising

a single solution that emphasizes an architectural approach which

would then elicit further urban rejuvenation.

While there are various instances of architecture influencing

urban landscape, rather than vice versa, not all purpose-built

architecture is guaranteed to do so, or do so effectively. The site

in question, presented several possibilities that would generate

renewal through architecture, including the Port of Spain Market,

the Priority Bus Route and Beetham Gardens Community, all of

which would be ideal starting points. The effectiveness of starting

at one of these points, however, is limited to the nature of the end

user thus holding them limited in their ability to have a lasting

57



impact on an urban scale.

The new Trinidad & Tobago Mass Transit Hub (TTMAS) has

achieved these goals by presenting the opportunity for maximum

positive impact on the urban landscape of East Port of Spain.

TTMAS addresses multiple issues faced by both the immediate and

surrounding context, in addition to the rest of the city including the

Port of Spain Market, Priority Bus Route and Beetham Community.

It accomplishes these goals while at the same time, holding true

to their palimpsest, resulting in minimum adverse bearing on the

communities, businesses and commuters. Furthermore, TTMAS

reconnects the eastern districts with the rest of Port of Spain by

becoming a much more iconic gateway. Its placement bridges

the separation by hinging the two divides through purpose driven

architecture, systematic programming, planned spatial configuration

and logically sequenced site development.

58

TTMAS

TTMATtrinidad&tobago

The Trinidad and Tobago Mass Transit Hub will create social connections for commuters entering Port of Spain, establishing a center piece and processional entry into the city. By replacing the existing City Gate site and Port of Spain Market, this new development adheres to the palimpsest of what once was, what currently is and what is going to be. Set at a ‘cross-roads’, the program is specifically tailored to encouraging interactions between all users by establishing a commonality within people who otherwise have no shared affections.

Mass Transit HUB

programmatic layout spatial shifting circulation daylighting streamline to site conceptual formation to site response to program refinement to site conceptual mass

schematic massing floor layout structural concept vertical plating skin continuous exterior system roofing system

SiteSite of redevlopement, exisiting loaction of current bus terminal called ‘City Gate’ , the former rail station, which services the East - West corridor leading to all areas of the country.

Areas of Future Development1.) Existing bus terminal servicing the North/ North-west regions of the city and outskirts.2.) Existing site of farmer’s, abandoned warehouses and dilapidated police and transport authority buildings

Vehicular AccessLeading into the side are 3 major roads from both the East and West, movingalong the northern and southern boundaries of the site

Pedestrian AccessMost roadways adjacent to site carry heavy pedestrian traffic from the city,however, other outter laying districts which don’t meet the site directly have aheavy inflow of pedestrian commuters.

Rail & Bus LineThe priority bus route (PBR) is an additional easement to the site which is reserved for buses servicing the East-West corridor, it is located over the now defunct rail system of the early 20th century and will be replaced by the new rapid rail system

evolution of form and building to site, spatial requirments and concept

1

2

Fig 6.17 Final Boards

Section 6.3 Final Boards

59

West ElevationSouth Elevation

North ElevationEast Elevation Transverse Section A Transverse Section B Transverse Section C

y

2

1

34

5

6

7

7

8

8

99 9

9 99

1Administrative Offices2 Kitchen3 Dinning Room/ Bar4 Art Gallery5 Locker Rooms6 Gym7 MEP8 Restrooms9 Commerical Space

1 Commercial Kitchens2 Operations Office3 Viewing Balcony4 Dinning Area5 MEP6 Restrooms7 Art Gallery8 Dinning Room/ Bar9 Kitchen10 Commercial Space

First Floor Plan Second Floor Plan

1

1

2

2

3

3

4

45

6

6

7

89

10

10

10

10

5


60

24”x36” Concrete Footing

Extruded polystyrene foam insulation

Base course of gravel or crushed stone to prevent the capillary rise of ground water 4” minimum

12”x16”x8” CMU Block

3” minimum cover for steel reinforcement when concrete cast against and exposed to earth

6” cast-in-place concrete slab on grade

Double bond beam block w/ portland cement grout fill and reinforcing steel

5” thick light weight concrete slab on metal decking

K-series open web steel joist 18K7 at 6’ on center

Double top plate anchored to reinforce masonry bond beam

Fabricated light weight aluminum rafter system fasted to top plate

Fabricated metal bracket to fasten rafter to top plate using 4 nut and bolt connectors

1 Roof Garden2 Platform Lobby3 Waiting Area4 MEP5 Restrooms6 Operations Office

Third Floor Plan

1 2

3 2 2

22

4

4

5

5

6

6

6

6

ed

Rajiv Nicholas BachanARCH799 Graduate Architecture Studio: Thesis II

Prof. Hsu-Jen Huang, PhDProf. Ryan BachaProf. David Gobel

Spring 2012


61

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Trinidad and Tobago Mass Transit Hub