Search results for "metro"

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Reshaping Grand Avenue

Gehry’s long-awaited Grand Avenue Towers are headed to construction
At long last, The Grand, a Gehry Partners–designed mega-project slated for a site across the street from the Walt Disney Concert Hall in Downtown Los Angeles, is finally moving toward construction. Having been in the works since 2004, the proposed $1 billion complex has faced various delays and funding hurdles over the last 14 years despite the project's high-profile status. When initially envisioned by architect Frank Gehry and developer Related Companies, the mixed-use high-rise complex was considered a marquee development that would anchor a forthcoming, multi-block arts and entertainment district. But as delays piled up, smaller ancillary projects like the Diller Scofidio + Renfro–designed Broad Museum and The Emerson, a 19-story apartment tower, came online first. Now, instead of starting up the district's transformation, the complex might end up capping it off. After laying dormant for years, the project stirred back to life in 2017 after Chinese real estate firm CORE infused the development with $290 million in much-needed financing. In a surprise move, the developers filed for construction permits in August 2017. This week, the Related Companies announced it has amassed the $630 million needed in financing for the project, The Los Angeles Times reports, indicating that construction could begin as soon as the end of this month. If the timeline sticks, the complex is due to finish construction in 2021 and will eventually feature a 430-seat cinema, a 309-room hotel, and a 39-story residential component with 113 condominiums and 323 apartments, 20 percent of which will be subsidized. Renderings unveiled earlier this year depict a block-long terraced complex that steps back from the street as it rises. A pair of deconstructed, multi-faceted towers rise on either side of a central retail corridor. The project's three above-ground podium levels front the Disney Hall and are shown brimming with retail and restaurant establishments in renderings. These spaces feature broad, open-air shopping terraces and a central courtyard designed with seating areas and a sculptural awning. The two-tower complex will join a growing number of mixed-use developments that are on the way to sites scattered around the Grand Avenue district and the adjacent Civic Center area. City and private entities are working across these areas in an effort to break down the mono-functional post-war zoning plans that reshaped Downtown Los Angeles during the 20th Century and severed much of its residential uses. Other residential projects on the way nearby include a mixed-use tower from Gensler, a pair of condominium towers from AC Martin, as well as a new park designed by Office of Metropolitan Architecture and Studio-MLA.
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Who Runs the World

How city terrain affects runners at the world’s major marathon sites
Looking ahead to this Sunday’s New York City Marathon where over 50,000 runners will traverse the city’s five boroughs, we’re thinking about the roles that topography and urbanism play in the world’s longest running courses. The Abbott World Marathon Majors is composed of six races in four countries, including three in the United States. Though all the host cities are highly-populated metropolitan areas, they vary in size and density and all feature distinct geographies that change the way runners battle through the race. TCS New York City Marathon In New York, runners cross three major bridges and power through the city’s undulating terrain, some of it flat and some of it extremely hilly due to the Manhattan schist that elevates the northernmost parts of the Big Apple. One of the features of this race, and every race within the World Marathon Majors, is that it gives people—not cars—the chance to take over streets and other major pieces of infrastructure. Now in its 48th year, the marathon starts at the edge of Staten Island. Runners get an initial high over the 13,700-foot-long Verrazzano-Narrows Bridge, a Robert Moses-backed project, and run north up 4th Avenue from southern Brooklyn to Greenpoint. After a brief stint in Long Island City, Queens dotted with shiny, new towering residential properties, runners cross the Queensboro Bridge and begin a six-mile jaunt through Manhattan, the Bronx, and back into Manhattan to the end in Central Park. As one of the world’s most walkable cities, runners will have plenty architectural distractions along the 26-mile route. But with a total ascent of nearly 853 feet and a maximum elevation of 195 above sea level, the long and swelling course in New York is not for the faint of heart.  Tokyo Marathon The youngest race in the World Marathon Majors, the Tokyo Marathon has existed since 2007 and features little change in elevation due to the city’s location on the coast of Japan. Rising to just 134 feet above sea level, but largely maintaining an average of 5 feet above grade, the extensive course zigzags through the heart of the city and across the Sumida River.   The race begins at the Kenzo Tange-designed Tokyo Metropolitan Government Building, a 48-story tower that, though surrounded by other gray-toned architecture, still maintains its identity as a landmark in Tokyo. The building resembles a giant, cathedral-shaped computer chip. The course heads directly east toward downtown Tokyo past the 19th-century Imperial Palace, then loops through Asakusa, home of the famous Buddhist temple, Sensō-ji, down to Koto, through Ginza, and the Shinagawa business district in Tokyo Bay. Runners will end the race by cutting through Hibiya Park and hitting Tokyo Station. It’s the only course in the competition where participants double loop the parts of the route. The Boston Marathon As the world’s oldest annual marathon dating back to 1897, the Boston Marathon is also New England’s largest sporting event, attracting over 50,000 spectators and 30,000 participants. The historic course runs straight through eight cities and towns in the Boston metropolitan area, starting on East Main Street in Hopkinton and following Routes 35, 16, and 30. Finishers cross into downtown Boston and end near the John Hancock Tower in Copley Square after largely descending in elevation from the top of the course. The long route allows runners to explore Boston’s Middlesex County and race by the scenery between each colonial town. Overall, the race is very hilly. The course begins at 450 feet above sea level and drops drastically, eventually resting around the 150- to 200-foot mark from miles 3.5 to 15. From Newtown to Brookline at mile 19, runners will climb the infamous Heartbreak Hill before descending to sea level in the last two miles. Bank of America Chicago Marathon Beginning and ending in Chicago’s own front yard, Grant Park, runners go through 29 neighborhoods in one large loop, with each of the city’s main stadiums set as turning points. As one of the most architecturally revered cities in the U.S., runners have the opportunity to pass by some of Chicago's stand-out structures and get a feel for its physical and cultural diversity. The 45,000 participants start the flat race in downtown Chicago, catching glimpses of Millennium Park, the mid-century Prudential Building, and the Loop. After crossing north up LaSalle Street to Lincoln Park, they’ll hit Wrigley Field at mile 8 before heading south to Old Town, which sports Chicago’s Victorian-era homes, as well as St. Michael’s Church, one of the only buildings still standing from before the Great Chicago Fire of 1871. In the industrial River North neighborhood, runners will fly by Merchandise Mart, home to galleries, as well as residential and design showrooms. On the West Side of Chicago, participants pass by the famous Union Station and St. Patrick’s Church, the city’s oldest public building, before hitting Little Italy, Pilsen, and all its wall murals, as well as Chinatown. Before heading back up Michigan Avenue to Grant Park, runners go by the campus of the Illinois Institute of Technology, which is next to Bronzeville, a place called the “Birthplace of the Blues.” In the historic Gap section of the neighborhood, Frank Lloyd Wright built a set of rowhouses. BMW Berlin Marathon Established in 1974, today’s course for the Berlin Marathon hasn’t always been in place. Before 1990, the race was held solely on the city’s west side. Just months after the fall of the Berlin Wall that June, participants were able to run through East Berlin with tears in their eyes. The course today is configured in a large loop. It starts at 38 meters above sea level and never rises above 53 meters. It’s largely flat and features very few sharp corners, making it one of the fastest long-distance routes in the world.   Runners begin at the neoclassical Brandenburg Gate in the historic Pariser Platz. They then head west through Grober Tiergarten Park before crossing the river Spree. Heading into East Berlin, participants loop through Friedrichshain, Neukölln, Kreuzberg, Schoneberg, and Steglitz, eventually going into Charlottenburg, and downtown Berlin. Because of the city’s stark past, Berlin is relatively young and many major developments are less than 30 years old. Runners will start in an iconic and old part of the city, but eventually stumble upon newer structures such as Norman Foster’s Reichstag building and Potsdamer Platz, the city’s main square with a masterplan by Hilmer & Sattler, and designs by Renzo Piano and Helmut Jahn. Virgin Money London Marathon Following the flow of the River Thames, the relatively flat London Marathon attracts amateurs, charity fundraisers, and serious runners from around the world. It started in 1981 and the slithery course—which begins in Blackheath, passes through Greenwich, and ends in St. James near Buckingham Palace—has barely been altered since the original race 37 years ago. Participants travel through two of London’s major parks, visit dockyards, the Royal Artillery Barracks, and file through the neighborhoods of Deptford, Surrey Quay, and Wapping after crossing Tower Bridge. While the Tube is arguably the fastest way to get around London’s sprawling metropolis, running this annual race gives visitors a chance to see the city at their own pace. Some of the city’s most notable developments are directly on or near the River Thames, such as the near-complete London Bridge Station that’s been in the works for eight years.
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Move the Vote

Los Angeles approves free public transit on election day
As the contentious U.S. midterm elections taking place on Tuesday, November 6, fast approach amid numerous accusations of voter suppression and disenfranchisement often along lines of race and class, at least one city is proactively making it easier to vote. The Los Angeles County Metropolitan Transit Authority has just approved free public transit on election day to help encourage people to turn out to the polls. This is especially important in California, which has a number of ballot initiatives impacting housing and the environment. Ballot initiatives in California this November include Proposition 1, which would expand resources for veteran housing; Proposition 2, which would implement a 1 percent millionaire’s tax to help support mental health services, housing initiatives, and other resources for homeless people; Proposition 3 which would authorize nearly $9 billion in bonds for spending on water infrastructure and other environmental initiatives; and Proposition 10 which would allow local governments to implement rent control. The decision to expand voter accessibility in Los Angeles comes at a time where various forms of voter suppression and disenfranchisement are being brought to light across the country, including the intentional disenfranchisement of certain people who have served jail time, voter roll purges in states like Georgia, and gerrymandering districts to turn them red, such as in North Carolina’s 13th district. Some sources have also spread misinformation on the day the elections take place, such as in Suffolk County, New York, where a mailer from Republican incumbent Rep. Lee Zeldin featured the wrong deadline for absentee ballots (it’s November 5). Voter ID laws in many states have been accused of preventing lower income and minority voters from being able to enact their right to vote. In North Dakota new ID and residence rules, upheld by the Supreme Court, have been argued to be systematically targeting Native Americans. Relocating where people go to vote is another method that has been accused of attempting to prevent voter turnout. The ACLU has been brought a federal lawsuit over the choice to move a polling station for Dodge City, Kansas, whose population is majority Latinx, to a difficult-to-access location outside of the city limits. Similar moves to make voting hard to access, especially for people without flexible work schedules or easy transportation access, have been seen across the country, particularly in areas that have larger populations of people of color, as well as urban centers that tend to be more diverse and liberal-leaning. Los Angeles's announcement came as New York's Citibike announced that their bikes would be free to use for all on election day. Motivate, Citibike's parent company has announced that services in the Bay Area, Boston, Chicago, Columbus, Jersey City,  Portland, Minneapolis, and Washington D.C. would all be free on November 6 as well.
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Space Oddity

Spatial Affairs Bureau runs wild over disciplinary boundaries
Spatial Affairs Bureau can get a lot done. Started in 2010, the multifaceted landscape, architecture, and design practice led by Peter Culley boasts a wide array of diverse and engaging projects in the United States and England, with offices in London, Los Angeles, and Richmond, Virginia. With a background in landscape-focused cultural projects—Culley earned his stripes at London-based landscape architecture practice Gustafson Porter + Bowman in the late 1990s—Spatial Affairs pursues an intellectually nimble practice by pushing project constraints toward broad ends that encompass everything from “interior landscapes” to urban-scaled configurations. As the number of commissions in hand has multiplied over the years, the practice has become well-versed in combining the advice of expert consultants with its own penchant for programmatic and spatial innovation. It does so in an effort to create layered material and historic conditions that always push back toward the landscape in some form or another. The approach has resulted in a string of under-the-radar but dramatically good-looking commissions that aim to create something greater—and more cohesive—than the typical, rigidly defined arenas of normative practice might allow. Aside from the work profiled here, Spatial Affairs Bureau has a number of other significant projects on the way, including several sustainable houses in Los Angeles, a master plan and remodel of the headquarters for advertising agency TBWA\Chiat\Day, and a new pedestrian path and bicycle redevelopment scheme for the Richmond, Virginia, waterfront. Birmingham Markets Park As the city of Birmingham, England, looks to capitalize on a historic opportunity to create a new major civic space and park, Spatial Affairs is working to enrich a community-led proposal by laying out new residential, commercial, and public spaces in synergy with greenery and public health goals. To highlight the potential of the site, Spatial Affairs has developed an alternative approach that appropriates the leftover footprint of a redundant public market as the heart of the new parks complex. The project aims not only to meet the city's stated commercial and residential development goals, but also to use urban design in an effort to focus the benefits of rising land values surrounding the site toward community needs. Metropolitan Museum of Art Spatial Affairs Bureau has worked on several projects with the Metropolitan Museum of Art in New York City, both as a part of an interdisciplinary team that provided new outdoor seating areas for the museum’s Fifth Avenue location, and for several other projects as an independent contractor, including at the Met Breuer building. As part of its work with the Met, for example, the firm developed a pair of black metal panel–wrapped security buildings to flank the museum. Here, Culley deploys gently tapering forms designed to “respond to the classical architecture and soften the impact of larger elements as they meet the ground.” The approach was mirrored in a series of sleek bronze ticketing kiosks Culley created to help relieve crowding at both museum locations. Crosstown Arts The Contemporary Art Center in Memphis, Tennessee, is an arts and culture complex strategically carved out from within the hulking mass of a landmarked—but currently underutilized—1.5 million-square-foot former Sears warehouse and distribution center. The venue includes galleries, shared art making facilities, offices, artist-in-residence studios, and a bar. These amenities encompass portions of the first two floors of the warehouse, including a 10-story light well located at the center of the complex. With a distinctive, curving red staircase and excavated flared concrete columns populating the main “hypostyle” lobby, the complex represents an attempt to breathe new social life into a long-forgotten relic. Bouverie Mews Culley is also pushing the envelope in terms of housing, especially with the firm’s proposal for a planned 5,400-square-foot arts and residential compound in North London. There, the architect is working on a ground-up duplex anchored by studio space and a sculpture court. The Passive House complex is located atop a former brownfield site and is sandwiched between existing multifamily homes, warehouses, and the Grade II Listed Abney Park Cemetery Wall. Due to the landlocked project site, designs for the complex include multi-tiered gardens, precisely calibrated frameless skylights, and an interior layout that emphasizes borrowed daylight and views between different project areas.
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Scuttled Shuttles

Federal government shuts down self-driving school bus program in Florida
The dreams of a fully autonomous school bus are on hold for a little while longer, at least in Babcock Ranch, Florida. On October 19, the National Highway Traffic Safety Administration (NHTSA) ordered a complete halt to the self-driving school bus program in the Florida town, which had been transporting kids to-and-from school along a three-block stretch. Transdev North America had been operating the Easy Mile EZ10 Gen II shuttle as part of a two-month pilot program within the fully solar-powered, tech-forward community. The shuttle, which seats 12 and included a human supervisor ready to take over in case the “bus” encountered an unexpected obstacle, has a top speed of 8-miles-per-hour and was programmed to brake automatically. The bus was just one part of Transdev’s initiative to launch a network of autonomous shuttles (AVs) across North America, with Babcock Ranch as a testing ground. While the shuttle never picked up more than five students at a time, only operated one day a week during the five-week trial period, and only picked up and dropped off passengers in designated areas, the NHTSA didn’t mince words, calling the shuttle “unlawful.” According to the NHTSA, Transdev had only been granted permission to import their shuttles as demonstration vehicles and not to transport children. "Innovation must not come at the risk of public safety," said Heidi King, NHTSA Deputy Administrator, in a press release.  "Using a non-compliant test vehicle to transport children is irresponsible, inappropriate, and in direct violation of the terms of Transdev’s approved test project." While the NHTSA claims it wasn't informed about Transdev’s plans to use one of its shuttles to ferry students, the pilot program had been written about extensively and Transdev released several promotional videos touting their self-driving bus. Transdev, for its part, claims to have discussed the school bus shuttle with the NHTSA but that they had never received a letter asking them to stop operating it, and that they voluntarily shut down the program. The company also claims that every safety precaution was taken and that the shuttle was only operated along quite private roads. In its own release, Transdev states that “This small pilot was operating safely, without any issues, in a highly controlled environment. Transdev believed it was within the requirements of the testing and demonstration project previously approved by NHTSA for ridership by adults and children using the same route.” Whether the shutdown was over a miscommunication or because Transdev demonstrably overstepped its certification remains to be seen.
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Canopy Cover

Mecanoo unveils world’s largest performing arts center in Taiwan
A grand opening ceremony and concert last week signaled the official debut of Taiwan's new National Kaohsiung Centre for the Arts, Weiwuying—the world’s largest, single-building performing arts center set under one roof. The futuristic structure symbolizes Kaohsiung’s transformation from a major international harbor and military training base into a modern metropolis that's rich in culture and diversity. Dutch studio Mecanoo designed the arts center as part of a larger plan to make a positive impact on the urban and social fabric of Kaohsiung, a city of nearly three million people, as well as enhance the environment and beauty of the subtropical park in which it's located. Known as one of Taiwan’s most noteworthy cultural speculations in history, the National Kaohsiung Centre for the Arts is impressive for its state-of-the-art performances spaces, which comprise 35 acres of land. The remarkably unorthodox structure includes an outdoor theater, a 434-seat recital hall, a 1,210-seat playhouse, a 1,981-seat concert hall, and an impressive 2,236-seat opera house. The colossal building, along with its open spaces, will undoubtedly serve as the cultural hub of East Asia, as it merges high-quality art and performance with openness and accessibility. The design was inspired by Taiwan’s local Banyan trees and their gigantic canopies of leaves. The roof of the National Kaohsiung Centre for the Arts is equally expansive, and its unique, undulating skin connects various portions of the building and performs a wide range of functions. Beneath the roof is the Banyan Plaza, a huge sheltered public space that encourages pedestrian interaction and informal public organizations. An open-air theater connects the curvy roof to the ground, with the surrounding subtropical parkland serving as the stage. “Weiwuying is one of Mecanoo’s most ambitious buildings and embodies all the key elements of our philosophy,” wrote Francine Houben, a founding partner of Mecanoo, in a statement. “We have aimed to deliver a flagship cultural destination for Taiwan, a beacon to attract performers and audiences from around the world.”
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Heading On West

Construction begins on L.A.’s Purple Line extension as adjacent projects take shape
Over 30 years after it was initially planned, the Los Angeles Metropolitan Transportation Authority (Metro) has started tunneling the final phases of the Purple Line subway. According to Metro, when completed in 2026, it will be possible to take a one-seat underground ride from Union Station in Downtown Los Angeles to Westwood—an area home to the University of California, Los Angeles campus, the Veterans Administration complex, and other major institutions—in roughly 25 minutes. For comparison, today the trip takes nearly an hour and a half by car or bus. Though its completion is many years away, the pending extension has begun to impact adjacent areas as rezoning efforts get underway in anticipation of the route. The pending Purple Line Transit Neighborhood Plan, for example, will modestly boost densities between the three adjacent stations surrounding the Los Angeles County Museum of Art (LACMA) campus. As proposed, upper height limits in the densest areas could reach 70-feet, ten feet higher than currently allowed. The prospect of taller buildings on and around Wilshire Boulevard is not a far-off vision, however. The 18-story Vision on Wilshire project by Steinberg Hart and developers UDR, for example, wrapped up construction this summer. The pixelated tower comes with 150 units and joins other new apartment towers recently completed along the corridor. Nearby, a new glass-wrapped tower by MVE + Partners and developers J.H. Snider is slated for a site adjacent to the LACMA campus, and will bring 285 apartments and 250,000 square feet of offices just steps from the transit line. Another project on the boards is a two-tower condominium development slated to join the historic Minoru Yamasaki-designed Plaza Hotel in Century City. Here, Pei, Cobb, Freed & Partners, Gensler, Marmol Radzinger, and RCH Studios will add 290 luxury condominiums behind the historic hotel on a site that will host a new stop on the extension. The project is currently under construction. Not everyone is happy about the coming transit line, however, especially in Beverly Hills, which will see a new subway stop at Wilshire and Rodeo Drive. The City of Beverly Hills has been engaged in a years-long struggle to block the subway from running below its streets. Most recently, the Beverly Hills Unified School District orchestrated what it called a student “walk out” against the proposed metro line. The demonstration occurred last week and was aimed at trying to get the attention of President Trump, who is himself a Beverly Hills homeowner. According to The Los Angeles Times, students carried signs calling on the president to move the subway route, which is currently slated to run underneath Beverly Hills High School and other sites in the city, away from delicate areas. The students also sought to have the president take the unprecedented step of revoking the $1.5 billion in federal funds and low-cost loans awarded to the transformative project. There’s no word from the president yet, but Metro cranked up its two new tunneling machines Monday to begin digging the next leg of the extension nonetheless. It’s expected the tunneling machines will advance roughly 60 feet per day from La Brea Avenue and Wilshire toward the current Purple Line terminus at Western Avenue. After the tunnel there is excavated, the machines will be driven back to La Brea and begin the work of completing the final leg of the line. Phase one of the expansion is slated to open in 2023 with the second phase due to arrive in 2025 and final completion expected by 2026, just in time for the 2028 Olympic Games.
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Consensual computation

MIT announces $1 billion campus focused on AI advancement
The encroach of self-driving cars, acrobatic terminators, and decades of media hysterics over the destructive potential of artificial intelligence (AI) have brought questions of robot ethics into the public consciousness. Now, MIT has leaped into the fray and will tackle those issues head-on with the announcement of a new school devoted solely to the study of the opportunities and challenges that the advancement of AI will bring. The new MIT Stephen A. Schwarzman College of Computing, eponymously named after the Blackstone CEO who gave a $350 million foundational grant to launch the endeavor, will be getting its own new headquarters building on the MIT campus. While a large gift, the final cost of establishing the new school has been estimated at a whopping $1 billion, and MIT has reportedly already raised another $300 million for the initiative and is actively fundraising to close the gap. “As computing reshapes our world, MIT intends to help make sure it does so for the good of all,” wrote MIT president L. Rafael Reif in the announcement. “In keeping with the scope of this challenge, we are reshaping MIT. “The MIT Schwarzman College of Computing will constitute both a global center for computing research and education, and an intellectual foundry for powerful new AI tools. Just as important, the College will equip students and researchers in any discipline to use computing and AI to advance their disciplines and vice-versa, as well as to think critically about the human impact of their work.” As Reif told the New York Times, the goal is to “un-silo” previously self-contained academic disciplines and create a center where biologists, physicists, historians, and any other discipline can research the integration of AI and data science into their field. Rather than offering a standard double-major, the new school will instead integrate computer science into the core of every course offered there. The college will also host forums and advance policy recommendations on the developing field of AI ethics. The Stephen A. Schwarzman College of Computing is set to open in September 2019, and the new building is expected to be complete in 2022. No architect has been announced yet; AN will update this article when more information is available.
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Green Queens

AIANY and ASLANY honor 2018’s best transportation and infrastructure projects
At an awards ceremony at Manhattan’s Center for Architecture on October 8, representatives from AIA New York (AIANY) and the New York chapter of the American Society of Landscape Architects (ASLANY) gathered for the first annual Transportation + Infrastructure Design Excellence Awards (T+I Awards). The winners, winnowed down from a pool of 67 entrants, showed excellence in both built and unrealized projects related to transportation and infrastructure, with a heavy emphasis on work that integrated sustainability and engaged with the public. Outstanding greenways, esplanades, and transit improvement plans were lauded for their civic contributions. A variety of merit awards were handed out to speculative projects, and the Regional Plan Association (RPA) was honored a number of times for the studies it had commissioned as part of the Fourth Regional Plan; it was noted that many of the solutions proposed in past Regional Plans had eventually come to pass. The jury was just as varied as the entrants: Donald Fram, FAIA, a principal of Donald Fram Architecture & Planning; Doug Hocking, AIA, a principal at KPF; Marilyn Taylor, FAIA, professor of architecture and urban design at the University of Pennsylvania; David van der Leer, executive director of the Van Alen Institute; and Donna Walcavage, FASLA, a principal at Stantec. Meet the winners below:

Best in Competition

The Brooklyn Greenway Location: Brooklyn, N.Y. Designers: Marvel ArchitectsNelson Byrd Woltz Landscape Architects, WE Design Landscape Architecture, eDesign Dynamics, Horticultural Society of New York, and Larry Weaner Landscape Associates Now six miles long and growing, the waterfront Brooklyn Greenway project kicked off in 2004 with a planning phase as a joint venture between the nonprofit Brooklyn Greenway Initiative (BGI) and the RPA. The 14-mile-long series of linear parks has been broken into 23 ongoing capital projects under the New York City Department of Transportation’s purview—hence the lengthy list of T+I Award winners. Funding is still being raised to complete the entire Greenway, but the BGI has been hosting events and getting community members involved to keep the momentum going.

Open Space

Honor

Hunter's Point South Park Location: Queens, N.Y. Park Designers: SWA/Balsley and Weiss/Manfredi Prime Consultant and Infrastructure Designer: Arup Client: New York City Economic Development Corporation With: Arup The second phase of Hunter’s Point South Park opened in June of this year and brought 5.5 new acres of parkland to the southern tip of Long Island City. What was previously undeveloped has been converted into a unique park-cum-tidal wetland meant to absorb and slow the encroachment of stormwater while rejuvenating the native ecosystem. Hunter’s Point South Park blends stormwater resiliency infrastructure with public amenities, including a curved riverwalk, a hovering viewing platform, and a beach—all atop infill sourced from New York’s tunnel waste.

Merit

Roberto Clemente State Park Esplanade Location: Bronx, N.Y. Landscape Architect: NV5 with Mathews Nielsen Landscape Architects Client: New York State Office of Parks, Recreation, and Historic Preservation With: AKRF, CH2M Hill

Citation

Spring Garden Connector Location: Philadelphia, Pennsylvania Landscape Architect: NV5 Client: Delaware River Waterfront Corporation With: Cloud Gehshan, The Lighting Practice

Planning

Merit

The QueensWay Location: Queens, N.Y. Architect: DLANDstudio Architecture and Landscape Architecture, and WXY Architecture + Urban Design Client: The Trust for Public Land Could a High Line ever land in Queens? That’s what The Trust for Public Land set out to discover, tapping DLAND and WXY to imagine what it would look like if a 3.5-mile-long stretch of unused rail line were converted into a linear park. The project completed the first phase of schematic design in 2017 using input from local Queens residents, but fundraising, and push-and-pull with community groups who want to reactivate the rail line as, well, rail, has put the project on hold.

Merit

Nexus/EWR Location: Newark, N.J. Architect: Gensler Client: Regional Plan Association With: Ahasic Aviation Advisors, Arup, Landrum & Brown

Projects

Merit

The Triboro Corridor Location: The Bronx, Brooklyn, and Queens, N.Y. Architect: One Architecture & Urbanism (ONE) and Only If Client: Regional Plan Association Commissioned as part of the Fourth Regional Plan, Only If and ONE imagined connecting the outer boroughs through a Brooklyn-Bronx-Queens rail line using existing freight tracks. Rather than a hub-and-spoke system with Manhattan, the Triboro Corridor would spur development around the new train stations and create a vibrant transit corridor throughout the entire city.

Structures

Honor

Fulton Center Location: New York, N.Y. Design Architect: Grimshaw Architect of Record: Page Ayres Cowley Architects Client: NYC Metropolitan Transit Authority With: Arup, HDR Daniel Frankfurt, James Carpenter Design Associates Fulton Center was first announced in 2002 as part of an effort to revive downtown Manhattan’s moribund economy by improving transit availability. Construction was on and off for years until the transit hub and shopping center’s completion in 2014, and now the building connects the 2, 3, 4, 5, A, C, J, and Z lines all under one roof (the N, R, and W trains are accessible through an underground passage to Cortlandt Street). Through the use of a large, metal-clad oculus that protrudes from the roof of the center, and the building’s glazed walls, the center, which spirals down from street level, is splashed with natural light.

Merit

Number 7 Subway Line Extension & 34th Street-Hudson Yards Station Location: New York, N.Y. Architect: Dattner Architects Engineer of Record: WSP Client: MTA Capital Construction With: HLH7 a joint venture of Hill International, HDR, and LiRo; Ostergaard Acoustical Associates; STV

Merit

Mississauga Transitway Location: Ontario, Canada Architect: IBI Group Client: City of Mississauga, Transportation & Works Department With: DesignABLE Environments, Dufferin Construction, Entro Communications, HH Angus, WSP

Merit

Denver Union Station Location: Denver, Colorado Architect: Skidmore, Owings & Merrill (SOM) Landscape Architect: Hargreaves Associates Client: Denver Union Station Project Authority (DUSPA) With: AECOM, Clanton & Associates, Kiewit Western, Tamara Kudrycki Design, Union Station Neighborhood Company

Student

Turnpike Metabolism: Reconstituting National Infrastructure Through Landscape Student: Ernest Haines Academic Institution: MLA| 2018, Harvard Graduate School of Design Anyone’s who’s ever cruised down a highway knows that equal weight isn’t necessarily given to the surrounding landscape. But what if that weren't the case? In Turnpike Metabolism, Ernest Haines imagines how the federal government can both give deference to the natural landscapes surrounding transportation infrastructure and change the design process to allow nature to define routes and structures.
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More MARTA

A historic $2.7-billion plan will expand Atlanta’s MARTA transit system
Last week, Atlanta’s notoriously dysfunctional mass transportation authority, MARTA, released a $2.7-billion expansion plan that will extend its services from the city center via light rail, bus rapid transit, and arterial roadways. The announcement marks the largest development strategy made by the organization in decades. The Atlanta Journal-Constitution reported that the 40-year plan, “More MARTA,” was approved by the authority's board of directors in a unanimous vote on Thursday. Officials have agreed to dole out money to 17 projects across the city, allocating large sums to the Beltline and the Clifton Corridor, the latter of which will include four miles of light rail service from the Lindbergh Station to a new station at Emory University. In total, 29 miles of light rail will be built throughout the city, as well as 13 miles of new bus lines. Three arterial rapid transit routes serving both the north and south sides of Atlanta will be built out as well, making 20-to-30 minute trips much faster. Station improvements along the MARTA rail line will also be made over the next few years. Initial plans for the major expansion were announced in May, but significant adjustments were made leading up to the final decision after Beltline advocates pushed for more money for public transit along the 22-mile loop. The light rail addition has long been in the works for the famed urban park and trial. Further tweaks were also made to extend train and bus lines more effectively into some of Atlanta's 10 outlying counties. In recent years, several have voted to join MARTA, further incentivizing the transportation organization to provide high-capacity services to the outer regions. Atlanta is the third fastest growing metropolitan area in the United States and it has suffered from poor public transportation. A report put out by the U.S. Census Bureau in March revealed that nearly 90,000 people moved to the city from 2016 to 2017, bringing the total population to approximately 5.8 million people. It’s the largest single-year growth gain since the Great Recession. These scores of people are moving to Atlanta largely for jobs—77,300 were added last year—but not everyone is living in the areas where mass transit is already available for their daily commutes.
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Sun-kissed Skins

Facades+ Miami will examine facades in tropical environments

On October 4, The Architect’s Newspaper will be hosting Facades+ Miami for the third time. The morning event features talks and workshops by national and global leaders of the AEC industry covering a range of subjects relating to building envelopes within tropical environments and the architectural vernacular of the Miami metropolitan area. Allan Shulman, founder of Shulman + Associates, is co-chair of the event.

Over the last century, Miami’s population has grown from approximately 60,000 to just 6 million. This explosive growth of the southernmost major in the U.S. has fostered an architectural identity distinct to the region, one that often adapts modernist trends to suit local environmental performance. 

Founded in 1977, Arquitectonica has designed dozens of developments in downtown Miami, and they are bringing their expertise to this year's conference. In recent years, the firm has completed the Brickell City Centre, the American Airlines Arena, and Regalia. The Regalia is a nearly 500-foot-tall tower on the northeastern edge of the Miami metropolitan area described by founding partner Bernardo Fort-Brescia as a rectangular glass prism “wrapped by a sensuously undulating terrace” that simultaneously serves as a tool for interior shading.

Ateliers Jean Nouvel, a firm that works globally with an emphasis on facades, is also presenting. The practice is currently constructing a significant project in Miami’s South Beach. The residential complex will contain approximately 200,000 square feet, and will stand atop an 11-foot podium to avoid the increasing threat of storm surges in Miami. Significant segments of the facade will be clad in perforated screens, filtering natural sunlight while maintaining a degree of privacy for residents of the glass-faced residential tower.

While the lion’s share of high-rise construction is centered in Miami’s downtown and in a ribbon of development adjacent to the coastline, other local and international practices are advancing with sensitive residential and commercial projects throughout the region, such as Brillhart Architecture’s timber Surfer’s Outpost; Gelpi Projects’ proposed Coconut Grove Playhouse; Germane Barnes's public art installations, such as RAW POP UP / LAB at Brickell City Centre; and micucci arquitectos asociados' institutional projects across Latin America.

Outside of architectural practices, representatives from manufacturers and engineering practices such as the Al-Farooq, Crawford-Tracey, Terranova, STI Firestop, Gate Precast, and Valspar will also be on hand to lead workshops and panels.

Further information for Facades+ Miami can be found here.

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Better Late Than Never

Opinion: It’s time to recognize Pereira’s LA Times building
The current proposal to bisect the Los Angeles Timess buildings facing City Hall on First Street would delete a key chapter from the city’s collective memory. In spite of the Cultural Heritage Commission’s September 20th approval of landmark status for the entire block, half of the block could still be demolished for two high-rise towers by Canadian developer Onni Group. What would be lost? One of Los Angeles’s most vivid symbols commemorating its ambitious rise from provincial outpost to global metropolis during the twentieth century. Commissioned by publisher Harry Chandler, architect Gordon Kaufmann’s 1935 building on the corner of First and Spring Streets announced Los Angeles’s arrival on the national stage. Two generations later publisher Otis Chandler (Harry’s grandson) hired architect William Pereira to design the 1973 wing on the corner of Broadway to proclaim that the city (and the Times itself) had achieved its destiny as a national and global presence. Together the two buildings embody the dynamic story of the city’s evolving vision that still shapes its direction. That tangible reminder is one of historic architecture’s essential roles in a city.  
But while Onni’s proposal at the moment would preserve the beginning of that story (Kaufmann’s widely beloved Art Deco masterpiece) it would sacrifice the payoff—Pereira’s wing.  This is the thornier issue. The Pereira addition’s Late Modern style has not yet had the time to become as widely appreciated as Art Deco. Late Modern landmarks were often corporate headquarters, aerospace campuses, new universities, master-planned cities, and cultural crowns—designs which undergirded Southern California’s tremendous growth, but which were not often praised by architecture critics in their time. Proper appreciation today is hampered by the fact that there is little published recently about this important style, or on Pereira‘s career. Yet Late Modern turns out to be the signature style of Los Angeles’s arrival as a global capital.
We can’t forget that the Kaufmann building’s Art Deco style was also once considered ugly and old-fashioned. Even Kevin Lynch, a respected observer, called another Art Deco landmark, the Richfield Building, “ugly” way back in 1960—just before it was demolished as expendable. Today it is lamented.  So opinions change, which is why we can’t dismiss Pereira’s 1973 design out of hand. The Late Modern style was part of a worldwide re-evaluation of Modernism—frequently spearheaded by Los Angeles architects, including William Pereira. 
By the 1960s the mainstream International Style of modern architecture was growing stale, and many architects around the world realized it. While some architects introduced historic sources—leading to Postmodernism—others held to Modernism’s faith in technology and functionalism. This was what we now call Late Modern. They realized that technology had changed since the 1920s when an earlier generation had defined the International Style.  Late Modern architects moved away from the simple glass box to sculpted forms that reflected the complex interplay between interior functions and exterior context. James Stirling and James Gowan lead the way at the Leicester Engineering Building in England in 1963. In Los Angeles, Cesar Pelli and Anthony Lumsden (lead designers at Daniel Mann Johnson & Mendenhall before Pelli moved to Gruen Associates) moved away from the transparent Miesian curtain wall framed by exposed structure to a taut multi-directional skin of glass that—they realized—could take almost any shape or color. Recent technologies offered fresh possibilities.  As historian Daniel Paul records in his Late Modern historic context statement for SurveyLA, they were also impressed by a new wave of artists such as Larry Bell, Donald Judd, and Craig Kauffman. Lumsden’s curvaceous Roxbury Plaza, Pelli’s blue Pacific Design Center, Pelli and Lumsden’s weightless FAA headquarters in Hawthorne, CNA’s mirrored box by Langdon & Wilson in Lafayette Park all followed. Pereira offered his own new direction for Modernism in the new LA Times wing and other buildings. He had already moved past International Style Modernism (best seen in his CBS Television City with Charles Luckman) at his Neo-Formalist Los Angeles County Museum of Art (1965) and the richly expressive Metropolitan Water District (1963), both inspired by the sunlight, water, and outdoor living in our region. 
If Kaufmann told the story of California’s raw power and potential in the 1930s, Pereira’s response in the 1970s was larger, lighter, and more sophisticated in its use of modern technological might. The pair mirrored the progression from the first trans-Pacific Clippers of the 1930s to the 747 of the 1970s.
For the new wing at the Los Angeles Times, Pereira drew on several innovative urban planning and aesthetic ideas. Breaking up the International Style box, he sculpted the building into receding and advancing planes, into dominant and secondary horizontals and verticals, each articulated with richly textured stone, metal spandrels, and tinted glass. Lifting its mass high in the air on muscular columns it echoed the forms of beton brut design and of R. M. Schindler’s Lovell House in Newport Beach. Though dynamic and sculptural, these shapes also responded to functions, carving out public space in a landscaped courtyard paved with cobbles at ground level out of the path of sidewalk traffic, and maximizing office space in the jutting prow overhead.  As a planner, Pereira knew that Los Angeles wanted to build an elevated people-mover system throughout downtown, so he added a second-floor walkway to serve as a convenient stop.  Then there was Pereira’s innovative response to the strong historic structure next door. He designed the new wing to respect the older, setting his building back, reducing its height, muting its colors so as not to detract from the Kaufmann building. This was a daring response in 1973 before historic preservation had become a major urbanist concern, but it reflects Pereira’s innovative thinking throughout his career. The new possibilities of Late Modernism allowed him the leeway to do so. It is time to leave behind outdated opinions of the Late Modern style and recognize Pereira’s LA Times building for its bold composition, its creation of urban public space, and its sensitive relation to its historic neighbor. Onni can still reasonably develop the site without sacrificing this significant building—or the legendary origin story it tells about how Los Angeles grew to greatness. Fashion inevitably changes. Late Modern architecture will soon return to fashionability, as Kaufmann’s Art Deco building has. Pereira’s lessons in good urban design must remain to help us plan the next chapter in Los Angeles’s civic center. Alan Hess is an architect, historian, and author of twenty books on Modern and California architecture. He has written landmark designation nominations at the local and national level for many midcentury Modern buildings, including CBS Television City by Pereira and Luckman for the Los Angeles Conservancy. Since 2004 he has been researching the work of William Pereira in preparation for a book on the subject. His newest book, Hollywood Modern: Houses of the Stars, will be published by Rizzoli International this October.