This 100,000-square-foot, 14-story tower—the tallest realized by DS+R and one of the rare medical school facilities designed as an integral vertical structure—inevitably raises the question of how successfully DS+R has negotiated the jump to the larger scale and challenge of a Manhattan high-rise. Happily, nothing in the Roy and Diana Vagelos Education Center, except perhaps the somewhat perfunctory lobby, misses a beat, from the circulation and separation of complex programs to the small footplate that eliminates long, alienating corridors and the soundproofing that admits city sounds while maintaining a welcome silence. The "study cascade" side of the tower evokes the "folded noodle" of DS+R’s unrealized Eyebeam design. But here, it is subject to a rigorous logic that is likely to establish the Vagelos Center as a textbook example of a much discussed design strategy, in the late 1990s and early twenty-first century, but not often realized in an effective and definitive form.
Posts tagged with "Gensler":
Gensler’s Los Angeles office has revealed plans for a $150 million expansion to the Port of Los Angeles by marine science and business innovation group AltaSea. Revealed plans detail a 280,000-square-foot facility encompassing a new waterfront promenade, aquaculture research center, and science hub that combines the existing dockside warehouses with a new visitor’s center and signal-house.
Three formerly industrial warehouse shells with exposed composite steel beams and original overhead trusses will house dedicated research and business development facilities for aquaculture and underwater robotics endeavors. The project’s development will be divided into phases beginning with the redevelopment of Warehouses 58 through 60, which will add 180,000 square feet of combined research and business hubs to the site. This phase also incorporates an education pavilion and wharf plaza. The second and third phases entail renovating Warehouse 57—which will contain 60,000 square feet of laboratory and classroom space—and the construction of the site’s two new structures.
Those new constructions, Berth 56 and a tower dubbed “the Viewing Structure,” are located between the arms of the two docks housing the science warehouse spaces. Berth 56 is a landscape-oriented community center with educational and exhibition spaces, as well as amenities like viewing platforms and a theater. The five-story viewing tower is located at the foot of a Berth 56’s roof terrace, which has been sculpted to blend with a street-level plaza.
Gensler expects to begin construction on the first phase of the project in 2016 with the community center set to open in 2023.
Williamsburg's first office building in more than 50 years is set to rise at 25 Kent Avenue. Designed by San Francisco's Gensler and New York–based Hollwich Kushner (HWKN), the office complex will span 480,000 square feet, rising to eight stories with space available for commercial and manufacturing purposes, as well as an extensive public courtyard area. Brooklyn-based Heritage Equity Partners is the developer.
Crucially, to make the development happen, the city approved a special zoning district that permits developers to trade light manufacturing space for extra office construction.
Approved by the City Council and City Planning Commission, YIMBY reports that the new zoning rules allow for greater design flexibility and mandate less parking to encourage office development. The “Enhanced Business Area” is set to incorporate much of the North Williamsburg Industrial Business Zone, a zoning area which, according to the New York City Economic Development Corporation, seeks to "protect existing manufacturing districts and encourage industrial growth citywide."
As for the building itself, a stepped-back brick facade respects the surrounding context while certain structural elements are revealed behind glass to establish a modern yet industrial feel. “At the east and west ends of the building, it’s as if an old building was sliced and we put a curtain wall on,” said Joseph Brancato of Gensler. The scheme will also have 16-foot slab-to-slab heights to facilitate adequate daylighting made possible through large windows deployed throughout the building. Per the new zoning regulations, the number of parking spaces have been set to 275—all situated underground. Before the zoning rules kicked in, the scheme would have had to made room for 1,200 parking spaces.
According to Toby Moskovits of Heritage Equity Partners in Brownstoner, the staggered facade enables office and manufacturing spaces to be modular and have greater flexibility. Startups, whatever stage of development they may be in, would be able to step into 25 Kent Avenue at any time, while amenities such as cafes can be positioned centrally on every level.
Moskovits argued that the development will support Williamsburg by “giving economic opportunity to small businesses and people in the community who need jobs.” Moskovits added: “We’re of the community and we are entrepreneurs. Our goal is to tenant the building in a way that makes sense for the neighborhood...We believe passionately in what we are doing."
On April 22, the city of Denver inaugurated the Denver International Airport Transit Center, a commuter rail terminal that anchors the previously completed Westin hotel. The transit center provides Denver with a key piece of infrastructure (not to mention a signifier of ambition and status) while finally completing a plan that was over 20 years in the making.
In the transit center and associated hotel, Gensler’s steady hand has provided Denver with a handsome, if unexceptional, addition to the airport. Few designs, including Calatrava’s original proposal, could match the tectonic celebration that is the original Fentress Architects–designed terminal. However, Gensler carefully crafted a piece of architecture that is deferential to the unique and timelessly beautiful structure, while humbly presenting its own attractive qualities. From the catenary swoop of the Westin roof to the well-executed structural canopies interpenetrating it, this is a project that aspires to deliver great design in spite of the city’s traditionally conservative approach to architecture.
The transit center suffers from a common problem in Denver projects: an uneven approach to landscape. Denver-based landscape architects Valerian and studioINSITE provided a variety of landscaped spaces, but it seems that only those that are inaccessible and visible from afar are attractive. The crux of the project—the plaza between the new hotel and the existing terminal hall through which passengers pass when moving from the train station to the airport terminal—is a drab beige and lifeless expanse of brick pavers and an insult to the original terminal and the aspirations of this new addition.
A major component was the procurement of a wide variety of public art and its integration with the architectural and landscape design. In most cases, such as Patrick Marold’s Shadow Array, it supplements the design in a harmonious and aesthetically pleasing way. In the grand public plaza, however, Ned Kahn’s kinetic artwork only adds to the lifeless melancholia, making the traveler wish for a patch of swaying greenery, which, ironically, Kahn’s piece is supposed to evoke.
Denver’s new train line is anchored by exceptional architecture on both ends (SOM’s canopy at Union Station is a symphony of structure and simplicity), as well as generally impressive pieces of monumental public art at every station. Yet the project is being used to justify and support the unsustainable suburban sprawl slowly creeping eastward. The city has focused on the financial impact of additional airport hotels and conference centers being developed at the Peña Boulevard station, but one must wonder what value they add to Denver’s culture and what environmental and social debt we have incurred by supporting their construction. Not all commuters and visitors will use transit, and the burdens of commuting weigh unevenly on the most marginalized and financially strained citizens among us.
If the city does intend to stitch together the thirty mile gap between central Denver and the airport with new development, we should aim higher than lifeless beige boxes surrounded by parking lots in spite of the transit line just feet away. Conversely, while central Denver’s Union Station and the adjacent train canopy provide viable anchors for downtown revitalization, they are hemmed in and overpowered by ramparts of beige stucco and cement siding. Marketing materials for both the transit center and Union Station have championed the economic impact of the development they will spur, which is no doubt important, but architecture aspires to be measured by more than function and economic effect.
Just as the design of this new hotel and transit center ignores the spaces that knit the project together with the past, so has Denver ignored the workaday spaces that compose the majority of the city. City government (and, by extension, the voters) seem to believe that no matter how dismal the majority of urban infill is (or how unsustainable development in an empty field is), they can drop a Libeskind, Graves, or Calatrava in the middle of it and somehow lend Denver the cultural and aesthetic capital they feel it should have. The overlooked projects that make up the urban fabric have been so thoroughly neglected—in form and execution and analysis and criticism—that the city lacks the cultural vocabulary necessary to articulate what is off about its built environment. Like many American cities, Denver is struggling with its low zoning density, huge numbers of cars, uncultivated aesthetic standards, and particularly oppressive height restrictions. Projects like Denver International Airport’s Hotel and Transit Center (and the larger FasTracks regional transit initiative) are but the germ of a solution.
One attractive project alone cannot chart a new course for architectural and urban design in the city. Denver is blessed with many of the ingredients necessary for a sophisticated and expressive regional modernism to flourish: a native population that cherishes the city, a steady stream of immigrants, a strong environmental consciousness, plentiful local materials, robust building trades, advanced manufacturing and fabrication, and a unique climate. What the city requires is an elevated discourse around architecture and urbanism that goes beyond a limited number of showcase projects and is fostered by the same degree of cultural investment and education that Denver has put into its public art program and economic development initiatives—the results of which speak for themselves.
San Francisco firm Gensler's proposal for the new 96 acre Del Mar College campus in Corpus Christi, Texas has been given the official go-ahead. The campus will be located in the city’s Southside on the corner of Yorktown Boulevard and Rodd Field Road.
A timeline and funding for the scheme hasn't yet been established. However, planning for the project is due to total $1.8 million, financed from a bond package which was given voter approval in 2014. According to the Caller Times, officials have said a “funding source to build the campus will likely be in the hands of voters.”
Last year the college saw more than 24,000 students take part in credit and continuing education courses. "What we have is an opportunity to enlarge theses programs,” Del Mar’s vice president of Workforce Development and Strategic Initiatives Lenora Keas said. She also reiterated the necessity for the college’s expansion, saying that the courses offered are almost at capacity. Enrollment numbers for workforce and continuing education courses have witnessed growth of 76 percent over the last five years. "The demand is there like never before," said Escamilla.
Continuing education courses would be offered at the new campus—which would serve up to 20,000 students—as well as engineering, computer science, hospitality and architecture, among others.