Kansas City's main rail station will get a $7.5 million expansion and streetscape improvement, local officials announced this week, including a new bridge designed to improve circulation between the terminal's “front and back yards.” Union Station was built in 1901, but its last major renovation was in 1997, when a major renovation closed the Beaux Arts building—which is on the National Register of Historic Places—for two years. Now KC-based Burns & McDonnell, picked by the Union Station board after a “rigorous” review process, will guide the redesign, renovation, and reconstruction of the local landmark's outside areas. A $2.25 million tax credit from the Missouri Development Finance Board kicked off fundraising for the project, which topped off only after a recent gift from the Bloch Family Foundation. The Hall Family Foundation covered more than half of the total project cost with a gift of more than $4 million. The new landscape features include a bridge for cars and pedestrians connecting Union Station's various outdoor spaces to its parking garage. New spaces include an outdoor events plaza to the west of the adjoining Science City for interactive exhibits and community-based events. Officials hope to complete the project by 2017.
Posts tagged with "Bridges":
An iconic pedestrian bridge planned for downtown Cleveland has been delayed, according to the Cleveland Plain Dealer's Steven Litt. Originally planned to be ready in time for the Republican national convention in 2016, the $25 million steel bridge would connect the northeast corner of Cleveland's downtown Mall to an open space on the shores of Lake Erie between the Rock and Roll Hall of Fame and Museum and the Great Lakes Science Center. Passing over two other designs, the Group Plan Commission also indicated a preference for a cable-stayed bridge designed by architect Miguel Rosales of Boston. But now the bridge, which will accommodate bicyclists and pedestrians, won't be complete until 2017, officials said. Cleveland and Cuyahoga County each agreed to pitch in $10 million for the project. The state of Ohio will pay the remaining $5 million.
A team made up of HNTB (which is also leading the 6th Street Viaduct in Los Angeles), 64North, Bionic Landscape Architecture, and Ned Kahn have won a competition to design a new pedestrian and bicycle bridge spanning the 101 Freeway in Palo Alto at Adobe Creek. The winning proposal for the Adobe Creek Overcrossing, called Confluence, is highlighted by a multi-story, leaning steel arch integrated with an intricate web of cables and floating steel disks. The bridge's sinuous form was "drawn from the trajectories of the cyclists moving along it and the sinuous waterways of the Bay," according to the team's proposal. Storm water will be captured from the crossing and re-routed to a new basin, designed to adapt to changing seawater rise. The team beat out shortlisted teams led by Moffatt and Nichol and Endrestudio in a competition that elicited 20 responses. The plan will go before City Council in February for review and possible approval.
Michael Maltzan is getting into the bridge business. He’s already part of the HNTB-led Sixth Street Bridge team in Los Angeles, he's finishing up a bridge in Chengdu, China, and parts of his One Santa Fe (which we will profile in a future issue of AN) in the city’s Arts District themselves form a bridge, extending over the ground plane and allowing peeks toward the L.A. River. Now he’s been tapped by the Hammer Museum to design the John V. Tunney pedestrian bridge, above the institution’s large garden courtyard, finally connecting its 2nd floor western permanent galleries to its eastern ones. The new bridge will encourage visitors to explore all sides of the institution and give curators more flexibility, perhaps allowing them to design shows utilizing both wings of the museum. The bridge, which Maltzan designed with engineers Guy Nordenson and John A. Martin, is almost in place, and will officially open early next year. The tapered, 33-foot-long span, connected to the buildings' structural bays, ranges from 30-feet-wide to 8’ 8”. Its flanks will be made of white painted steel, and its flooring will consist of composite metal deck and concrete slab. The bridge's angular curve, Maltzan pointed out, will allow more sunlight to reach the courtyard, create a feeling of movement, and give the bridge a distinctive look. "We think the bridge will be a destination in itself," said Maltzan. "A phenomenal place to look over the courtyard and be among the tree canopies and to even say hi to your friends in the courtyard." Maltzan has worked on several of the Hammer's changes in recent years, including the Billy Wilder Theater and the museum cafe, which are both glass-fronted, adding transparency and activity to the courtyard, which has become a welcome gathering space. Since this component needed to be constructed quickly and during off hours, most was prefabricated off-site and then craned into place on a recent evening. (See time lapse above). The bridge’s criss-crossing understructure will appear as a cat’s cradle from below, with several frosted glass circular cutouts (12-inches in diameter) in the floor deck, emitting daylight and artificial light, depending on the time of day. The diagonal pattern is both structural and aesthetic, said Maltzan. "Having worked with Guy (Nordenson) before on so many buildings, there is an ongoing conversation about the inherent relationship between architecture and structure," summed up Maltzan. As for the bridge: "It's a permanent piece of sculpture," he said.
Cleveland's lakefront attractions and downtown have long been estranged neighbors, not easily accessed from one another without a car. The city and Cuyahoga County plan to fix that, offering a 900-foot bridge for pedestrians and bicycles that will hop over railroad tracks and The Shoreway, a lakefront highway built in the 1930s. The $25 million bridge takes off from the downtown Mall, touching down between the I.M. Pei–designed Rock and Roll Hall of Fame and the Great Lakes Science Center, designed by Boston's E. Verner Johnson. Another Bostonian is heading up design duties for the new bridge. Miguel Rosales' firm Rosales Partners hatched three design schemes with the help of Parsons Brinckerhoff. The final design has not been selected, and regional officials say it will come down to community input. Construction is expected to begin May 2015, wrapping up by June 2016. But before that, public authorities are seeking comment from the bridge's eventual users by hosting a free public meeting from 6:00 to 7:30 p.m. on Thursday, November 13, in the County Council chambers on the fourth floor of the county administration building, 2079 East Ninth Street, Cleveland. All the options are visually striking. Whether suspension, cable-stayed, or arched, the bone-white bridge wends through renderings made public last week, framing the Cleveland Browns' lakeside FirstEnergy Stadium. As the Cleveland Plain Dealer's Steven Litt wrote, the bridge fulfills a longtime goal of planners and urbanists in northeast Ohio:
Creating a bridge from the Mall to North Coast Harbor and lakefront attractions including the Rock Hall has been something of a holy grail in Cleveland city planning for nearly two decades. Yet until now, the city has been unable to mobilize support and fund the project. The city failed three times in recent years to win a federal grant for the project under the TIGER program, short for Transportation Investment Generating Economic Recovery.But now, Litt wrote, the city and county each agreed to kick in $10 million, which led the state to close the $5 million gap. A 2013 city-county partnership and the news that Cleveland would host the next Republican National Convention apparently provided the incentive they needed to take on the project, which officials said will be complete by the convention in 2016. The three design options are as follows: The suspension bridge option: The cable-stayed option: The arch option:
The UK-based firm Knight Architects has created a pedestrian bridge in London that opens and closes like a Japanese folding fan. The Merchant Square Footbridge is comprised of five steel beams that sequentially open with the help of hydraulic jacks. The structure spans about 65 feet across the Grand Union Canal in the new mixed-use Merchant Square development in Paddington. Knight Architects, alongside structural engineering firm AKT II won a design competition for the bridge in 2012. In a statement, Knight explained that the individual beams together form the bridge's deck and that counterweights and a hydraulic system reduce the structure's energy use. Dezeen reported that the bridge opens up every Friday to accommodate passing ships. “A fixed structure wasn't viable at that site as the constraints wouldn’t allow for the ramps necessary to get above the shipping envelope,” project architect Bartlomiej Halaczek told Dezeen. “A moving structure however would have to be maintained, and as these are usually quite significant costs, we had to keep them low by not overcomplicating the structure and picking a relatively simple mechanical system.” Not far from Knight's fan-like bridge, is another impressive, canal-crossing structure: Heatherwick Studio's Rolling Bridge, which can curl up into a “circular sculpture.”
There is an ongoing architectural quest to find new and innovative sustainable materials. Some products could appear in the next science fiction film, such as the fungus-grown packaging material by Ecovative. Other materials have been with us for a long time, under guise of other uses. Some products—like the lowly shipping container—have served one function for so long they beg to be reinvented. Israeli architect firm Yoav Messer Architects won the Ariel Sharon Park Competition in early ,2013 for a unique pedestrian bridge built from the ubiquitous metal boxes, and with progress underway, the proposal could serve as a new model for reusing the discarded pieces of shipping infrastructure. Serving as the gateway to Ariel Sharon Park in Israel, the 520-foot-long bridge gives this 100 percent recyclable conglomerate waste a new lifeline. Further, the modifications to the containers are done primarily off site to protect the integrity of the environmentally sensitive area. The bridge seeks to integrate the surrounding scenic beauty for pedestrians and cyclists by including observation decks to view the surrounding nature preserve vistas. Pedestrians can also access the rooftop boardwalk by staircases located near the midpoint of the bridge. To overcome ventilation problems, the team added holes in the container walls that double as lookout points. Three tree-column supports hold the the container structure airborne. The project challenges when a product is considered "waste." The demand to divert waste is increasing as landfill space decreases around major cities. If this project is successful, architectural firms may turn to these once discarded containers and ask, "What other needs can they meet?"
A proposal to turn the old Riverside-Figueroa Bridge into a High Line–style park appears to be dead after a Los Angeles County Superior Court judge declined to issue a temporary restraining order to demolition crews. Introduced by RAC Design Build and EnrichLA last fall, the Figueroa Landbridge would have preserved part of the 1939 bridge for use by pedestrians and cyclists while the replacement span for vehicular traffic was built upstream. RAC Design Build’s Kevin Mulcahy blamed the collapse of the Landbridge scheme on the Los Angeles Bureau of Engineering, who he said exaggerated the extent to which the plan would impact the replacement project. When they first introduced the Landbridge, he said, the designers were optimistic. The city had new leadership, many of whom had championed the revitalization of the LA River during their campaigns. “But what we learned is that those promises are not easily embraced,” said Mulcahy. “The politics eroded in an immediate way a very sincere opportunity. The Bureau of Engineering read the political tea leaves and said, ‘We’re not supporting this.’” At the June 2 hearing, lawyers for RAC Design Build and EnrichLA argued that the city is obligated to conduct further environmental review before removing the bridge in light of its status as an historical monument. (The bridge was declared an historic monument seven years ago, one year after the initial decision to demolish it.) The city attorney, meanwhile, claimed that delaying the demolition of the old bridge would stop all work on the new span, to the tune of $18,000 a day. Judge James Chalfant decided in favor of the city, on the grounds that the Landbridge’s proponents should have made their case in 2011. That’s when the Bureau of Engineering decided to build the new bridge upstream of, rather than in the same location as, the 1939 structure. “The judge made his ruling on a failed assumption,” said Mulcahy. “We weren’t here in 2011 because the [Bureau of Engineering] changed the work and they never daylighted that fact. We’re not late because the public has failed here, we’re late as a result of the failure of the Bureau of Engineering to act timely and appropriately.” Mulcahy isn’t sure what happens next. “We’re trying to decide what to do,” he said. “The only way to get [the story] out is to follow through with a lawsuit, and that’s not why we’re in this. We don’t exactly know where we’re going to go with this.” In the meantime, he was heartened by the public’s response to the Landbridge proposal. One Angeleno even organized a “wake” on the old bridge following the hearing. “Here we were on a Sunday with kids running around, just free play with no traffic,” said Mulcahy. “It was a day of a park spanning the Los Angeles River, an absolute proof of concept.” Whether or not the Landbridge is built, Mulcahy still sees value in the lessons learned over the past nine months. “We set out to just ask questions,” he said. “What we discovered were gaping holes in the process, and that’s both unfortunate and—I’m a little bit of an eternal optimist—we can turn that on its head. When we see these kinds of failures, these are opportunities to actually improve things. We’ll see where this goes, but it may bring about change that can actually help the next project.”
According to a report in the Bergen Record, the Port Authority of New York & New Jersey gave Santiago Calatrava, the renowned Spanish architect whose lust for gold is as vigorous as that of his conquistador forebears, $500,000 for two bridge designs that will not be built and to which Calatrava will retain the copyrights. Sound shady? Anyone who has had the opportunity to use the Port Authority Bus Terminal will not be surprised to find out that it is. In 2012, two Port Authority commissioners (say hello to David Steiner and Anthony Sartor, a couple of wise guys who have resigned since the check signing went down) pushed for inclusion of the world-class architect in two of the agency’s bridge projects. The first, the Goethals Bridge, which connects Elizabeth, New Jersey, and Staten Island, was already years in the making when Steiner brought Calatrava’s plans to the agency. “Beautiful but unusable” was the agency’s verdict. Steiner, however, remained undeterred. Months later, he pushed for Calatrava’s involvement on the Bayonne Bridge. The committee responded in the same way as before. But a series of hush-hush meetings and closed-door negotiations lead the Port Authority to write a check to Calatrava some months later, the official explanation being that they viewed his designs to compare them with their own. Funnily enough, Calatrava was not happy with the windfall. He asked for almost $3 million and would not give consent for the Port Authority to use the rights for the plans otherwise. Stalemate? It would seem so. $500,000 is the maximum amount the agency can spend without submitting the allocation to a public vote by governor-appointed commissioners.
Work was just finished on the Blackfriars Bridge in London, which is now the largest solar bridge in the world. The renovation of the Victorian-era bridge was part of the larger modernization project for the adjoining Blackfriar’s railway station. The station has been fitted with 4,400 photovoltaic panels, which are expected to reduce the station's CO2 emissions by an estimated 511 tons (563 tons) per year. Work began in spring 2009 and the station was operationally complete in time for the 2012 Olympics, with the solar array installation complete in March 2013. The full refurbishment of the station is now also complete. The nearly 20,000-square-feet of new panels are intended to offset about 50% of the station’s energy costs. The adding of solar panels was part of a redesign for the Southfriars Station which includes a new entrance on the south bank of the River Thames, four new platforms and a improved Underground station. The station is a key part of the £6.5 billion (US$10.72 billion) Thameslink Programme, which aims to increase train capacity on one of Europe's busiest stretches of railway running from north to south through central London. "Our work at Blackfriars demonstrates two key benefits of solar," says Frans van den Heuvel, CEO of Solarcentury told Gizmag. "First, it can be integrated into the architecture to create a stunning addition to London’s skyline. Second, it can be integrated into the most complex of engineering projects; in this case being built above a construction site, over a rail track over a river."
The Traneberg Bridge in Stockholm once possessed the world's largest concrete bridge vaults. That was in 1934 following it's completion based on a design from Swedish Modernist Paul Hedqvist. With its size record long surpassed, Swedish firm Visiondivision are calling for alterations to the structure that would garner another wave of notoriety for the bridge some 80 years later. Spanning the Tranebergssund River, the bridge connects a central island of Stockholm city, Kungsholmen, to an outer suburb. Since the 30s the bridge has grown in size to accommodate increased vehicular traffic. The expansions, however, have served to alienate pedestrians using the crossing. Seeking a creative alternative to walking beside a busy highway, Visiondivision is proposing the space beneath the bridge be used as passage for those traversing the river on foot. Such a re-purposing would require minor changes to the extant structure with stairs, fencing, and proper lighting rendering the underbelly usable. The pillars of the Traneberg come ready-made with a hole that would allow for uninterrupted passage along the vault. In the eyes of Visiondivision, the site's potential goes beyond simply creating a more pleasant pedestrian circulation. Renderings show red concrete stairs doubling as seating for films or art to be projected or displayed on the surfaces of the bridge's pillars, though noise and pollution from the road above could have an impact on such activities. The new foot-traffic could also justify the presence of small commercial kiosks, the designers added, to be located on the flat portions of the underside abutting both ends of the vault. How the project will account for the trolls known to frequent bridges in the area remains unclear.
“We got very attracted to the project, and to the idea of making something that reconnects Los Angeles,” Zoltan Pali said of Taylor Yard Bridge, the pedestrian and bicycle bridge designed by his firm, Studio Pali Fekete architects (SPF:a). Originally introduced as part of a mitigations package twenty-two years ago, the bridge, which will span the Los Angeles River between Cypress Park and Elysian Valley, should be completed within two years at a cost of $5.3 million. “Frankly bridges are a very interesting topic,” Pali said. “It’s also one of those types of things that you can design ten bridges in ten minutes, there’s so many different ways of looking at it.” In the case of the Taylor Yard Bridge, the designers faced a unique set of challenges. Large power lines on the Taylor Yard side of the 360-foot span limited the height of the bridge. Also on the Taylor Yard side is a maintenance road, hampering access to the riverbank; on the opposite side is a narrow bike path. Finally, the two banks are about ten feet apart in height, necessitating a 3 percent grade. “[We] had a lot of issues we had to deal with from the standpoint of geometry,” Pali said. To deal with those concerns, and to minimize construction time, Pali and his colleagues chose a lightweight steel construction that eliminated the need for supports in the river bed. The body of the bridge is a 30-foot-by-30-foot box truss, painted orange. A DWP recycled water pipeline, painted purple, will provide a contrasting splash of color. The 17-foot-wide road platform, designed with lanes for pedestrian and bicycle use, “kind of floats, almost seems as if it’s suspended” within the truss, Pali said. The Taylor Yard Bridge is more than just a solution to a set of practical problems. It’s also Pali’s way of pushing back against over-the-top bridge designs. “Truth be told, we really wanted to have a counterpoint philosophically and architecturally from the sort of heroics that lots of folks go through to make bridges,” he explained. The designers aimed for “simplicity, elegance. We wanted to refer to those really beautiful, utilitarian bridges you see around the world, plus the railroad bridges that used to span the LA River. Just do what you need.”