The first phase of The Tide, London’s version of the High Line, officially opened to the public on Friday. Designed by Diller Scofidio + Renfro (DS+R) in collaboration with London-based firm Neiheiser Argyros, the inaugural section of the linear park marks one-fifth of the overall three-mile-long landscape coming to the banks of the River Thames. As an outdoor cultural destination set in the city’s burgeoning creative district, Greenwich Peninsula, The Tide features what Kerri Sibson, director of the local development office, calls a “bold 3D landscape” that’s perfect for enjoying nature and absorbing art. “The Tide brings to London an unrivaled outdoor experience in the city,” Sibson said in a statement. “Most importantly, it’s a place for everyone.” When fully finished, the elevated and at-grade park will weave through and connect the seven different neighborhoods being constructed as part of the 150-acre Greenwich Peninsula district. This new urban enclave will boast architecture by Santiago Calatrava, C.F. Moeller, SOM, and SelgasCano, among others, and is currently being marketed as London’s emerging art and design community. The Tide is just one element that’s slated to attract future residents to the Peninsula over the next two decades as it is built. The mega-plan includes adding 15,000 new homes, nearly 4,000 affordable housing units, 13,000 new jobs, two new schools, and 48 acres of public green space to the formerly industrial zone—a move prompted by the area’s recent regeneration sparked by enhanced transit connections to downtown London. Though this level of development is substantially larger than what DS+R’s High Line has inspired in New York’s Chelsea, The Tide is actually a project that’s been envisioned ahead of future growth in the district, and of course, it’s being done from scratch. Unlike DS+R's seminal urban park project, the British iteration will be built in tandem with the buildings that will rise above and around it, while still making nature, art, and city views the focal point of the landscape. And it won’t necessarily be a tourist destination either, according to the architects, who have envisioned it as a source of respite for locals with ample programming for meditation, running, and waking. The first section of The Tide features curvaceous walkways that mirror the ebb and flow of the river, as well as terraces, and overlooks, all which are supported by 28 angular steel stems. Some parts of the park’s initial viewpoints feature support structures as tall as 29 feet high. The paths themselves also stand out with a striped pattern that doubles as a wayfinding tool, guiding visitors from one section to the next. Giant sculptures by Damien Hirst and Allen Jones already populate the introductory segment The Tide’s above-ground routes act as canopies covering the plazas below, which DS+R used asphalt and granite Portuguese paving stones to surface. Edinburgh-based landscape studio GROSS.MAX designed a textured vision for the park’s many elevated and sunken gardens, of which phase one includes native birch and pine, waterside trees, seasonable bulbs, ornamental grasses, and sections of groundcover. All of the open spaces above, below, and within the park, including the jetty garden and a picnic area that boasts an 88-foot-long communal table, were intended to invite incoming locals to experience the city from the waterfront and create community through it. These activation areas make up a network for recreation, culture, and wellness. Benjamin Gilmartin, partner-in-charge of the project at DS+R, said The Tide aims to “embed a new public realm into the daily rhythms of Greenwich Peninsula” as it grows. “Diverse programming along the way will act as islands that welcome the surges of commuters, visitors, cyclists, and runners,” Gilmartin said in a statement, “while also providing intimate places for pause contemplation, conversation, and people watching.”
Posts tagged with "Linear Parks":
Meet The Green Line: How Perkins Eastman would remake Broadway through Manhattan into a 40-block linear park
By now, the "Bilbao Effect" is metonymy for a culture-led revitalization of a postindustrial city driven by a single institution housed in a starchitect-designed complex. The wild success of Manhattan's High Line generates regional seismic effects—the Lowline, the QueensWay, and the Lowline: Bronx Edition all cite the high queen of linear parks as their inspiration. Upping the ante, Perkins Eastman unfurls the Green Line, a plan to convert one of New York's busiest streets into a park. The Green Line would overtake Broadway for 40 blocks, from Columbus Circle to Union Square, connecting Columbus Circle, Times Square, Herald Square, Madison Square, and Union Square with pedestrian and cyclists' paths. Except for emergency vehicles, automobiles would be banned from the Green Line. The proposal has precedent in Bloomberg-era "rightsizing" of Broadway. Traffic calming measures closed Times Square to cars, increased the number of pedestrian-only spaces, and installed bike lanes along Broadway, reducing vehicular traffic overall. In conversation with Dezeen, Perkins Eastman principal Jonathan Cohn noted that "green public space is at a premium in the city, and proximity to it is perhaps the best single indicator of value in real estate. [The] Green Line proposes a new green recreational space that is totally integrated with the form of the city." Value, moreover, isn't linked exclusively to price per square foot. Replacing two miles of asphalt with bioswales and permeable paving could help regulate stormwater flow for the city's overburdened stormwater management infrastructure. Right now, rain falling to the west of Broadway discharges, untreated, into the Hudson, while east of Broadway, stormwater gushes straight into the Hudson. What do you think: is the Green Line on Broadway feasible, or totally fantastical?
Toronto's ambitious plan for a linear garden under the Gardiner Expressway is made of 55 "outdoor rooms"
Toronto’s waterfront is separated from the city by the elevated Gardiner Expressway. While access underneath is relatively easy, it isn’t a pleasant transition. Torontonians, however, can expect some changes to their waterfront corridor as 10-acres of new public space and a mile of multi-use trail are being built under the highway. Project: Under Gardiner was designed by city planner and urban designer Ken Greenberg with Marc Ryan and Adam Nicklin of PUBLIC WORK, an urban design and landscape architecture studio in Toronto. The new park is slated to open in 2017. The scheme is strategically placed along a portion of the expressway that connects numerous destinations—including the CN Tower, Ripley’s Aquarium, Fort York (an historic military site and museum), BMO fields, and the CNE fairgrounds—as well as a string of high-rise neighborhoods. The project is conceived as a series of 55 "outdoor rooms” formed by the structural bays of the Gardiner. While it is a continuous park, each section or “room” will have a distinct atmosphere and will lend itself to particular activities and programs, including gardens, art fairs, playgrounds, and public markets. In addition to multi-use park space, the project boasts a 1,640 foot connection to a prominent GO train station, a bridge for pedestrians and cyclists over Fort York Boulevard, and an urban theater at Strachan Avenue to accommodate public programming and year-round performances. Like the High line in New York and The 606 in Chicago, Project: Under Gardiner uses existing conditions as a catalyst for new urban engagements, while also adding significant public space to an underused portion of the city. “The re-imagination of this stretch of vacant land under the Gardiner has the potential to connect 70,000 residents to a linear spine of diverse active and passive spaces and place,” explained Paul Bedford, Former Toronto Chief Planner. “It links our past with our future and establishes a totally new way for city hall to embrace transformative city building.”
Call it High Line fever: since the first leg of James Corner and Diller Scofidio + Renfro's High Line debuted in 2009, High Line–like projects have popped up all over the city and across the country. Now, not ten miles from the original, the Bronx may be slated for its very own rail-to-park conversion. Bronx Borough President Ruben Diaz Jr. has asked Mayor Bill de Blasio to transform an unused slice of below grade train track in Mott Haven into a "lowline." The block-long site, bounded by Brook Avenue, East 156th Street, St. Ann's Avenue, and East 150th Street, is owned by CSX. In order to reclaim the space for parkland, the city would need to buy or seize the land from the railroad company. On a visit to the site in September, Mayor de Blasio deplored the condition of the trash strewn corridor, which doubles as a homeless encampment. Soon after the mayor's visit, city workers cleared out the belongings of the residents and removed debris from the site. Sandwiched between schools and their athletic fields, the lowline would be adjacent to mixed income housing projects Melrose Commons and Via Verde.
After 45 years, New York City’s oldest standing bridge has been returned to its former glory. On Tuesday, city officials and local advocates cut the ribbon on the newly-revitalized, High Bridge, which stretches 1,450 feet across the Harlem River, from Upper Manhattan to the Bronx. The Romanesque structure dates back to 1848 when it was part of the Old Croton Aqueduct that delivered fresh drinking water into a growing city that was struggling to produce its own. After decades of decay, followed by years of rehabilitation, High Bridge is open once again, offering an inter-borough connection for pedestrians and cyclists. https://vimeo.com/18642808 According to PBS, five of High Bridge’s masonry arches were removed in the 1920s and replaced with one steel arch to better accommodate passing ships. Later, in the late 1950s, when the Croton Aqueduct was decommissioned, High Bridge became a strictly pedestrian path. And it stayed that way until the 1970s, when it was closed to the public and left to deteriorate for decades. After years of prodding from community groups, and a full-page New York Daily News editorial, Mayor Michael Bloomberg committed $50 million toward the restoration of the bridge. In 2006, the New York City Department of Parks & Recreation announced that the project would, in fact, happen, but construction did not start until 2013. On the day of the official groundbreaking, AN reported that, along with necessary structural work, the High Bridge project included "pedestrian safety measures like accessibility ramps, viewing platforms, and new lighting. An eight-foot-tall cable mesh fence to prevent jumpers and throwing trash will also line each side.” The project was supposed to be completed in 2014, but things obviously did not pan out that way. But that's all water under the bridge, if you will, because the High Bridge is back and open for business. “After years of dedicated effort, the High Bridge now offers a very real connection between neighbors, boroughs, and crucial resources," New York City Parks Commissioner Mitchell Silver said in a statement. "Starting today, the people of the Bronx and Manhattan—and indeed all New Yorkers—have will once again be able to walk, bike, or simply sit and enjoy this beautiful bridge." The total cost of the project was just shy of $62 million. https://vimeo.com/130252478
The City of Atlanta has announced a competition for the design of an outdoor cultural pavilion for prominent display on the Westside trail of the Atlanta BeltLine. The BeltLine is the most comprehensive transportation and economic development ever undertaken by the City of Atlanta, and among the largest urban redevelopment programs in the US, providing affordable workforce housing, brownfield remediation, public art, and historic preservation. The National Pavilion Design Competition seeks designs for the second pavilion in a series of small, multi-purpose artistic pavilions occupying green spaces along the BeltLine as part of the Art on the Atlanta BeltLine program, which represents the South’s largest outdoor temporary art exhibition. The culture-conscious platform engages hundreds of artists to display visual and performing arts in the parks and along the trails of the BeltLine. The pavilion’s prospective location at the intersection of the Westside trail and Allene Avenue poises it to become an iconic landmark for the Adair Park community and its surrounding historic neighborhood. In the spirit of fostering community gathering, the Atlanta BeltLine is also seeking designs for a permanent performance space at Adair Park. Design-wise, the facility should represent the quality art and architecture which the BeltLine strives to embody. The competition is seen to straddle the fields of art, architecture, landscape architecture, and the pedestrian experience, as well as provide a catalyst for economic development. “This competition demonstrates that small yet exceptional design can offer huge benefits for Atlanta communities,” said Melody Harclerode, President of AIA Atlanta and manager of the National Pavilion Design Competition. The only eligibility requirement is that an individual or team member be a licensed architect holding active AIA membership. The first place winner stands to receive a $10,000 cash prize, while a $5,000 and $3,000 prize are up for grabs for the second and third place winners respectively. The competition represents a partnership between AIA Atlanta, Atlanta BeltLine Inc., and the City of Atlanta Mayor’s Office of Cultural Affairs.
Despite a smattering of gray skies, Chicago inaugurated another stretch of its revamped riverwalk this Memorial Day weekend, and visitors were eager to explore the newly expanded public space. Kayakers, pedestrians, locals and tourists alike came to check out the partially opened project, which will remain under construction through the summer. Along with Ross Barney Architects, Benesch, and Jacobs Ryan and the Chicago Department of Transportation, Sasaki Associates led design on the project—a major component of Mayor Rahm Emanuel's bid to rebrand the Chicago River as the city's “second shoreline.” Work began in 2013, and many of the storefronts built along the riverwalk's newest section—from State Street to Clark Street—still await tenants. Construction work continued right up until opening day.
https://twitter.com/DillonGoodson/status/603226446484656128 https://twitter.com/MASContext/status/602684099443105792 https://twitter.com/chrisdmerritt/status/602313220930560002 https://twitter.com/mdsmith577/status/602261780560277504 Curbed Chicago rounded up some more photos of the riverwalk from this weekend.
In keeping with Paris’ mounting aversion to automobiles, Mayor Anne Hidalgo recently announced plans to bar motorists from the banks of the River Seine by summer 2016. This latest blow to motorists occurs in tandem with the all-or-nothing anti-pollution target Hidalgo set last year of banning all non-electric or hybrid vehicles from Paris’ most polluted streets by 2020. Renderings for the futuristic River Seine project a motor-free parkland consisting of a tree-shaded promenade with space for children’s playgrounds and sports facilities. The length of this promenade is TBD, with some proposals occupying a modest 0.9 miles, while others insist on a 2.05-mile car-free quayside, potentially freeing up 1.4 acres of parkland. “All of this is part of a comprehensive policy in which we assume very deliberately that there will be fewer cars in Paris,” Hidalgo told reporters at a press conference. “Therefore, in calculating the flow of spillover traffic I don’t project myself into a world where there are as many cars as today. Objectively, that will no longer be the case.” The Seine has a distinctive double-tiered embankment that has allowed it to moonlight as a motorists’ artery into the city center without detracting from the romance of the riverscape. The upper embankment sits at street level, and has remained a scenic promenade dotted with quaint booksellers’ stalls. The lower embankment, where the roads traverse, is at water level and is sunken below high walls, with sections of road encased in tunnels. The City of Paris began reclaiming the Seine in 2002 under the "Paris Plages" program, when it closed down sections of the quayside to create a temporary summer beach complete with real sand and sun loungers. In 2013, the city barred cars permanently from a long stretch of the Left Bank to create a waterside park. According to the mayor, the city’s slow assail on motorways is part of “an urban, almost philosophical project which consists of seeing the city in another way than through the use of cars.” In Hidalgo's car-cutting schemes along the Seine are also architected toward freeing up the Georges Pompidou Highway on the North side, part of a UNESCO World Heritage Site.
Just when you were getting tired of more High Line copies, Dutch architects MVRDV has breathed new life into the genre with their winning proposal for the “Seoul Skygarden,” a 3,000 foot long section of disused elevated highway. Their design doesn’t simply reappropriate the space into a linear public parkway—it uses the original 1970s structure as the basis for an urban horticultural extravaganza. Form that structure, which was deemed unusable for cars in 2009, the designers have attached a series of stairs, lifts and escalators as well as new satellite gardens that will grow with the needs of the park. The design features 254 different species of trees, shrubs, and flowers, which are chosen to showcase the biodiversity of Seoul. The library of plants is organized alphabetically and will educate visitors. New leisure spaces such as flower shops, street markets, libraries and greenhouses will provide respite from the city. The new urban thruway will connect two zones that were previously separated by a railway station and a subsequent 25 minute walk. The now-pedestrian friendly path will reduce this walk to 11 minutes, while simultaneously producing an estimated 1.83 times its own cost for the city.
Just about every city on planet earth wants to build its own version of New York City's hugely popular High Line. The ever-growing list includes Miami that plans to turn a 10-mile stretch of underutilized land beneath its elevated Metrorail into a park and bike path. The project is called "The Underline" because, well, you get it. While there is no firm construction timeline for the project, James Corner Field Operations, the lead landscape architect behind the actual High Line, has been picked by a local jury to create a master plan for the park. The firm was selected out of 19 submissions and five finalists that included dlandstudio, Balmori Associates, Perkins + Will, and Stoss. The Miami Herald reported that the $500,00 design contract is being funded by local cities and private foundations. The design is due in September and no construction money has been secured just yet.
https://vimeo.com/120168095 The Architect's Newspaper is introducing a new video series focusing on the places, people, and processes behind news-making projects. We begin with a tour of Philadelphia's Reading Viaduct, an abandoned rail line that advocates hope to transform into an elevated park, a grittier take on Manhattan's celebrated High Line. With the city and state pledging millions toward the project, the Viaduct park is moving closer to reality. Come along with us for a first look.
The QueensWay has had a bumpy rollout. In October, when the Trust for Public Land and the Friends of the QueensWay unveiled their plan to transform an abandoned railway in Queens into something like the High Line, they were immediately faced with skepticism and criticism from around the city. That pro-QueensWay plan came with plenty of eye candy courtesy of splashy conceptual renderings from dlandstudio and WXY. This all got people asking why millions of dollars should be spent turning the rails into a fancy park when the rails could be refurbished to provide a useful commuter rail line. But the park plan has had its champions, and the New York Times can now be counted among them. “Of the two tantalizing possibilities—rail or trail—trail now has the upper hand,” wrote the Times’ editorial board in a recent piece praising the plan. It claimed that building the QueensWay would transform “a humdrum stretch of residential-commercial-industrial-whatever with the sylvan graciousness that the High Line brought to the West Side of Manhattan, but on a far bigger scale.” The board explained that the "rail" plan could actually be the more complicated of the two options largely because the project would have to be added onto the MTA's “overflowing, underfunded to-do list.” Instead, wrote the board, build the QueensWay and address commuter needs with dedicated bus lanes.