Amtrak will pick a developer for Baltimore's Penn Station overhaul by summer 2017. The railroad is soliciting a request for qualifications from designers and engineers to add amenities, make the station A.D.A. compatible, open 40,000 square feet of unused office space, revamp the plaza that fronts the station's main entrance, and revitalize the surrounding neighborhood by developing adjacent properties. Although Amtrak is exploring financing options, including private equity financing and a public-private option, there is no cost estimate for the project available at this time, the Baltimore Sun reported. After the news conference to announce the renovation, Amtrak officials and Congressman Elijah E. Cumming gave a presentation to the bidders. Representatives from Arup and FXFowle were in attendance. Officials cited Philadelphia's 30th Street Station and Washington, D.C.'s Union Station as inspirations for the Baltimore's station overhaul. "The redevelopment of Penn Station is incredibly important, as it is the first impression of Baltimore to anyone traveling by rail to the city," Susan Yum, spokeswoman for the city's economic development agency, told the Sun. "The station has much more potential as both a transit hub and a key gateway, and we hope that Amtrak will be able to see this project through to completion." The announcement follows a spate of planned train station overhauls along the Northeast corridor. D.C.'s Union Station is slated for a new concourse as part of a $50 million renovation, with Amtrak is picking up most of the tab. To jumpstart redevelopment around the train station, a mixed-use development over the rail yard will add 1.5 million square feet of commercial office space, 10,000 square feet of retail, a 500-key hotel, and 1,300 apartments. New York's Penn Station is getting a $3 billion overhaul as part of Governor Cuomo's $100 billion infrastructure improvement plan. The adjacent neoclassical James A. Farley Post Office will be converted into Penn Station's concourse, increasing the size of the station by 50 percent.
Posts tagged with "Train Stations":
On the surface, Clapham South is your standard Northern Line tube station, complete with art deco decorum to boot. Situated in South London in what was once a gritty part of the capital, but now a typically gentrified area, there are more than just tube tunnels that run below the ground. One hundred twenty feet and approximately 178 steps down, one can now find the place where many South Londoner's took refuge during World War II. The tunnels at Clapham, now open to the public for the first time, once catered for over 8,000 people. After a public protest for more deep level shelter protection, tunnels were dug by hand such was the desperation of the local population. As Londoners clamoured for beds, air raid tickets were issued with strict guidance on what shelter to go to and even what bed to use. After lying dormant for 70 years, the tunnels and beds left untouched have been reopened. The original signs remain and thanks to a few tactful inceptions courtesy of Transport for London (TfL) and The London Transport Museum, the tunnels offer an immersive view into the life of a Londoner during war time. TfL say that they hope the tunnels will also be a useful stream for revenue. After the war, the tunnels remained in use, acting as temporary homes for immigrants invited to Britain from the West Indies. Most of the beds were used by Jamaicans who had travelled across on the Empire Windrush in 1948. Clapham South wasn't the only station used for refuge. In fact many tube stations doubled up as shelters during the war. At the other end of the Northern Line, American talk show host Jerry Springer was born at Highgate tube station as his mother took shelter during an air raid in 1944.
In the works for two decades, the new UNStudio-designed train station for Arnhem, Netherlands—the city’s largest post-war development—has finally opened to the public. The 234,000-square-foot transfer hall, which features undulating steel forms reminiscent of Eero Saarinen’s futuristic TWA Terminal design, is a vibrant nexus and a core component of the Arnhem Central Masterplan. The project began in 1996 when UNStudio won a design competition to replace a mid–20th century train station. The building, designed in collaboration with engineering firm Arup, comprises facilities and waiting areas for trains, trolley buses and a bus station, as well as shops, restaurants and a conference center. Two underground levels serve as bicycle storage and car parking. With its unique design, founder and principal architect of UNStudio Ben van Berkel said in a statement that the aim was to "blur distinctions between inside and outside by continuing the urban landscape into the interior of the transfer hall, where ceilings, walls and floors all seamlessly transition into one another.” Skylights make for a space that is infused with natural light, further emphasizing the connection to the outside. The building's curving structure required a departure from typical construction methods and materials. Lightweight steel was employed using boat-building techniques on a scale never before attempted, resulting in a column-free space with a fluid expression. This seamlessness is translated into a complex network of ramps that move people around the station with ease and elegance. Additionally, purposeful lighting was designed to aid wayfinding. According to Van Berkel, the transfer hall “directs and determines how people use and move around the building.” The new station serves as a link between the city center, the Coehoorn area, and a nearby office plaza, and is designed to accommodate a daily flow of 110,000 commuters by 2020, establishing itself as not just a train station, but as a vital nucleus for Arnhem and for the Netherlands.
Open data from Transport for London spurs 3D axonometric plans of the Tube so passengers can mentally map their next trip
Now you can strategize your next rush-hour skedaddle through the labyrinthine London Underground ahead of time—and choose all the right shortcuts. Transport for London (TfL) has released a series of 3D axonometric maps of the world’s oldest tube network, following a Freedom of Information Act (FoIA) request by Londoner Georges Vehres. While revealing the sheer intricacy of the Underground’s tunnels and the country’s longest escalator at north London’s Angel station, the set of 124 maps documenting stations A through W are not to scale, as becomes obvious by the unrealistically steep stairwells. Passengers can now devise a mental map of their most frequently-used stations. TfL’s release of a trove of public transport data following the FoIA spurred London-based visual developer Bruno Imbrizi to create 3D maps of his own that display the movements of all trains in the London Underground in real-time in brilliant color. Technically, the data is real-time accurate only from the moment you load the map, as it represents a prediction from TfL for the next 30 minutes of activity. Trains take the shape of shifting rectangles along a lace-like lattice of tunnels, disappearing and reappearing behind orbs representing each station to the tune of a soothing underground soundtrack.
Take a tour of Chicago’s newest Green Line stop, Cermak-McCormick Place, designed by Ross Barney Architects
Chicago commuters transiting through the South Loop and Chinatown have had a new stop since early this year, when the Chicago Transit Authority opened its newest train stop: Cermak-McCormick Place. Designed by Ross Barney Architects (the team behind West Loop's lauded Morgan stop for the Pink and Green Lines), the new station employs brawny steel trusses and sleek, curved surfaces. Via the architects, here's a gallery of images from the new station, shot by Kate Joyce Studios:
One of Los Angeles' most influential architects, Jon Jerde, who recently passed away, was known for the ebullience and animation of his designs. So it was only fitting that his funeral be held at LA’s stunning Union Station, inside the Grand Concourse, accompanied by nothing less than a full Mariachi band. When Eavesdrop finally goes to the Page Six in the sky, this is exactly how we would like to go out.
After all these years (read: delays), the public will finally be able to check out the grand oculus in Santiago Calatrava's $3.9 billion World Trade Center Transportation Hub—starting next month. The New York Times reported that beginning in June, a north-south passageway with direct views onto the building's main attraction will open to "limited pedestrian traffic." The entire building won't fully open until the end of this year, or early next year so don't get too excited. And you can always walk through an already open portion of the Calatrava station connecting to the Brookfield Place towers. The Times also noted that the World Trade Center redevelopment is set to check off milestone after milestone over the next few weeks and months. —The second of four PATH platforms in the Transportation Hub will open on Thursday. —Soon after that, a floor-to-ceiling barrier will come down as well. This will allow commuters to marvel at the immaculate space set beneath those already-iconic soaring white ribs, or wings, or spikes, or whatever you want to call them. —And on May 29th, the One World Trade Center Observatory will open, offering panoramic views to anyone willing to shell out $32 a ticket. As for 2 World Trade Center, well, we're still waiting to hear if Norman Foster's design will be replaced with something from Bjarke Ingels.
Grimshaw and Beyer Blinder Belle have been tapped by Washington, D.C.'s Union Station Redevelopment Corporation (USRC) to spearhead a master plan to spruce up the city's iconic train station. The "Master Development Plan for Union Station's 2nd Century" builds upon the hugely ambitious, $9 billion development plan that Amtrak and developer Akridge unveiled in 2012. As AN wrote at the time: "The 3-million-square-foot project promises to unite the neighborhoods of Capitol Hill and NoMa, a former industrial area transformed into a leafy residential neighborhood." Now, Grimshaw and Beyer Blinder Belle are tasked with making that vision (or something like it) a reality. To do so, the firms will be conducting a comprehensive planning process with public engagement and environmental assessment. They will also draw up conceptual designs to improve the passenger experience and overall functionality at the station. "The Master Development Plan for Union Station’s 2nd Century will respect and reinforce the station’s historic setting, while also integrating it with surrounding neighborhoods, and the construction of Burnham Place, a three-million-square-feet of mixed-use space, parks, and plazas to be developed over the rail yard," said the USRC, Amtrak, and Akridge in a statement. This master plan will actually be the second Union Station master plan that Grimshaw is currently overseeing. Last fall, the firm unveiled a very futuristic vision for Los Angeles' train station of the same name.
The Real Deal recently scored an interview with Santiago Calatrava, the so-called "symphonist of steel" behind the upcoming (and wildly over budget) World Trade Center Transit Hub, and the nearby Saint Nicholas Church. In the interview, Calatrava explained how New York City's building code impacted the two projects’ designs, offers his thoughts on the World Trade Center master plan, and comments on the construction quality of the Transit Hub. Overall, the controversial architect lavishes praise on just about everyone—from Daniel Libeskind to Larry Silverstein to the Port Authority.
The World Trade Center Transportation Hub—or as its designer Santiago Calatrava likes to think of it, the "bird in flight"—is just blocks from AN's office, so we get to walk by and watch it try to take off regularly. But in the weeks before the holidays, odd “struts” started to be welded between the structure’s giant fins or blades. Not only do these lateral supports detract from the elegance of its long thin blades, I don’t remember seeing them in the renderings of the station. So I went back through every image I could find online and none show these connectors. In many of the renderings, the overlapping of the transit hub's fins obscures where the connectors would have been located. The renderings fades into solid white, obscuring those areas from clear view. Could it be that these were added later in the design process or did Mr. Calatrava know all along that these were needed to help support the weight of the fins? What do you think? Do they compromise the design?
Archtober Building of the Day #26> SLO Architecture adds art to Middletown Road Station in the Bronx
Archtober Building of the Day #26 Middletown Road Station Middletown Road & Westchester Avenue, Bronx SLO Architecture The “steel river,” as Alexander Levi of SLO Architecture referred to the Pelham Line #6 train on last weekend's Archtober tour, makes its way north towards Pelham Bay, crossing over four different waterways along its route. These bodies of water are cleaner now than they used to be, due in part to community-based efforts to clear unwanted debris and waste. As a result, plants and animals have returned to the area, and a feeling of pride has returned to the community. To uphold this stewardship and help maintain the waterways, Levi and Amanda Schachter of SLO designed Cross-Bronx Waterway for the Middletown Road Station, commissioned by MTA Arts & Design and chosen through a panel process. Cross-Bronx Waterway shows the evolution of the river cleanup projects. The series of eight stainless-steel panels, fabricated by AMI-Metal, depict birds, fish, boats, bottles, and other living and nonliving inhabitants of the surrounding rivers. The objects float within ribbons of steel, or “water,” assembled in different patterns on each panel. The birds depicted are species recently found along the Bronx River that had not been spotted for years, including herons. Despite signs of improvement, Schachter stressed that there are still objects found in the river that are not meant to be there. By including unwanted objects in the art as well, the architects have created a reminder that community members must continue to care for the natural environment and prevent the rivers from returning to their previous state. Levi and Schachter also wanted to create a sense of being underwater for people waiting for trains on the elevated platforms. Looking at the sculptural panels, subway-riders see the bottom of boats and the underside of birds. From the street, pedestrians looking up see the objects that protrude from the panels from an above-water angle. The architects intentionally changed the sense of view.
Emma Pattiz is Policy Coordinator for the AIA New York Chapter.
[Editor's Note: The following comment was left at archpaper.com in reference to John Gendall’s feature article on multi-modal transit hubs (“The Golden Ticket” AN 07_08.06.2914_MW). Opinions expressed in letters to the editor do not necessarily reflect the opinions or sentiments of the newspaper. AN welcomes reader letters, which could appear in our regional print editions. To share your opinion, please email email@example.com. ] The original design of all grand U.S. railroad stations fit the architectural design foundation “form follows function.” Unfortunately the years have not been kind to these railroad stations. Real estate developers have coveted the rail yard property for non-transportation development. In some cases these rail yards have yielded to interstates, highways, and streets. This has transformed the depot (waiting room, ticket offices, etc.) into just “a nice old building that used to serve the traveling public.” Denver is a prime example of a real estate grab. A beautifully designed rail yard gave way to developers interests. Look at the Google Maps satellite view. Transportation design was an obvious afterthought. The rail yard is stubbed, necessitating a time-consuming backup move for any train, namely Amtrak’s California Zephyr, using the original waiting room. Any future Front Range development will also require a backup. The light rail system is tucked away, far from the grand original structure. The wispy “Sidney-Opera-House-Denver” platform cover design is curious. It stands in stark contrast to the architectural elements of the original depot. A Google image search of Philadelphia’s 30th Street Station does not reveal the austere feel purported in this article. What it may need is just a spit and polish rehabilitation. Those who want to remodel the structure seem to stand arrogantly. They claim the original designs were flawed and that somehow modern architects and planners can do a better job. So, will Philadelphia’s 30th Street Station become another depot from the grand era of passenger rail to fall to the modern architect? If the regal designs of the past are too ostentatious, then an entirely new depot should be constructed. The old should be left undisturbed until a new generation of architects discovers that their great grandfathers knew better how to design transportation facilities. Evan Stair Executive Director Passenger Rail Oklahoma