Snøhetta has been selected to design the Qasr Al Hukum Downtown Metro Station in Riyadh, Saudi Arabia, which will operate as a transfer point between two metro lines and a bus network. The Norwegian architecture firm's design covers the station with a large stainless steel bowl, distinguishing it from the metropolitan framework, providing shade, and conducting light deep underground with its reflective surface through a central oculus. At night, light from retail shops and the subway platform shimmers across the metal's surface. A garden occupies the center of the main pedestrian circulation area, which includes concourses and escalators that connect the lower platforms to the street. This oasis is an effort to convey the value of natural resources in the country’s desert environment. The station stands prominently above ground with distinct entrances at the center of the bowl and at the Eid Mosque to the southwest. These aspects are connected materially and spatially by palm trees and irrigation channels running toward Mecca. Zaha Hadid is also taking part in the Qasr Al Hukum Downtown Metro Station development and is designing the King Abdullah Financial District (KAFD) metro line. The Riyadh Public Transportation network is the world's largest urban transport program in development.
Posts tagged with "Transit":
The World Trade Center Transportation Hub by Santiago Calatrava is the architect tells us "the image of a bird in flight." Yesterday we took a look at the interior retail corridor that will connect with the soaring transit hub oculus, but the structure has now just appeared above the scaffolding surrounding the entire Trade Center site and its looks nothing like a soaring bird but the bare bones of a beached carcass. It can only get better!
While Santiago Calatrava's soon-to-bo-soaring transportation hub at the World Trade Center is just not starting to rise from the ground, the Port Authority of New York and New Jersey has given us a glimpse of what's been going on underground, complete with the classic articulated ribs that make Calatrava's train stations so dynamic. And look at all that marble! Sure beats your standard New York City subway stop. This view is actually part of the east-west connector that will eventually be lined with retail shops.
When Madison Square Garden’s 50-year special permit expired last year, it launched a fiery debate over the future of the arena atop Penn Station. Critics, urban planners, and government officials have called for a 10-year term limit to encourage the relocation of MSG allowing for an overhaul of the crowded station. Today the Municipal Art Society of New York unveiled four different visions for a re-imagined Penn Station and MSG from firms Diller Scofidio + Renfro, H3 Hardy Collaboration Architecture, SHoP Architects, and Skidmore, Owings & Merrill (SOM). Each firm offered up its own rendition—some focused more on expanding infrastructure, while others honed in on opportunities for cultural and educational programming and new amenities within the station. But all the firms decided to relocate the arena, make room for green space, and create a new light-filled and spacious train terminal. And on the more far-reaching side, they envisioned and described this new station as a civic hub that will anchor and reinvigorate the surrounding neighborhood and serve as a “gateway” (a buzz word liberally used at the unveiling) for the city. The presentations were a fantastical exercise in design if all variables—funding, political might, and private interests—miraculously came together. H3 Hardy Collaboration Architecture was the first to take the stage. The firm recommends re-locating Madison Square Garden to a 16-acre site on the waterfront by the Javits Center, which would then pave the way for a new Penn Station to be built with an eight-track high-speed rail, a three-acre park, retail space, and a roof garden. The Farley Post Office would then be transformed into a Center for Education and the four corners of the station would be privately developed “hybrid buildings.” SOM has concentrated on providing a robust infrastructure with a network of high-speed rail lines for the North East Corridor, better commuter rail service, and rail lines linking to the major airports in the area. The station will have a ticketing hall in center of building and then two concourses below with retail spaces. The firm would move Madison Square Garden to an adjacent location and imagines private development will crop up around the station. Charles Renfro of Diller Scofidio + Renfro described their “Penn Station 3.0” as a “grand civic space founded on growth and innovation.” The transit node would become “both a front door and living room” that would be “alive 24/7” and organized by “fast, transit-oriented programs” and “slower” activities including retail, cultural space, and restaurants. MSG would then be moved to the west end of the Farley building. “In closing, we basically would put a wrecking ball to the site,” said Elizabeth Diller. SHoP Architecture’s Vishaan Chakrabarti started off talking about safety as a critical challenge to the current Penn Station aggravated by a “lack of air” and “disorientation” caused by MSG. The firm envisions an open, light-filled station that would be at the heart of a new district they’ve dubbed “Gotham Gateway.” They would relocate MSG to the Morgan site and create “a link from east to west and north to south” connecting the station, a new park, and the arena. While the other presenters focused on design, SHoP dipped its toe in public policy side of the equation. The firm is calling for the creation of a “Gateway Task Force” consisting of the Vice President, US Transportation Secretary, the governor, and the mayor, which would serve to facilitate a relocation of MSG, spearhead the Gateway Project (including funds for new tunnel, track and station), and provide necessary amenities.
[beforeafter] [/beforeafter] All images courtesy TimNelson3D.com / Union Studio Architecture & Community Design Not unfamiliar with daring urban design endeavors, Providence, RI is gearing up for a $20 million transformation of Kennedy Plaza, a major transportation hub and park dating to 1848 in the city's downtown. The overhaul designed by Providence-based Union Studio Architects was announced in late April and calls for upholding the plaza’s principal position as a public-transit terminal, preserving the 2002 intermodal station. Change in the site's layout will relocate bus kiosks to the perimeter of the plaza so as to create supplementary space for public and private activities to enliven the space. [beforeafter] [/beforeafter] The new Kennedy Plaza scheme calls for building a public marketplace and new parks in area that was once dedicated to the bus transit center. By reorganizing bus access through the square, the city hopes to improve pedestrian safety and provide an easier transit experience. The plaza will also integrate more tables and chairs for an al fresco experience to complement an elegant new cafe. A skating rink described by locals as a "fortress" will be softened with diversified uses while the park area of the plaza, known as Burnside Park, will be better integrated with the overall Kennedy Plaza site. The design calls for a site imagined as a series of nine distinct spaces (see plan below) from a market square to a formal gardens to a central square. [beforeafter] [/beforeafter] Details of the new Kennedy Plaza are still being finalized and additional fundraising is taking place. Already, support has been pledged from the National Endowment for the Arts and public and private groups in Providence. If all goes as planned, the Downtown Providence Parks Conservancy could begin construction this year, which a phased approach that could take five years to complete. Participating stakeholders are the Rhode Island Public Transit Authority (RIPTA), the Providence Foundation, the Biltmore Hotel and Cornish Associates. [beforeafter] [/beforeafter]
Steven Vance, editor of StreetsBlog Chicago and frequent contributor to AN, dug through Walk Score's breakdown of the most bikeable neighborhoods in Chicago. The rankings are based on several factors, including the prevalence of bike lanes, connectivity, commuting mode share and hills. It also considers the number of neighborhood destinations and, as Vance points out, may consider a shared lane marking as a bike lane. That led to the Illinois Medical District’s surprising fourth place ranking, tailing East Ukrainian Village, Ukrainian Village and Wicker Park. See the national list of WalkScore.com’s most bikeable neighborhoods here, and read StreetsBlog’s post here.
[beforeafter] [/beforeafter] Above: Before & After: Ashland Avenue at Polk. (Courtesy Chicago Transit Authority) Chicago officials released details Friday about a much-anticipated project to roll out bus rapid transit along Ashland Avenue, a major arterial street that runs north-south a bit more than a mile and half west of downtown. Previous plans from the city included a route on Western Avenue as well, but a statement from the Chicago Transit Authority and the Chicago Department of Transportation revealed only plans for Ashland. The $50 million project would reserve one lane in each direction as dedicated bus routes on a 5.3-mile leg between 31st and Cortland streets, leaving cars with just one parking lane and one traffic lane on each side of Ashland. That would eliminate left turns from some points along the avenue, to be revealed at a later date. Future phases would extend the route to 95th Street and Irving Park Road, connecting to seven CTA ‘L’ stops and two Metra stations. Registering 10 million boardings in 2012, Ashland has the highest bus ridership of all CTA routes. The Active Transportation Alliance posted this useful graphic on BRT in the high-demand corridors. Interested citizens are encouraged to stay involved and contact transit officials with comments as additional analyses are performed in 2013. Depending on funding, final designs could be realized next year. [beforeafter] [/beforeafter] Above: Before & After: Ashland Avenue at Chicago. (Courtesy Chicago Transit Authority)
The much-talked-about 7 line subway extension on Manhattan's West Side isn't the only mega-infrastructure project making progress in New York. Construction continues far below the streets of Manhattan's East Side as crews tunnel through bedrock for the Second Avenue Subway line. This week, the MTA released a gallery of photos showing construction progress on stations between 63rd and 73rd streets. The photos show the enormous rock caverns that will one day be subway stations being prepped with liners, rebar, and concrete casing. According to Gothamist, construction progress varies by station, with the 72nd Street station 96 percent complete and the 86th Street station 42 percent done. Click on a thumbnail to launch the slideshow:
The Detroit Free-Press is reporting Belle Isle could become a state park. A public hearing is expected Thursday, and city council could vote on the plan as soon as January 29. Belle Isle is a 985-acre island in the middle of the Detroit River originally designed by Frederick Law Olmsted. While details are still being negotiated, it appears the plan could save the City of Detroit $8 million per year in operating costs. Though Detroit would still own the land, the Michigan Department of Natural Resources would operate the island as a state park, charging motorists an $11 entry fee. Bicyclists and pedestrians would still get free access. The potential deal comes on the heels of some good news for Motor City urbanists. In addition to filling out the gaps in the city’s riverwalk, Detroit is moving forward with its M-1 Rail plan, as well as an ongoing $300 million renovation of its Cobo convention center.
The CTA is abuzz with new projects these days, having successfully avoided fare hikes during dire budget negotiations this summer. Now another $65 million investment will deliver the new Cermak / McCormick Place El Station Mayor Rahm Emanuel promised early this year, as well as new library, school and three-story building rehab for the South Loop. New renderings presented by the Mayor on Friday show the new Green Line stop, which will be designed by Carol Ross Barney, principal at Ross Barney Architects. It’s a sleek tunnel shape, reminiscent of Rem Koolhaas’ IIT Green Line stop. Coming from the same architect who designed CTA’s last major addition, the celebrated (if pricey) Morgan station, news on this improvement to El service was highly anticipated by residents in Motor Row and South Loop. The neighborhoods rode higher and fell further than most in the city over the past decades; now a resurgence of downtown residents may have primed the pump for a broader renaissance just south of the Loop. If it does, new CTA service should soon make it easier to check out.
Plans for a fixed-track trolley system in St. Louis got a $22 million infusion last week, when the Federal Transit Administration followed through with plans to fund construction of the city’s long-awaited Loop Trolley system. The Loop Trolley Transportation Development District would administer a 2.2-mile track from the Missouri History Museum in Forest Park to the University City Library—part of a regional plan for more sustainable transit. Three hybrid electric trolleys will make nine stops along the way, offering connection with the existing light rail MetroLink system. Fares would cover almost half of the system’s operating costs, with the rest coming from advertising, institutional subsidies, and the District. A ground-breaking ceremony is expected this fall, but no construction date has been set. St. Louis’ first Loop Trolleys may run as soon as 2014. Kansas City, Cincinnati, and Los Angeles have all mulled over streetcar, light rail or trolley plans in recent years.
According to the New York Times, Amtrak is gaining riders in the northeast corridor thanks in part to arduous airport security procedures and frequent airline delays. Amtrak also beats airline shuttles in on-time arrivals and proximity to major business centers. In Chicago, the Chicago Transit Authority is counting 16 months of ridership increases for both rail and bus lines. The rail system has seen 51 consecutive months of ridership growth, including a 6.2 percent jump over the last six months. Last year the CTA carried 523 million riders. [Photo: Bruce Fingerhood/Flickr]