John Turner | Thesis Final Submission

Connective Architecture The Portal West Hartford Transit Hub and Pedestrian Footbridge Final Design John Turner ARC 621

Proposal

What is it?

This thesis research will be focused on an ongoing struggle that the United States faces with public transportation, more specifically by rail. The urbanization of the United States makes it challenging to travel anywhere by anything but a car. This project will focus on how architecture (a multi-faceted train station in this thesis) can connect society, multiple forms of transit, and people.

Why? In the past, the United States and Connecticut built many of their cities and towns focusing on vehicular transport with little regard to public transit. With cities being built this way across the nation, it became a complex problem to integrate public transit into already existing and outdated building concepts. The United States needs to prioritize smart growth for the future with Transit Oriented Design. By doing so will diminish the use of cars, greenhouse gases, and prioritize the growth of mixed-use developments with high walk-ability. I wish this project to be a precedent of future developments.

Where?

The Flatbush CT Fastrak Station on the intersection of New Park Avenue and Flatbush Avenue and the adjacent lot across the tracks.

Design The project goal itself is to provide a hub of public transportation that is also a landmark destination with a variety of uses to connect people. It resides along the existing Hartford Line Commuter Train and dedicated CTFastrak bus-way. The program will include the station with open/public/green space integrated into the site to provide maximum accessibility with options for multiple amenities. This station will be designed sustainability with the future in mind and will be adaptable and more flexible for potential new projects to follow it. The entire project will be very context friendly and become part of the landscape.

Challenges The bridge that is essentially the back end of the site is one of the steepest overpasses in the state and is not the best for pedestrian traďŹƒc. Also, the intersection of Flatbush Avenue and New Park Avenue sees an average of 20,000 cars per day passing through, this intersection is very busy and dangerous to pedestrians.

Because of the sites location and previously mentioned issues, it is a very car dependent site as people have a hard time traversing the area in its existing conditions. The site itself also sits right on the line of Hartford and West Hartford with a well defined border, connecting the two sides will be important to make this a walkable area.

Existing Site: Immediately south of the bridge crossing the bus-way and train tracks. On the east side of the tracks is a party supplies warehouse store. To the west is the Flatbush CT Fastrak bus station.

Two separate sites divided by modes of transit. In order for this project to be successful, connecting the two sides is vital as the bridge and streets are not safe to the common pedestrian.

Transit Context Map - Hartford Line and CTFastrak Ƥ Site Location CTFastrak Stations

Extra Fastrak Routes

Hartford Line

To New Haven

With the planning of future T.O.D. developments and redevelopments in the Hartford region, the placement of train station/transit hub is vital. T.O.D, or Transit oriented development, is a type of urban development that maximizes the amount of residential, business and leisure space within walking distance of public transport.

The proposed station is in the center of the network for CTFastrak and the train lines, being a prime location.

This new inter-modal station will be able to provide access to this network with a variety of travel options that does not involve cars.

Transit Context Map - Hartford Line and CTFastrak

Flatbush CTFastrak Station

Wallingford Hartford Line Station

Kane Street CTFastrak Station

Meridan Hartford Line Station

The Hartford train line runs from Springfield, Mass to New Haven, CT, creating access to the heart of the state.

With CT Fastrak and its smaller accessory lines it spreads as far east as Manchester, CT to as West to Farmington with the main stretch terminating in New Britain. Including the future developments in the local area around the proposed station, it will become a catalyst for future growth and T.O.D.s.

Local Transit Context

Proposed Site Flatbush Avenue F

Proposed Site

New Park Avenue

Hartford Line/ Amtrack Trains H

Existing Bus Routes: 31A+B, 37, 63, 153

CT Fastrak

Hartford Line Primary Site Axis/Main Road

Site Context

Neighborhood Zone

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Proposed Site

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The site itself is in a major business corridor at the border of Hartford and West Hartford at the intersection of New Park Avenue and Flatbush Avenue.

• Existing on the site is the Elmwood CT Fastrak Station on the West and a party supplies store on the East side of the train tracks.

• Main intersection is a high traffic zone with 20,000 + cars passing through per day.

• The bridge along Flatbush Avenue is one of the steepest in the state, a resultant of having proper clearance for trains.

• There is a lot of underutilized land that could be developed in the future for TOD to further justify location of transit station.

• Sidewalks along the streets of the intersection are very unfriendly to pedestrians.

Site Analysis / Master Plan 1. Proposed Site 4. Future TOD or new parking 2. Proposed Roundabout 5. Future TOD 3. New Park Avenue Redevelopment in future, added parking. 6. Propose to reuse existing extra parking

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The goal for the use of the site of the transit hub is to have the East side be more car oriented and the West for the use of passive and local transit.

New Park Avenue’s business corridor is slated for redevelopment in the near future, prioritizing mixed use developments, walk-ability and bike lanes up the whole street, making that side of the site less car dependent.

The empty land on the North Eastern section of the site also has been in talks for future T.O.D. Furthering the narrative of brining more people to the area. The main intersection of Flatbush and New Park is very busy, implementing a roundabout would clear the clutter, regulate car traďŹƒc, and make it much easier for pedestrians to cross the street. (see next page).

Directly to the south of the side on the east side of the tracks could potentially be reused for overflow parking.

Roundabout Concept

Roundabout concept courtesy of Joseph Balskus, professional traffic operations engineer, director of transportation systems at VHB engineering.

Roundabouts promote continuous flow of traffic. Unlike intersections with traffic signals, drivers are not required to wait for a green light at a roundabout to get through the intersection. Traffic is not required to stop – only to yield – so the intersection can handle more traffic in the same amount of time.

The addition of a roundabout to this intersection will help regulate and organize traffic flow and will make it safer for walking or cycling pedestrians to cross the streets.

Precedent Analysis Zoo/Flora Rail Station Location: Cologne, Germany.

Analysis: Accessibility, Scale

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The bridge and platforms are elements of design.

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The platform becomes the walkway/bridge.

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Dynamic Canopy.

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Platform canopy mirrors walkway.

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Barrier free crossing eliminates need for elevators and escalators.

Train-stop Varnsdorf – Pivovar Kocour / Domyjinak Location: Varnsdorf, Czech Republic •

Industrial atmosphere and history of town influences design. Beer boxes - local brewery.

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Logo of local brewery is created in perforations in the box.

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It is partially open to the elements to view railway while providing protection from rain.

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Contextual/tectonic influences are design intents I wish to follow through with in my own design.

Bahnof Stadelhofen Erweiterung Location: Zurich, Switzerland Analysis: Accessibility, Scale, Site integration •

Logical and consistent integration of the 4th track into the existing station area.

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Careful handling of the existing buildings in terms of construction, preservation of the structure of the upper promenade and the green areas.

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Daylight and natural lighting of the 4th track.

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Respect for the position and route of the 4th track from the documents provided by SBB.

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Effects on traffic flows.

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Possibilities of commercial expansion of Stadelhofen station.

Pedestrian Footbridge Design Competition / LEA Invent & Burcak Pekin Location: Istanbul, Turkey Analysis: Accessibility, Site Integration, Scale, Materiality •

The axial movement of the pedestrians determine the strategic points for the design.

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Eliminating the vehicle traffic, the minimum area for the desired pedestrian motion is determined.

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This platform is 6 meters into the air and is enriched to be a pedestrian square by commercial and cultural activities.

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The square is also been transformed into small-scale park as needed for the surrounding settlements.

Concept Diagrams

Accessibility: Pedestrian and vehicular circulation naturally create four points of access to the site.

P1

Direction: Connecting the flows of traic to the site provides easier circulation and walk-ability of the area. Pedestrians no longer have to use the Flatbush Avenue bridge to cross the tracks, safer passage is provided.

P2

Axis | Connections: Train and bus lines divide the site in two and is a clear visual barrier between Hartford and West Hartford. Crossing this axis creates a direct line of accessibility to the tracks. When connected to pedestrian flow, it creates a framework that connects people and both cities.

P3

Preserving/Creating Open Space: Keeping nature in mind, a less rigid form is shaped by compressing the box inwards on the east and west. Open space at the ground is maintained in a welcoming form. More space is created above the tracks, creating a destination.

P4

Natural Light: The platforms below need daylighting for health reasons and to light up the space, but must be done without drastically disturbing the park space. An opening is created in the middle of the park space, providing natural light while also creating a focal point of the project.

P5 Concept Summary: The site directly shapes this form in a variety of ways. Poor pedestrian pathways and constant vehicular traic make this area unsafe for walk-ability. To make this a TOD project, walk-ability must be enhanced and car flow must be reduced and more organized.

The existing bridge on Flatbush Avenue frames the site in the north, and is also very steep for pedestrian traic.

By devoting park space over the tracks at grade of the intersections provides safer passage over the tracks while simultaneously creating a destination/green space that this area of Hartford and West Hartford severely lack.

Crossing the axis line of transit provides the most direct pathway to the desired modes of transportation. Easy access is provided in the inside of the building as well as the outside. When mixed with the flow of pedestrians, the created framework accomplishes the goal of site walk-ability while providing people with the easiest route to their desired.

Having the park space allows for a variety of sustainable options to be integrated into the park and the station program.

Program Analysis - Station

Circulation

Circulation

Station Categories This station will be a category 2 station as it will have an average annual ridership of 170,000 people based on the first year’s total of the Hartford Line.

Summary To get the traveler or commuter to their destination, their pathway must be as eďŹƒcient and simple. It is vital the traveler figures out where to go next as quick as possible if they are in a hurry. Creating a straight shot core of circulation with the service and support spaces branching o to make the station as easy as possible to navigate.

Program Breakdown The program is split down the middle between the core and branching spaces. In the core spaces, the platforms account for over 13,000 square feet. This is because for this type of station the platform is required to be 700 feet long. This is not actual building space and will be along the length of the tracks.

It is also important to note that the amenities account for over 10,000 square feet of the branching spaces. This is because of the retail and food spaces that I plan to have in this station.

There are several food options, convenience kiosks, and a private lounge.

Proposed SITE PLAN

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1. Roundabout 2. Local Bus Stop(s) 3. Outdoor Seating Sculpture 4. Outdoor Seating Amphitheater 5. Kiss and Drive Loop 6. Multi-purpose field 7. Multi-purpose field 8. Pedestrian walkway/footbridge entry’s 9. Park Space

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Site Circulation

Vehicular Traffic

Pedestrian Traffic

CT Fastrak Lanes Amtrak Line Tracks Hartford Line Tracks

Summary The station and park gives pedestrians and motor vehicles four main points of access. The park can be accessed by pedestrians on each of the “hills” or station houses. These can also be accessed by motor vehicle on the Eastern part of the site on the kiss and drive drop off.

Considering the new TOD in the New Park Avenue corridor, it will become a more walkable street and thus the Western part of the site will be primarily accessible by passive transit aside from the local bus stop.

Pedestrians have access to the top of station park space to use passively or as a way to cross over the train and bus lines without having to climb the entirety of the bridge.

The central platform serves both southbound CT Fastrak and the Amtrak train line.

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Track Level

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Program 1. Main Hall (East and West Platform Access) 2. Main Circulation (Center Platform Access) 3. West Station House Ticketing 4. East Station House Ticketing 5. Outdoor seating amphitheater 6. Kiss and Drive Drop o loop 7. Food Court 8. Convenience Kiosks 9. Waiting Rooms 10.Bike Storage 11. Small OďŹƒce Space 12. CTFastrak South Platform 13. CTFastrak North and Amtrak Platform 14. Hartford Line Platform 15. Storage 16. Mechanical 17. Restrooms

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West Station House Main Hall

Center Platform

South East Hill Access Summary The track level was designed with barrier free accessibility in mind. It provides the most eďŹƒcient and easiest way for users to get to their preferred form of transit. The main hall on either side of the tracks has direct access from street side by either car from the kiss and drive on the east side or from more pedestrian access on the west. This is for those who have already purchased their tickets.

Ticketing For those who need to get tickets or reach the middle platform, it is a straight line of site from either entry point to the waiting area and platform. Each entry conveniently has ticketing upon entering.

Amenities The main food court, highlighted by a cafe is on the eastern side of the tracks, but convenience kiosks are spaced appropriately across the station for grab and go.

Another key amenity is the bike storage located on the western side as well. This location was chosen because of the project goal to provide more pedestrian friendly access and amenities on this side of the tracks, with more car friendly on the east. There are still local bus stops on either side of the station as well.

The west side has some small administration spaces tucked in the corner and out of the way for everyone.

Park Level

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Program 1. Main Waiting Room 2. Temporary Art Gallery 3. Restaurant 4. Building Administration 5. Private Members Lounge 6. Restrooms 7. Mechanical

Western Station House Balcony

North East Access to Park

Central Waiting Room Summary The multi-faceted park level of this transit hub has a wide variety of uses. The park itself provides a barrier free connector between the sides of the train and bus lines that is easier to traverse than the existing bridge, as well as it adds easier accessibility to the main waiting room and either of the station houses.

West Side (Private Spaces) In the western station house, there is a large opening to the hall below. Along this walkway are the restrooms, a private lounge for the premium bus and train line members, as well as the main administrative oďŹƒce of the hub.

East Side On the other side of the tracks, there is a temporary art gallery where work from schools and artists around the area can display their work and be prideful. The other half of the space is a formal sit down restaurant for those who have time to kill and would rather not be in the park.

Both station houses can be accessed from entering from either of the four corner entries or from entering the main waiting room and walking underneath the connecting pergolas(more visible in Site or Park Plan).

Park Space Plan

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1. Pergola 2. Private Covered Seating 3. Children Zones 4. Outdoor Gym Sculpture 5. Garden Planters 6. Park Level Entries 7. Private Platform View 8. Portal

Southern Pergola

Pedestrian Pathways

North East Access to Park from Bridge Summary The Park Level of this transit hub is multi-faceted with features for people of all ages. First and foremost, a place is created here with the addition of a park. Hartford/West Hartford in this area does not have an iconic or prominent park. This fills that hole.

The park functions as a bridge over the train and bus lines that is not as steep as the existing Flatbush Avenue bridge. The four corners of the park are context friendly to the site. They were determined from the primary traďŹƒc flow of people and vehicles, creating four access points to the park.

The two northernmost connections to the existing bridge are at grade and seem embedded into the landscape. The two hills on the southern corners serve as a pathway up to the main park space, but also can be used by pedestrians to lay in the shade on a sunny day.

The primary zones of the park include two children’s areas at the tops of the hills that flow down into the park. At the southern edge of the park is a large pergola that has a lot of shaded seating for all those who use the park. At the edges of the round and weaving pathways are two smaller areas for more private covered seating for those who would like more peace. For all those who like staying active there is even a small sculpture garden that functions as an outdoor gym.

The main feature of this park space however is the portal dead center of the park, from where the station gets its name. It provides a interesting line of site for those on the park to see the passing trains as well as providing natural light to the platforms below. It being framed by pergola at the south and waiting room at the north, further highlighting the feature .

Sections

EAST/WEST Section

Rainwater cisterns: Collect rainwater and store it for gray water uses.

NORTH/SOUTH Section

EAST/WEST Section Close up

Train Clearance: From track level to bottom of park structure is 16’ - 6”. Train locomotives are 14’ - 8.5” tall. This was accomplished by infilling the site around the tracks. This also allowed platforms to be 4’ tall, allowing passengers to step directly in the train.

NORTH/SOUTH Section Close up

Elevations

EAST ELEVATION

WEST ELEVATION

SOUTH ELEVATION

Materials

Reclaimed Wood

Concrete

- Paneling and wood structures

- Structure, amphitheater, pervious pavement at track level.

Grey Brick

Grass

- Garden Planters, train and bus platforms.

- Hills and park space

Grey Stone

Metal Panel

- Park space walkways and accents.

- Interiors; waiting room and station houses.

Structure Diagram

Structure: Structure responds to both the park level and its features and is integrated with the systems of each of the station houses. The concrete floor plate of the structure is carried by the steel beams resting on top of the reinforced concrete columns.

Steel Reinforced Concrete

HVAC Diagram

Mechanical Rooms: The east side station house has its mechanical room on the second level so the supply and return system run downwards from that location.

Supply

Return

Sustainability Sections Public walkways | Footbridge: Creating barrier free designated pedestrian walkways across the transit lines makes it easier and safer for everyone to cross instead of using the bridge. ADA accessible.

Green Roof | Park Space: .Providing more green space creates an environment that helps facilitate activity and promote better mental health and well being. Green roofs also reduce energy costs , remove air particles, produce oxygen and provide shade.

Pervious Concrete: Eliminates untreated storm-water, creates zero runo and recharges groundwater.

Natural ventilation: Wind flow can pass through the main hall and portal as well as the circulation of the station houses. This passively filters dirty, warm air in the spaces up into the main waiting room and out.

Passive solar direct gain: These systems rely on south-facing windows to bring solar energy directly into a building. That sunlight is absorbed by materials in the room (the floor, walls, furniture, etc.), which warm up, store some of that heat, and re-radiate it back into the room, warming the space.

Daylighting: South facing windows allow in natural light to minimize internal artificial lighting, reducing energy costs.

Sustainability Sections Rainwater collection: Rainwater runo is captured, filtered, and stored in cisterns under the station houses for use as grey water.

Sun Shading: Light shelves are designed to help reduce the need for artificial lighting in buildings. It has a highly reflective surface used to shine daylight onto the ceiling of a building’s interior, allowing it to penetrate deep within the building. Due to their overhang, Light Shelves conversely provide shading near windows, thereby reducing window glare. This reduction in both glare and heat gain leads to more productive energy use and earned LEED points.

Gutter with top screen.

2 inch gap at down spout.

Second finer screen prevents insects from getting into the tank.

Pipe run to cisterns.

Light Shelf Detail

Metal roof -Roof underlayment -Membrane -Sheathing -Rigid Insulation Wood Finish Roof (96’ 2”)

W 42 x 31 Wide Flange

AGS Light Shelf System

12” Reinforced Concrete Column Insulated Temp. Glass Panel Assembly -2.5" x 1" Aluminum Support -1/4" Temp. Glass -1/2" Air Space -1/4" Temp. Glass

Park Level (82’ 2) Level 2 (79’2”)

24” Concrete Slab 1/4” Metal Decking

Park Level Column Detail Intensive Green Roof Detail • Engineered Soil - 16” • Filter Fabric - 1/8” • Drainage Layer - 2” • Root Barrier - 1/8” • Waterproofing membrane - 1/8” • Concrete Slab - 18” • Metal Deck - 1/4”

Glass Panel Railing W 27 x 178 Wide Flange

16 ” Concrete Slab 1/4” Metal Decking

Wooden Shade Overhang Reinforced Concrete Beam

36” Diameter Concrete Column Pile Cape

Private Members Lounge

Amphitheater

Southbound CTFastrak Bus Platform

West Entry

Park Space

West Station House

Conclusion The West Hartford Transit Hub and Pedestrian Footbridge serves as a multi-faceted facility that responds to the site, is context friendly, solves problems based on walk-ability, and connects people, forms of transit, and the cities of Hartford and West Hartford.

By analyzing potential future Transit Oriented Developments in the area, the framework of the park was created. Pedestrian flow from these points influence the accessibility of the site and therefore the station.

Barrier free crossing is a major key of this project, it is vital for the station user or the pedestrian to get to their destination as most efficiently as possible. By embedding the green space into the bridge, these access points are then at grade to allow safer and easier foot traffic to everyone to cross the tracks without using the bridge. Even the “hills”at the south end of the site provide pathways for foot traffic and elevators for those who cannot use them.

Platform access is very straight forward at the track level and in the station houses themselves, both a straight line bisecting the axis of separation created by the train tracks and bus lines. Green space is created at the track level and park level by compressing the sides of the park inwards along the axis that bisects the tracks. The station houses and waiting room serve as larger pavilions in a park that mirror the pergola at the south of the park space.

The program of the station itself also provides a variety of ways to connect people, in a lounge, a restaurant, an art gallery, intimate rooms that promote social discourse and relaxation.

Overall, the West Hartford Transit Hub creates a variety of opportunities to connect people. The park created is a destination unlike any in the area, walk-ability is enhanced with the master plan, and several forms of transit are connected under one roof. All these connections visually and physically connect the two sides of Hartford that are separated by the existing transit lines.