Thesis Book Final Submission

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Connective C onnective Architecture Architecture T he P ortal The Portal West W est Hartford Hartford T Transit ransit H Hub ub a and nd P Pedestrian edestrian F ootbridge Footbridge

J John ohn T Turner urner

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Thesis Master of Architecture

The Portal West Hartford Transit Hub and Pedestrian Footbridge John Turner In partial fulfillment of the requirements for the degree of Master of Architecture

Thesis Committee Members: Thesis Director

Daniel Davis, AIA, LEED bd+c Department of Architecture Thesis Coordinator

Mark Hopper, AIA Department of Architecture Thesis Coordinator

Tyler Smith, FAIA Department of Architecture Thesis Advisor

William C. Richter, AIA, ASLA Richter & Cegan

Dean

Hisham Alnajjar, Ph.D. College of Engineering, Technology, and Architecture

Department of Architecture College of Engineering, Technology, and Architecture University of Hartford May 18th, 2020

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Foreword I started this project in my backyard, writing the first draft of my proposal. Here I am again now in my backyard, putting the finishing touches on the final draft of my thesis book. Life has an interesting way of coming full circle. In grade school, I wanted to be a train engineer when I grew up, and now, I have completed my thesis on a train station. In the spring of 2019, I studied abroad in Germany and traveled extensively across Europe. During my travels, I noted how simplified its transit systems are compared to those in the United States. I took them as insight into my research and precedents for this topic.

A major key with Transit Oriented Development is place-making, not just providing the necessary amenities to run a station at the bare minimum. Connecting people can be done easily by creating designated spaces for interaction or in connecting forms of transit. This is one thing that Europe has excelled at and the United States lacks but is working on.

My thesis evolved into a concept of providing multiple ways to connect people, and the connections I have made throughout my life have all helped me become who I am today and in one way or another, have aected my thesis project. To my professors and advisors, who have always pushed me to my limits for the better. To Maria, a newfound friend and companion whose surprise morning coees after all nighters and support has helped me to keep up with each deadline. To my classmates and friends across the world, our time together has molded me to be a better person, a better designer and a better friend, you will never be forgotten. And to my mother and father, whose constant love and guidance has been unparalleled.

This project, this design, is the culmination of my experiences and connections since I was born. I am proud of who I am and what I present to you in this book. I look forward to the future connections and experiences I will create, as they will continuously shape me and come full circle.

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Table of Contents Forward

- Page 7

Research - Proposal

- Page 12

- Site Analysis

- Page 15

- Building Type

- Page 57

- Precedent Analysis

- Page 63

- Concept Diagrams

- Page 83

- Program Analysis

- Page 95

- Position Paper

- Page 115

Design Progression - Conceptual Design

- Page 127

- Schematic Design

- Page 133

- Design Development

- Page 139

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Table of Contents Final Design

- Site Context Information

- Page 144

- Site Analysis/Master Plan

- Page 148

- Concept Diagrams

- Page 152

- Final Site Plan

- Page 156

- Drawings

- Page162

- Sustainability/Wall Details

- Page 180

- Summary

- Page 187

Conclusion

- Page 189

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Research

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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 (TOD). By doing so will diminish the use of cars, greenhouse gases, and prioritize the growth of mixed-use developments with high walk-ability. I would like to see this project be a precedent for future developments.

Where?

It is located in the Elmwood neighborhood of West Hartford at the Flatbush CTFastrak Station at the intersection of New Park Avenue and Flatbush Avenue.

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 sustainably with the future in mind. It will be adaptable, and more flexible, for potential new projects to follow. 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 makes this intersection very busy and dangerous to pedestrians. People have a hard time traversing the area because of the site location and previously mentioned issues. The site itself also sits right on the border of Hartford and West Hartford, connecting the two sides will be important to make this a walkable area.

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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 CTFastrak 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.

Image obtained from Google Earth Pro

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Site Analysis

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Site Analysis Location: Elmwood, West Hartford, CT

Introduction: The chosen site is in the Elmwood neighborhood area of West Hartford, Connecticut. In order to get a further understanding of the location and its context, a site analysis will be composed in order to pinpoint potential issues and opportunities that need to be addressed or examined further. Some areas of interest will include the future use of the surrounding three properties to the CTFastrak Station as well as fitting into the context itself, considering it is at the edge of a business district and a residential district.

The site is located in West Hartford, Connecticut United States along the border of Hartford towards the south west.

History: The city of Hartford, located in Hartford County and a part of central Connecticut, is the state’s capital and often goes by the nickname the Insurance Capital of the World. It was first settled in 1635 by Thomas Hooker, John Haynes, and a group of one-hundred followers from the Massachusetts Bay Colony. Hartford is one of the oldest towns in the state. Over time, the city grew to be one of the most prosperous in the nation, and by the late nineteenth century, was the wealthiest city in the country. Today, Hartford is known for the Colt Manufacturing Company, its ties to Mark Twain and the Stowe families, and for its critical role in the evolution of the state.

Sources: https://connecticuthistory.org/towns-page/hartford/

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Location: Elmwood, West Hartford, CT Albany

Boston

Hartford Site Location

Providence

NYC Connecticut State Map

East Hartford

West Hartford

Hartford County Map

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Location: Elmwood, West Hartford, CT

West Hartford City Map The green marker represents the location of the site in the Elmwood neighborhood of West Hartford to the south west of downtown Hartford.

West Hartford Border Elmwood Border

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Location: Elmwood, West Hartford, CT

Elmwood Neighborhood Nei Map The white dotted line represents the border of the whole site. It is on the intersection of New Park Avenue and Flatbush Avenue. New Park Ave. is a major business corridor of the city and has a variety of retail surrounded by single family housing. On the eastern side of the tracks there is a warehouse party supplies store and to the west is the Elmwood CTFastrak station, which is a major reason why this site was chosen.

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Historical and Cultural Information

Elmwood Chapel 1876

In 1636 Reverend Thomas Hooker led a group of followers from what is now Cambridge, Massachusetts to the “Great River” and established the Hartford Colony. A total of “72 Long Lots” were laid out between today’s Quaker Lane in the East and Mountain Road in the West. The northern boundary was Bloomfield and to the South was present day New Britain Avenue (The Western boundary was extended in 1830 to include part of Farmington). In the 1670s the area was referred to as the “West Division” of Hartford.

Early on, grist, saw, and carding mills along with blacksmith shops, tanneries, and general stores emerged around the community to support and help drive agriculture. One of the first major industries to arise centered on pottery and brick works. Extending from Hartford to Berlin is a sizable deposit of fine clay. In 1770, Ebenezer Faxon came from Massachusetts and settled in what would become the Elmwood section of West Hartford. There he established a pottery business on South Road (what is today New Britain Avenue) which took advantage of the local geological landscape.

Sources: https://lifeinwesthartford.org/a-growing-suburb.html#elmwood-suburbs , West Hartford History Patch.com

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Historical and Cultural Information

Goodwin Pottery Company 19th Century

It was Seth Goodwin, however, who helped to establish a pottery dynasty. Goodwin started his pottery works around 1798. For over a hundred years, the Goodwin name would be associated with West Hartford pottery.

By the late 19th century, the New York, New Haven & Hartford Railroad ran through part of Elmwood in the southeast corner of town. A variety of companies cropped up in this area including Whitlock Coil Pipe Company in 1891, and later Royal Typewriter, Wiremold, Abbot Ball, Colt’s Manufacturing and Uncle Bill’s Silver Grippers (producer of tweezers).

By the mid to late 19th century, a few West Hartford residents looked at entertainment differently and sought to develop local tourism. In 1873, Charter Oak Park was established in the Elmwood section of town. It pulled thousands of people each year, primarily from Hartford. The track built there was part of the Grand Circuit of harness racing until 1925 when it went out of business due to the establishment of Connecticut’s anti-betting laws.

In the early 20th century, the Elmwood section of West Hartford developed its suburban character similar to West Hartford center’s development. The same ingredients nourished growth in both places: transportation in the form of the trolley, farmers ready to sell their land to developers, real estate developers, and people looking to move out of the city.

Sources: https://noahwebsterhouse.org/west-hartford-history/, West Hartford History Patch.com

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Historical and Cultural Information

Elmwood Trolley Line to Blue Hills May 19, 1898

In 1899, the train raised the rates to $60 per year and passengers lobbied to bring the trolley to Elmwood. Within a year the line opened.

As people moved out of Hartford and New Britain and into West Hartford, government services expanded. In 1900 the town added onto the Elmwood School, originally built as a two-room schoolhouse in 1888.

Once home to a substantial Irish and Italian American community, Elmwood today is the most diverse neighborhood in West Hartford. The median income in Elmwood is about $30,000 lower than the rest of West Hartford. There is also a higher concentration of blacks, Hispanics and Asians in Elmwood than in the rest of West Hartford.

The Hartford Courant claimed that this subdivision was “an excellent location for the suburban dweller.”

By 1925, those who moved to Elmwood made a choice to live in a community proud of their factories and railroad tracks as well as the churches, schools, library and post office which helped to develop an identity that makes a uniquely Elmwood section of town.

Sources: https://noahwebsterhouse.org/west-hartford-history/, West Hartford History Patch.com

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Site Area Demographic, attraction, and uses information Zip Code 06110 Statistics: • • • • • • • •

Estimated zip code population in 2016: 12,283 • Land area: 3.3 sq. mi.

Zip code population in 2010: 12,650 • Water area: 0.0 sq. mi.

Zip code population in 2000: 12,234 • Population density: 3,682 people per square mile Mar. 2016 cost of living index in zip code 06110: 106.0 (more than average, U.S. average is 100) Median gross rent in 2016: $1,105 Median price for vacant for-sale houses in 2016: $180,822 Males: 5,980 (48.7%) Females: 6,303 (51.3%)

For population 25 years and over in 06110: • • • • •

High school or higher: 87.2% Bachelor’s degree or higher: 36.5% Graduate or professional degree: 17.0% Unemployed: 5.7% Mean travel time to work (commute): 21.5 minutes

For population 15 years and over in 06110:

Attractions:

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Never married: 35.3% Now married: 47.0% Separated: 0.8% Widowed: 5.3% Divorced: 11.5%

Elizabeth Park Conservatory and Rose Garden Mark Twain House and Museum CT Historical Society and Library Westmoor Park The Children’s Museum Talcott Mountain State Park

Population Statistics:

Analysis:

• • • • • • • •

The average 21 minute commute to work could be potentially shortened with the addition of a rail/transit station. Property values tend to increase with local train stations in the neighborhood. Unemployment rate could decrease even more and population overall could increase with easier access to the area by rail or other forms of transit.

White population: 6,716 Black population: 1,272 American Indian population: 14 Asian population: 1,601 Pacific Islander population:1 Some other race population: 86 Two or more races: 314 Hispanic or Latino population 2,646

Source: http://www.city-data.com/zips/06110.html

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Circulation Map

1-84

New Park Avenue

Trout Brook Drive

Flatbush Avenue

20 Minute Walking Radius - via Walkscore.com Primary Path - Heavy Traffic I-84/Route 6 CTFastrak Line Secondary Paths - Local Traffic: New Park Ave, Flatbush Ave, Trout Brook Analysis: Main access to the site will be from either New Park Avenue or Flatbush Avenue. This access provides a wide range of walk-ability in the neighborhood that could be further enhanced with a TOD station. The only real physical edge is the on/off ramp to I-84 as well as the South Brook Park River.

Sources: Walk Score, Google Earth

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Axis line and Site Geometries

Page P Pa age ag ge 4 40 0

Flatbush Avenue

New Park Avenue

Analysis: The railway/CTFastrak line and New Park Avenue create a corridor that frames the primary site. The property on the other side of the track is still in consideration for usage. Either the rail station could be built on the site of the existing station or it could be constructed on both sides of the train tracks/bus line. The program requirements have this choice leaning towards the latter.

Sources: Google Earth

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Site Features Property Lines/Easements

Property 470 Ownership: CT DOT Land-use: Retail/Commercial Zoning: Industrial, general (IG) Area: 1.78 Acres Property 265 Ownership: PENTECOSTAL TABERNACLE (APOSTOLIC) INC Land-use: Industrial/Mixed Use Zoning: Industrial, general (IG) Area: 1.23 Acres Property 285 Ownership: SK REALTY Land-use: Industrial/Mixed use Zoning: Industrial, general (IG) Area: 1.17 Acres Property 583 Ownership: State of Connecticut Land-use: Industrial/Mixed use Zoning: Industrial, general (IG) Area: 0.22 Acres

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Property Boundaries

Site Features Utilities

Utilities Map

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Topography Plan, Soils, Geology information

Topography Lines

Topography The topography within 2 miles of West Hartford contains only modest variations in elevation, with a maximum elevation change of 338 feet and an average elevation above sea level of 151 feet. Within 10 miles contains only modest variations in elevation (919 feet). Within 50 miles contains very significant variations in elevation (2,602 feet).

The area within 2 miles of West Hartford is covered by artificial surfaces (92%), within 10 miles by artificial surfaces (57%) and trees (37%), and within 50 miles by trees (72%) and artificial surfaces (13%).

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Topography Plan, Soils, Geology information

Bedrock and Soil Info Portland Formation Soil types include reddish brown, reddish gray, and dark gray shale siltstone, sandstone, and conglomerate; micaceous and feldspathic. Forms local outcrops of limited extent; even where ridge forming, it is generally covered by glacial till. Lower part of formation mostly inter-bedded reddish gray fine- to coarse-grained sandstone inter-bedded with siltstone beds cut by desiccation cracks and containing local pedogenic features; red-beds punctuated by light gray fine- to medium-grained sandstone and gray and dark gray silstone and shale.

Gray beds not known to crop out in quadrangle but are reported from borings. Upper part of formation may contain coarser-grained sediments but does not crop out in quadrangle. Deposited in alluvial plain, playa, and perennial lake environments. Thickness not determined, but may be greater than 2000 m.

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Site Area use information

The red representing the retail commercial land usage allows for a variety of developments along the strip primarily multiple retail options. To the east is the beginning of the Industrial Mixed Use zone, which encourages the reuse of older buildings for light industrial and other non-industrial uses. To the west along Flatbush Avenue is single family housing.

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Main Street District (Hart-

Having the mixture of these three Land Uses invites an opportunity to unite the three with a destination/ added green space. The area is full of empty plots of land with no particular use and excessively large parking lots.

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Building/Open Space Noli Maps

Building Map

Open Space Map

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Existing Public Transit

30 Miles to Springfield 3 Miles to Hartford

40 miles to New Haven

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

CTFastrak

Hartford Line Analysis: Looking at the open space map to the left, it is clear the site is very open, even though there is a residential area to the North West of the site. Having residential this close will make it easier for those there to commute to potentially new jobs via transit at this new station. More businesses could also spring up over time to fill in the open properties. Integrating the new rail station into the existing transit will be seamless. This new inter-modal hub will provide an increase of usage of the transit network.

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Existing Vegetation

Analysis: The New Park Avenue corridor is very easy to find because there is no green space along it. In fact the business strip splits the green space and vegetation in half.

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800 Feet

Analysis cont: A green space needs to be created to help increase the smart growth which will help give travelers another reason to go to this area.

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Existing Vegetation

General Site Vegetation

Analysis: Looking at the general neighborhood, the majority of the vegetation is in the residential areas to the West North West. There is some on the existing CTFastrak Site itself as well. More of the business areas along the corridor North to South are lacking trees and more could be added with the overall site development of this TOD. The addition of wider/more walkable sidewalks along New Park Avenue will help with the future development of the area.

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Existing Vegetation

Defined Site Vegetation

Analysis: Examining the site properties, the red dots are deciduous trees while the blue dots are coniferous. As you can see, the majority of the trees are deciduous with some scattered conifers on the CTFastrak station site property and throughout the residential properties to the North West. The location of the conifers on the station site are likely used as a constant visual and physical barrier to cover the bridge from the view of the commuters who park their cars in the lot before they board their trains.

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Solar and Shading Studies

Analysis During the summer months, April through August, the horizontal radiation is consistently at its highest and most direct. From 8 am to 4 pm, it is at its highest intensity. These are usually peak travel months for tourists and residents of West Hartford. When designing the station, platform cover is a must for the trains, buses, as well as the bike and car shares.

Source: Climate Consultant

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Solar and Shading Studies

Shade is needed for 839 hours during the summer months but when totaled with comfort, it rises to over 1200 hours, nearly 50% of the time from June to December

When compared to the previous chart, shade is only needed for less than 300 hours and taking comfort into account adds less than 200 hours. 473 Hours versus 1200. So in this case sun is needed much more in the cooler months to raise ground and body temperature.

Source: Climate Consultant

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Wind Studies

Summer During the summer months the air temperature is primarily cooler and coming from the north and east.

While in those same periods the relative humidity of the air is above 70 percent. Some hot winds come from the west with speeds ranging from 10-25 mph on average. The summer is therefore quite humid in West Hartford and can get quite warm with winds from the west.

Winter In the winter months from December to March, the wind temperature is consistently cool, ranging from 32 - 72 degrees Fahrenheit. The more intense winds are coming from the North West with longer durations of time as well, reaching speeds up to 30 mph in some cases. Winds are rarely humid and as a result, colder rain and snow is more prevalent in these months of the year.

Source: Climate Consultant

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Rain Studies

The wet season is from mid April to late August, guaranteeing warm, humid rainfall during the summer months. The chance for snow starts to increase in the beginning of November, peaks in December, and then begins to taper o in February. Mixed precipitation seems to occur just as much as snow falls normally, making for an ugly and messy day. It is best in these times of year to have optimal protection from the rain in interior seating as well as cover on the train platforms as well.

Rain falls throughout the year in West Hartford. The most rain falls during the 31 days centered around October 4, with an average total accumulation of 3.9 inches. The least rain falls around January 24, with an average total accumulation of 1.7 inches.

Source: https://weatherspark.com/y/25536/Average-Weather-in-West-Hartford-Connecticut-United-States-Year-Round#Sections-Precipitation

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Planning and Zoning Restrictions Setbacks/FAR/Height Limits General Industrial Districts recognize development patterns prevailing in several sections of the town’s older industrial areas. The purpose of these districts is to provide for the continued coexistence of the residential, commercial and industrial uses while continuing to emphasize that these districts are primarily commercial and industrial in nature.

West Hartford Code 177:35-36 Parking: A public garage used exclusively for parking of passenger motor vehicles on more than one story may be erected in any business or industrial district under the following conditions: (a) The area covered by said garage shall not be counted either in determining maximum lot coverage or maximum floor area ratio. Said garage shall conform to all lot standards required area in the zoning district in which it is located, except that said garage, per se, shall not occupy more than the permitted maximum lot coverage of all buildings or exceed in height the permitted maximum height of the main building (b) All exits and entrances shall be so located as to provide the least amount of interference with the movement of pedestrian and vehicular traffic. (c) No sign of any kind, other than those specifically designated “entrance,” “exit” and conditions of use, shall be maintained on such garage. Such signs shall not exceed 15 square feet in area each and an overall height of 10 feet. (d) Except as modified her-in, said garage shall otherwise comply with this chapter.

Setbacks: Definition of Building Line (Zoning Ordinance, Chapter 177-2): A line on a lot or parcel of land establishing the minimum setback for structures from a street line. Building line may or may not be coterminous with a street line. In the case of a rear lot, the building line shall be established parallel to the front lot line.

Noise Analysis: The majority of the noise pollution on the site will be found by the train tracks and bus-way itself. While the buses are quiet, the trains usually are not. More noise will be coming from the vehicular traffic on the streets, primarily from the intersection of Flatbush Avenue and New Park Avenue as well as I-84. The station should therefore be designed with some form of noise control around the overpass to create a form of barrier to limit the noise from the residents to the north west of the site.

Source: West Hartford Zoning Regulations

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Noise Generation and Impact Studies

ยง 123-10 No person shall cause or allow the emission of excessive noise beyond the boundaries of his/her noise district or zone so as to violate any provisions of this chapter. ยง 123-11 Impulse noise.

A. No person shall cause or allow the emission of impulse noise in excess of 80 dB peak sound-pressure level during the nighttime to any Residential Noise District or Zone.

B. No person shall cause or allow the emission of impulse noise in excess of 100 dB peak sound-pressure at any time to any noise district or zone. ยง 123-12 Infrasonic and ultrasonic sound.

No person shall emit beyond his/her noise zone infrasonic or ultrasonic sound in excess of 100 dB at any time. ยง 123-14 Background noise. ยง 123-15 Short-term noise levels.

A. In measuring compliance with the noise standards established in this chapter, the following short-term noise level excursions over the noise level standards shall be allowed: Allowable Levels Above Standards (dBA) 3, 6, 8 Time Period Such T Ti ime me P erio eri er iod o off S uch In uc IIntervals nterv terv te rvaalls ((minutes/hour) (min (m min inut nuttes es/h es/h /hou ur) 115, 5, 77.5, 5, .5, .5 5, 5

Source: West Hartford Zoning Regulations

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Views(Context)

View looking north west from CTFastrak site.

View of party supplies warehouse store on proposed site on eastern side of train tracks.

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Views(Station)

View looking south from Flatbush Avenue bridge of CTFastrak Station.

View looking south east of public space and parking on CTFastrak station.

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Views(Intersection)

View looking north east from CTFastrak at intersection along New Park Avenue.

View of Cumberland Farms gas station just west of CTFastrak site.

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Views(New Park Ave.)

View looking south along New Park Avenue at existing local bust stop adjacent to CTFastrak site.

View looking south east of businesses along New Park Avenue, just south of the CTFastrak station.

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Traffic Studies Flatbush Avenue Time Mar Ͳ 19 (Mon) Mar Ͳ 20 (Tue) X 38 12:00 AM 1:00 AM X 17 2:00 AM X 18 3:00 AM X 12 4:00 AM X 35 5:00 AM X 87 6:00 AM X 277 7:00 AM X 601 8:00 AM X 781 9:00 AM X 563 10:00 AM X 433 11:00 AM X 514 12:00 PM X 610 1:00 PM X 605 2:00 PM X 591 3:00 PM X 785 4:00 PM X 905 5:00 PM X 804 6:00 PM X 566 7:00 PM X 454 8:00 PM X 307 9:00 PM X 200 10:00 PM 86 X 11:00 PM 65 X Totals 151 9203 FBA

New Park Avenue

9354 9400

Sources: https://tminfo-dot.ct.gov/TMINFO/index?town=155

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Time Mar Ͳ 19 (Mon) Mar Ͳ 20 (Tue) 12:00 AM X 70 1:00 AM X 34 2:00 AM X 26 3:00 AM X 30 4:00 AM X 49 5:00 AM X 148 6:00 AM X 378 7:00 AM X 598 8:00 AM X 702 9:00 AM X 816 10:00 AM X 769 11:00 AM X 767 12:00 PM X 819 1:00 PM X 938 2:00 PM X 968 3:00 PM X 995 4:00 PM X 1054 5:00 PM X 1043 6:00 PM X 913 7:00 PM X 669 8:00 PM X 536 9:00 PM X 313 10:00 PM 119 X 11:00 PM 145 X Totals 264 12635 NPA

12899 12900

Sustainable Strategies

When you take away heating and dehumidification, nearly 45 percent of the rest of the building’s comfort zone is accounted for with passive strategies.

• • • • •

Sun shading of windows.

Natural ventilation cooling.

Internal heat gain.

Passive solar direct gain, low and high mass.

Wind protection of outdoor spaces. (Platforms)

Looking at the previous climate analysis pages, we can see that Hartford receives a lot of direct solar radiation during prime daytime commuting hours, (8 am to 4pm) so use of solar panels incorporated with this design can be considered. It will help account for a good chunk of the energy required to make up for heating the station.

To also account for all this direct solar radiation and hot/humid winds, natural ventilation or night ventilation purging will be strategies looked into further for this station.

Sources:Climate Consultant

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Site Photos

View from platform of CTFastrak Station.

View of CTFastrak Station platform shelter.

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Site Photos

View of existing parking lot at CTFastrak Station

View of CTFastrak Station island platform from Flatbush Avenue bridge.

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Site Photos

View of train line from Flatbush Avenue bridge.

View of part supplies warehouse store from Flatbush Avenue bridge.

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Site Photos

View of existing parking lot at CTFastrak Station

View of existing community outdoor space at CTFastrak station.

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Composite Site

Neighborhood Zone �†‡”—–‹Ž‹œ‡† ƒ�†

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Analysis: New Park Avenue, Flatbush Avenue, and the train and bus lines creates a geometrical frame that becomes a corridor of commercial and residential zones. This part of the Elmwood neighborhood has started to bustle with life in the last few years due to changes in the zoning code. These revisions allow for more residential/mixed use development in General Business Districts, where the existing CTFastrak Station happens to be. Interstate route 84 connects to Flatbush Avenue which intersects with New Park Avenue, the corner formed is where the site is situated. The arrangement of the program will be heavily influenced by the intersection and the bridge directly to the north. On the other side of the tracks is a lot with a general store and an abandoned building that may be used for future parking or the new TOD Rail Station itself. Currently, it is a car dependent site with unfriendly sidewalks. The rail station will provide multiple options for public transit throughout the area.

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Conclusion

Closing Thoughts: The site located on an intersection of two major roads in the Elmwood Neighborhood provides an interesting opportunity to create a central focal point that would solidify West Hartford as a destination. The main site being owned by the state makes it easier for development to proceed, however, dealing with the existing CTFastrak Station will be a challenge. There is more development potential on the other side of the tracks as there is a run down warehouse and low traic party store that could be used. Overall I believe this site is very ideal for a mixed use train station as it is in a prosperous commercial zone with a dense urban fabric to the north as well as a variety of existing public transit options. The addition of a hub station could provide even more life and economic growth to the city of West Hartford.

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Building Type

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Building Type

Transit Oriented Development

Transit oriented developments in urban planning is a type of development that maximizes the amount of mixed use residential, business and leisure/open space that is within walking distance of public transit. It is the creation of compact, walkable, pedestrian-oriented, mixed-use communities centered around high quality train systems. This makes it possible to live a lower-stress life without complete dependence on a car for mobility and survival.

Transit oriented development is regional planning, city revitalization, suburban renewal, and walkable neighborhoods combined together. TOD is rapidly spreading across the nation with the creation of exciting people places in city after city. The public has embraced the concept across the nation as the most desirable places to live, work, and play. Real estate developers have quickly followed to meet the high demand for quality urban places served by rail systems.

Transit oriented development is also a major solution to the serious and growing problems of climate change and global energy security by creating dense, walkable communities that greatly reduce the need for driving and energy consumption. This type of living arrangement can reduce driving by up to 85% The main goal overall is to increase ridership so the use of cars and other forms of auto transit to promote sustainable urban growth. Usually consists of a form of transit stop, in this thesis for example, a train station with prioritized open public space in a master plan of TOD. In lines with being sustainable they are designed to promote walk-ability in comparison to other built up areas.

It is a current trend of creating vibrant, livable and sustainable communities.

Sources:http://www.tod.org/home.html

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Lindbergh City Center is a innovative transit oriented development on 47 acres surrounding the MARTA Lindbergh Station in Atlanta’s premier Buckhead market. Approximately 700 residential units were added by the Harold A. Dawson Company, as was additional office space. The site is phased for additional residential and office uses.

District Wharf is a new mixed-use waterfront neighborhood being developed by Hoffman-Madison Waterfront as part of the District of Columbia’s transformative Anacostia Waterfront Initiative. When completed it will comprise of 3.2 million SF of new residential, office, hotel, cultural and public uses including parks, promenades, waterfront piers and docks.

Market Common is located on approximately ten acres in the Clarendon neighborhood of Arlington, Virginia, just outside Washington, D.C. In addition to the more than 240,000 SF of prime retail, the project includes 300 Class A apartments, 87 town-homes, 100,000 SF of office space and nearly 1,200 parking spaces.

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Building Type

Train Station

Train stations usually have several components, the station building itself, also known as the head house is usually the main building that holds all the services passengers will need/use. They range from food, customer service, ticketing, waiting area, restrooms, and convenience stores.

Considering the scale of each station it depends on where it is located and ridership, that will determine its size and classifications for what it requires.

The station itself includes the tracks, platforms and sometimes train sheds.

Train/Transit stations are what usually ties a TOD together. They have high eects on surrounding property value and can attract a variety of businesses and building uses. Stations are the anchors to transit oriented developments, the connecting point between the rail system and the city - the place where everything comes together. Stations represent the facilities where patrons encounter the transit system and experience its image, service, and convenience. Proper location and design can elevate stations to become important civic icons of a city.

Stations are also connecting points to other forms of transit and mobility including other rail systems, light rail and streetcars, buses, taxis, automobiles, bicycles, and walking. Station design, location, and operations strongly aect passenger convenience, comfort, and safety, as well as ridership levels and frequency.

Sources: http://www.tod.org/stations.html

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Transbay Transit Center is a transit station in downtown San Francisco. It serves as the primary bus terminal — and potentially as a future rail terminal — for the San Francisco Bay Area. The centerpiece of the San Francisco Transbay development, the construction is governed by the Transbay Joint Powers Authority (TJPA).

Washington Union Station is a major train station, transportation hub, and leisure destination in Washington, D.C. Opened in 1907, it is Amtrak’s headquarters and the railroad’s second-busiest station with annual ridership of just under 5 million and the ninth-busiest in overall passengers served in the United States

New Haven Union Station is not only the most used passenger rail facility in Connecticut, but it is also one of the busiest stations in the Amtrak national network. New Haven is an important transfer point between Amtrak and commuter rail services such as the Metro-North Railroad, the Shore Line East Railroad and the CT-rail Hartford Line. The inter-modal Union Station also accommodates intercity and local buses, taxis, and rental car businesses.

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Precedent Analysis

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Precedent Analysis

Introduction As architecture has progressed through time, it is essentially impossible to create a design that is 100% brand new.

Ideas and influences must come from somewhere, and they can come from across the world and across time.

Precedents in architecture are general, depending on what you are trying to design, certain aspects of buildings or outdoor spaces can influence your work. It could be the layout, the concept, the material choice, contextual influence, etc. In this precedent analysis of rail stations, locations across the world of a variety of scale and many other areas of study will be analyzed to help understand the important aspects of rail stations and use those in my future development of my thesis.

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Precedent Analysis [Building Type Precedent 1] Analysis: Rotterdam Central Station

- Circulation - Open space - Natural light

Location: Rotterdam, Netherlands Project Year: 2014 Architects: Benthem Crouwel Architects, MVSA Architects, West 8 This project is seamlessly integrated in its central location in the Netherlands. Its compact form sits in the urban fabric perfectly making the railway zone and station one entity. It is highlighted by the eagle eye view travelers have upon entering. They immediately see where the trains are. Its transparent platform roof is full of solar arrays and floods natural light into the station.

Southern Elevation/Main Entrance

Second Level Plan Clearly defined axis promote ease of circulation

North / South Section

Clear line of site allows travelers to have easy visual of trains for them to depart in a quick manner.

Natural light fills the platform space to have an open environment that is protected from the elements.

All Images obtained from ARCH Daily

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First Level Plan Central axis accessed from either main entrance or residential side with HSL branching o perpendicularly.

Street Cars

East // West Section

Compacted design keeps the central station integrated with urban network. Open plan allows tons of natural light and easy visuals.

Residential Side entrance is quieter, clean and meets the dimensions of the urban fabric to not disturb it.

All Images obtained from ARCH Daily

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Platform Interior View: An open plan mixed with natural light makes it easy for way finding around the station.

Aerial View of Platform: 130,000 solar cells cover 10,000 m2 of the 28,000 m2 total roof area.

Interior Circulation: Streamlined access to trains and retail from either entrance makes it easier for passengers to All Images obtained from ARCH Daily

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Precedent Analysis [Building Type Precedent 2] Analysis: Denver Union Station

- Sustainability/ Reuse -Mixed-use development

Location: Denver, Colorado. USA. Project Year: 2014 Architects: SOM

New Canopy lit at night

Located at the edge of the city’s central business district, SOM’s goal was to expand and transform the old station into a regional transit hub. SOM converted 20 acres of former rail yards into an urban transit district orchestrating light rail, commuter and intercity rail, bicycle and bus routes as well as pedestrian pathways into an inter-modal hub.

Axonometric of added buildings Underground bus routes are multipurpose also serving as a pedestrian concourse to connect all transit programs on-site. Vivid light and natural lighting guide travelers.

The easy accessibility and sustainable use of old site make this project an ideal TOD precedent.

Its organization and variety of transit options are influences I wish to carry through in my own design.

Section Perspective of Bus Depot Bus depot and pedestrian concourse

All Images obtained from ARCH Daily

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Site Organization

New Platform Canopy

Canopy Addition

Existing train hall

North/South Section

All Images obtained from ARCH Daily

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Precedent Analysis [Building Type Precedent 3] Analysis: Dubuque Inter-modal Transit Center

- Regionalism - Inter-modal

Location: Iowa, USA Project Year: 2016 Architects: Neumann Monson Architects

Sited next to a state highway in the Historic Mill work district of Dubuque, Iowa. In between the highway and at the edge of downtown, the goal of this project is to regenerate life into historic district. Three main program elements, structured parking, overhead open/closed walkway and terminal building.

Train platform is being installed and room to expand for parking up to 450 cars. Serves regional and interstate buses. Program elements are laid out to create a backdrop of the downtown while also shielding the view of the interstate. It also frames out future green space in districts master plan.

Scale and proportion references the mill district in columns and window spacing to mimic warehouse buildings in context.

Terracotta cladding compliments brick construction of station and nearby old mills.

View of Terracotta screen

Elevation of Parking Garage All Images obtained from ARCH Daily

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Main Entry to ticket station next to old mill building

Program Breakdown

1st and 2nd Floors of Ticketing ng

Garage Layout/Circulation

Site axis and Program All Images obtained from ARCH Daily

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Precedent Analysis [Technical Precedent 1] Analysis: Trainstop Varnsdorf – Pivovar Kocour / Domyjinak

- Regionalism - Materiality - Scale

Location: Varnsdorf, Czech Republic Project Year: 2013 Architects: Domijinak

The inspiration for the shelter is the industrial atmosphere and history of the town which has small architecture. The intersecting open cubes found in the inspiration in wooden brewery boxes, beer basses. A single bench protrudes into the space with the station names carved into the wood. Even the logo of the brewery is punched into the metal box.

This logo allows in an interesting pattern of light during the day while LED strips light up the interior at night. Partially open to view the railway while giving protection from the elements.

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

Interior view: Tomcat logo punched into interior gives a good accent while attracting attention of passengers and identifies with the place.

Plan Diagram

All Images obtained from ARCH Daily

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Weather Diagram

Accent Illustration

Views of opposite angles of station

Conceptual Sketches All Images obtained from ARCH Daily

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Precedent Analysis [Technical Precedent 2] Analysis: -Accessibility -Scale

Zoo/Flora Rail Station Location: Cologne, Germany.

Project Year: 2010 Architects: RÜBSAMEN+PARTNER The office for bridges and light rail created a concept for a new barrier free crossing between platforms of station.

This allows for higher accessibility which eliminates the need for elevators and escalators.

The bridge and platforms are elements of design.

The platform becomes the bridge, it swings around and is available to access via the tracks back to the platform. The bridge is then mirrored in platform canopy with similar form.

The simple and tectonic form creates an attractive form that solves problem of traffic flow and the form is streamlined to fit context.

Dynamic Canopy

Site Plan

Green Spaces All Images obtained from ARCH Daily

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Platform canopy mirrors walkway

Walkway/Bridge swooping over tracks

All Images obtained from ARCH Daily

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Precedent Analysis [Technical Precedent 3] Analysis: Wendouree Railway Station

- Scale -Sustainability

Location: Ballarat, Victoria, Australia Project Year: 2009 Architects: Hassell with Parsons Brinckerho

This design seeks to help limit the travel distance between transport modes while creating an attractive and comfortable environment that responds to the local landscape and character.

Materials were selected for long term durability to help reduce maintenance and ongoing costs.

The station was designed to have excellent practice in sustainability, including water sensitive urban design initiatives in the car parks.

The station includes heating and air-conditioning, bike racks and lockers, and local bus routes have been rerouted to provide connection to the new station. Will serve 27,000 plus over a year.

Site Plan including new additions

All Images obtained from ARCH Daily

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Single Platform at night before renovation

Existing Small Station before expansion Platform View

New Platform with Sky Bridge

Transportation Breakdown All Images I obtained b i d ffrom ARCH D Daily il

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Precedent Analysis [Anti Precedent] Analysis: Oculus/WTC Hub Location: New York City, United States Project Year: 2016

- Organization - Inter-modal - Scale

Architects: Santiago Calatrava

Mimicking a dove being released from a child’s hands, the WTC transportation hub is a modern sculpture of a station.

It is quite tectonic in form but in its organization it is very wide spread in means of egress to get to your destination. You could get lost in the station easily with the PATH hall and concourses being so massive. Yet at this scale of a station and in the city it makes sense for it to be spread out and mixed into the site.

As I do wish for my proposed station to fit in with its context I believe something this dynamic in form and lack of axial organization makes it flawed in my thinking.

Interior view of Oculus

Nighttime view of Oculus All Images obtained from ARCH Daily

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Conceptual Sketch of Oculus

Layout of Transportation

Section View of Oculus All Images obtained from ARCH Daily

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Precedent Analysis [Abstract Precedent] Analysis: Trees Location: World wide

- Natural growth - Sustainability -Program/Organization

The tree in nature is quite the organism. As it grows it reaches towards the heavens and naturally adapt to their surroundings. Rarely you will find a tree that intertwines with another, they grow to interact with others in the roots but with branches they refuse to meet.

Branches and trees themselves were the first forms of natural shelter other than caves.

Trees are organized like the ideal station I’d like to create, core/vital functions at the roots/foundation with other key program elements branching o in a natural way that best suits its surroundings/context.

They also filter CO2 which helps create the air we breath and survive. My station should grow/come about naturally while influencing its context in a highly positive manner.

In or out of season, trees are filters of life and provide shelter to the elements

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Tree Branches extend into space to find the best way to get light for photosynthesis

Explanation of Photosynthesis

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Concept Diagrams

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Concept Diagrams

Introduction: In this set of concept diagrams, we are observing a variety of scenerios for a program breakdown. Each pertaining g to a certain feature or highlight that is a major influence in its design.

Spaces: • • • • • •

Ticketing and Baggage: Main area off circulation where travelers can buy tickets and handle any baggage issues Circulation: Primary pathway of traveler passage.

Retail: Variety of stores and restaurants to help the traveler for information, food, or merchandise.

Waiting/Boarding: Area of station in which travelers arrive and wait for their trains or wait for a traveler to depart from an arriving train.

Support Spaces: Customer support, rail-line support, administration, mechanical.

Existing Platform/Multi Transit: Either the existing CTFastrak platform or a station with other forms of transportation for travelers as they leave their trains.

Ticketing and Baggage

Circulation

Retail/Amenities

Waiting/Boarding

Support Spaces

Existing Platform/Multi Transit

Train Tracks

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Concept Diagrams 1.1 [Ideal/Typical Station]

Tracks/Bus-way

New Park Avenue

Flatbush Avenue

The Ideal/typical station layout is the most simple and eďŹƒcient for passenger circulation.

One direct line of site with the option for retail or train tickets as soon as you walk in.

By flanking only one side of the tracks it leaves open space across the tracks that could help make the main site less busy.

N

The station is at a major intersection, having support spaces on that corner would be a waste of program space that does not oer the building to anyone, potentially not an attractable view.

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Concept Diagrams 1.2 [Parking Lot Included]

Flatbush Avenue

New Park Avenue

Tracks/Bus-way The addition of the parking lot on the adjacent side of the tracks opens up many opportunities for expansion of the program. A larger area of core circulation is necessary but it is still very direct.

Here the location of the retail and waiting area is emphasized for easy accessibility by having access to both sets of circulation.

N

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Here the support spaces are not in an ideal location still and the issue with the waiting area be next to ticketing instead of after could potentially be confusing.

Concept Diagrams 1.3 [Daylighting Focused]

Tracks/Bus-way

New Park Avenue

Flatbush Avenue

The daylighting focused station keeps the added parking lot but instead stretches its program along horizontally to emphasize the potential for natural light entering the building.

Also coming with that natural light potential is some direct gain potential as well.

N

Again that intersection corner could be better and the retail is tucked into the site between the existing bridge on Flatbush Ave. and the circulation, not ideal if you are trying to provide reason to see the building.

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Concept Diagrams 1.4 [Integrate Existing Bus Platform]

Flatbush Avenue

New Park Avenue

Tracks/Bus-way Keeping the parking lot as mentioned before, but now emphasis is on the existing CTFastrak platform that is on the site.

Having it attached directly to circulation and across from the waiting area makes it the easiest place to access your bus or train.

N

Now that the southern half of the program is just the existing platform, an outdoor space could be created in lieu of the rest of the program being tucked by the bridge again as well.

The circulation here though is still at its simplest.

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Concept Diagrams 1.5 [Retail/Community Focused]

Flatbush Avenue

New Park Avenue

Tracks/Bus-way The retail/community focused design now finally embraces that corner in the intersection, creating an attractive site for people passing by throughout the day.

The waiting/boarding space is now tucked by the bridge, good and bad, because little light can now enter on the south, but good because it helps frame the retail area.

N

Circulation here simple as well but could be better, creates strong axis.

Support spaces now are moved but are still visible street side.

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Concept Diagrams 1.6 [Berlin Central Station Program]

Flatbush Avenue

New Park Avenue

Tracks/Bus-way I decided to take a look at a European station as a precedent to lay program over and analyze.

Berlin Central Station in Germany is the ideal transit hub for Germany, and personally one of my favorite stations.

It is organized with circulation bisecting the tracks going overhead and on either side is a variety of retail on 3 levels with support and ticket/baggage help at the corners.

N

As it makes sense to my site, overall it is too much program for the site.

The waiting areas flank the circulation for ease of passengers and is right next to retail.

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Concept Diagrams 1.7 [Category 4 Station Scheme]

New Park Avenue

Flatbush Avenue

Tracks/Bus-way

To keep a trend, I decided to look further at larger stations. Here is the ideal program layout for a Category 4 train station. Category 4 being the highest traveled station in a major city, one level above the predicted category for my station.

N

This seems like a very ideal layout for my station as well as it maintains a street wall with potential for window shopping and access to other transit. Support is tucked away behind ticketing which is next to circulation and then the waiting area on the other side of that.

Could potentially take up a lot of the site vertically or horizontally, a massive compact volume, which could be ideal but also a problem.

Little to no open space on either side depending on when square footage is applied.

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Concept Diagrams

Conclusion: After reviewing several schemes, it is important to compare the pros and cons of each scenario. What must drive the design choice for this station needs to be the average traveler/passenger. They are the users, and their desire to quickly access the platform at a moments notice is of the utmost priority. Therefore, the stations that have various angles and turns in their circulation may not be as ideal.

This we see most evident in the precedent program layout of the Berlin Central Station (Hauptbanhof). Circulation runs right over and through platforms with flanking amenities and support if necessary. It is also an important matter we realize what the street edge/corner will be like with the station there, and which part(s) of the program that could highlight or detract passers-by. Retail on the street side could be a plus to bring in people from New Park Avenue. Locating the support spaces on the corners may not be the most flattering place for that area of program, it is not as important.

In conclusion, the final scheme of this program shall create and maintain an attractive street edge, have the simplest circulation possible as well as creating a welcoming environment to those coming and entering the town.

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Program Analysis

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Project Program and analysis

Core Spaces Branching Spaces Introduction The program of the project is made up of two functions, the core (entrance/circulation, waiting/ boarding), with services and amenities. It is easy to understand the program of the station in the manner of a tree, a core/trunk with accessory spaces branching off of it.

Narrative The core of the station are the larger spaces and are designed with the traveler in mind for ease of movement. The multiple entrances lead into the main concourse/circulation space which allows the traveler to take a pause, look around, make a decision, and move onto their destination.

They enter from parking outside or from a bus drop off, enter the concourse, and make their way through to the waiting and boarding areas. Then when it is time to depart they make their way to the tracks and platforms. These four spaces are the trunk of the station. The spaces that branch off the trunk are the support functions/ amenities of the station that take care of it and keep it alive and flowing smoothly. The customer support helps the traveler in as many ways as possible, directing them where to go and how to get there. Customer service is then backed by staff support spaces. These spaces help keep the station staff fresh, relaxed, and willing to help.

The travelers are also supported by the stations food and retail amenities, assisting them in quick food/drink/items on the go. Extra transit services are also available for travelers who are looking to go elsewhere after the station, with a bike share, bus stop(s) and taxi stop. All are available for the travelers disposal.

All Information Retrieved from Amtrak Planning Guidelines

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Conclusion To get the traveler or commuter to their destination, the steps they take are what is considered d in the layout of the stations program. 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.

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

All Information Retrieved from Amtrak Planning Guidelines

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Program Chart The program is essentially split down the middle between the core and branching spaces. There is a heavy influence on both sides though. 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 mixed use station. There are 3 of each (retail + food) at 1600 sf each.

All Information Retrieved from Amtrak Planning Guidelines

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Entrance and Circulation Vestibules Entryway Circulation Egress Space

Egress Space Open Walkway

84 sf 5700 sf

3 252 sf 1 5700 sf

Waiting and Boarding Vertical Circulation Security Screen Waiting Area Lounge

Elevators/Stairs Turnstiles Seating, tables Seating, tables

150 sf 400 sf 1000 sf 500 sf

4 1 1 1

Customer Service Ticket Office Ticketing Customer Service Office Information Service Kiosks Automated Ticketing

Queing, office Queing, office Queing, devices

500 sf 300 sf 500 sf

1 500 sf 1 300 sf 1 500 sf

Support Spaces Staff office Staff bathroom Telecommunications Police/Security

Building Support Restroom Com. Support Law Enforcement

Cubicals Toilets and sink Tech panels/systems Office, cubicals, weapons

300 sf 200 sf 100 sf 300 sf

1 1 1 1

Transit Services Streetcar/taxi Bus Station Bike Share

Waiting Waiting Storage

Designated waiting space 100 sf Two sided island platform 1200 sf 20 Bikes in racks 200 sf

1 100 sf 1 1200 sf 1 200 sf

Amenities Restrooms Retail Food Vending

ADA Public Bathrooms Purchasing of goods Purchasing of food Snack food/drink

Toilets, urinals, sinks 250 sf Isles, stands, registers 1600 sf Queing, seating, resgisters 1600 sf Automated machines 100 sf

2 3 3 1

Building Support Mechanical Room Electrical Room Storage

Mechanical Systems Electrical Systems Storage

Building support Building support Extra space

1500 sf 1500 sf 300 sf

1 1500 sf 1 1500 sf 1 300 sf

Platforms Waiting Area

Waiting/arrival/departure Standing room, seating

13000 sf

1 13,300 sf

Net Area Gross Area

Egress Checkpoint Waiting Relaxation

600 sf 400 sf 1000 sf 500 sf

300 sf 200 sf 100 sf 300 sf

500 sf 4800 sf 4800 sf 100 sf

34452 sf 38952 sf All Information Retrieved from Amtrak Planning Guidelines

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Entrances and Circulation Public Thoroughfare/Parking

Entrance Circulation Diagram

To achieve eiciency of movement, the circulation system should have the shortest paths among the trains, station concourse, and connecting transportation options.

Because vertical circulation elements are expensive to install and maintain, the circulation system should strive for horizontal movement to the greatest extent possible with level paths and minimal elevation changes requiring vertical circulation elements.

The visibility of the station program from the main entrance should be a priority. Travelers seek clues to assist with way finding, and the circulation organization should be very clear to minimize traveler confusion and uncertainty, with station spaces naturally leading travelers toward their destination. Line of site is key.

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Entrances and Circulation Public thoroughfare/Parking

Entrance Circulation Diagram (w/ additions)

Entrances: Spatial organization should be done to minimize user confusion, spaces should naturally lead travelers to their destinations.

Decision Points: Where pathways diverge, spaces should be generously scaled to allow travelers to give them time to make decisions on where to go next.

Arrival Points: The creation of gateways and focal points can help travelers recognize their arrival at the desired destination, utilizing specially designed architectural elements, material transitions, or lighting to enhance the arrival sequence.

Circulation and ADA requirements.

The circulation capacity of the station should be based on the number of people utilizing the station at peak periods, taking into account that the building will have heavier use during certain days and time periods.

Compliance with ADA requirements, such as for curb cuts and elimination of other potential obstacles, improves ease of circulation for all passengers, disabled or not.

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Waiting and Boarding Tracks/Platform

Waiting/Boarding Circulation Private Spaces

Waiting/Boarding Circulation Public Spaces

A range of waiting environments should be considered for inclusion within the station, including general seating areas, standing room areas for commuter activity, and possible use of cafe tables and chairs with access to power and wireless for laptops and mobile devices. All waiting areas should have convenient access to restrooms, adjacency to ticketing, access to train (arrival and departure) information, close access to platforms, and where possible, a view of the trains/platforms.

Category 1.

Separated, controlled waiting areas and controlled platform access Category 2.

Open waiting areas with controlled access to platforms Category 3 and 4.

Open waiting areas and platform access.

All Information Retrieved from Amtrak Planning Guidelines

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Waiting and Boarding Tracks/Platform

Formula for waiting area space requirements

Waiting area type and capacities are dependent on the type of Amtrak service provided, and whether the station functions as an inter-modal transportation center.

Based on total ridership and size is also scaled to hold travelers during peak hours.

Coupled with ridership, requirements are based on whether or not it is a state corridor or long distance train. Long distance trains count on passengers on average arriving an hour before the scheduled train, requiring more waiting space than high speed rail.

All Information Retrieved from Amtrak Planning Guidelines

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Customer Service Customer Service office

Customer Service Layout

Category 1. Large: Category 1 Stations are fully staffed stations and often include a multiposition ticket office, baggage services, and a customer service office. Baggage services are included at most Category 1 stations. When a baggage operation is included, back-of-house space is required for baggage handling and storage.

Category 2. Medium: Category 2 Stations are minimally staffed stations with a ticket counter, sometimes of limited hours, and typically with basic baggage handling capability.

Category 3 and 4. Caretaker and Shelter: Category 3 and 4 Stations are un-staffed stations with limited or no services. some stations in these categories may include self-service ticketing and/ or provision of train arrival and departure information through Passenger Information Display Systems (PIDS).

All Information Retrieved from Amtrak Planning Guidelines

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Customer Service Ticket office

Ticket office layout diagram

The customer service ticket counter or ticket office is the primary station interface between the staff and the customer/traveler. Should be very accessible for everyone and almost always within eye site or directorial signage.

Queuing for travel or using quick track/automated ticket systems usually mirror baggage claim, the ticket office and customer service as in that it is a transitional space between the platform and the station. The customers last needs are readily available before travelers board.

Security for the ticket or office rep is often an issue with a glass wall/window being the ideal solution. However a design for a ticket office that achieves as much openness and visibility is ideal.

Adjustable screens are a compromisable option.

Ticket office space requirements depend on the number of agents required and whether the station service includes checked baggage.

All Information Retrieved from Amtrak Planning Guidelines

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Customer Service Baggage Check and Claim

Baggage Circulation

Category 1. Full-scale Baggage Operation Baggage check services at larger stations with multiple service types, frequent trains, and a larger staff typically include a full-scale operation with dedicated baggage claim area, and separate staging and baggage make up rooms for baggage handling. These locations may also provide package express service.

Category 2. Limited Baggage Operation At medium stations that include baggage services, a small-scale baggage handling operation with a dedicated baggage claim area is organized around the limited staff in the station, and requires close adjacencies between the program elements to enable station staff to run the operation efficiently.

Category 3 and 4. No Baggage Service Category 3 and 4 stations are un-staffed and do not include baggage services.

The back-of-house support spaces for the baggage operation include staging, storage, equipment,and handling spaces. Baggage rooms are sized to accommodate transfer and storage, and include cart and/or vehicle storage, shelving, secure cabinets and equipment.

All Information Retrieved from Amtrak Planning Guidelines

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Customer Service Baggage Check and Claim

Baggage Check Layout

Baggage services are oered on Long Distance and some State Corridor trains, however not oered at all stations.

A standard module for baggage check allows for one scale and opening between each two counter positions. The opening and scale are sized to accommodate the largest piece of checked baggage that is acceptable, 36 x 36 inches. At some Category 1 stations, a separate and additional baggage check area should be programmed.

This separate baggage check area is also useful at stations that accommodate large groups that check in together, or at stations that regularly receive passengers with oversize baggage including skis and bicycles.

The relationship of the ticketing service counter to the baggage handling area, is an important consideration as baggage operations require corresponding baggage handling space.

All Information Retrieved from Amtrak Planning Guidelines

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Support Spaces Staff office and Break room

Private Support Spaces

Public Support Spaces

Category 2 Medium Stations that are minimally staffed require a core program of staff support spaces including a ticket agent work area/cash accounting space, break room with lockers and a kitchenette, staff restrooms and private office for lead clerk, if present.

All Information Retrieved from Amtrak Planning Guidelines

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Amenities Food, Retail, Cars, Bike Sharing, Vending

Food/Retail Accordingly, Category 1 and 2 stations in both medium- and high-density locations should either provide for retail within the station, or plan for retail and food service amenities in the future. These functions will make the station a more attractive environment, and help to increase the use of the public transit services provided at the station.

Retail can include food and beverage service, coee shops, newsstands, gift shops and kiosks. The amount of retail space should be based upon projected market demand and travel type Car Rentals and Car Sharing Conventional on-site rental car facilities are frequently included at Category 1 Stations, and on-call rental cars should be considered for Category 2 Stations. Where on-call rental cars are provided, courtesy phones linked to the rental companies should be readily identifiable, and in a location convenient to arriving passengers, such as, an information kiosk that can also provide city maps, promotional information, bus schedules, and other information about local places and events.

Bike Sharing In urban or semi-urban locations, bike sharing may be a viable means of local transport. Where appropriate and feasible in these environments, space should be allocated for bike sharing racks.

Vending Provision of vending machines is important to provide food options to travelers, especially in stations without retail or food service. Vending machines should be located in an area that is easily accessible to main circulation areas and organized into an alcove or other architectural compartment to avoid haphazard and random placement of the machines.

All Information Retrieved from Amtrak Planning Guidelines

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Conclusion Summary

After reviewing the program requirements for the station, it was determined that this station will be a Category 2 station, the tier below a central station. This will be a result of including all the amenities for passengers that will help mold this station into a destination, and a transit hub. In order for smart growth to occur in a society, the station must have the spaces and uses to sustain people coming and going to this location while also encouraging more to stay because of what the station oers. This again leads to the conclusion that this destination hub must be designed with the user in mind. Creating a minor network structure of public transit to ensure they reach their destination is vital. It must be as easy as possible to the common traveler to figure out where they need to go as fast as possible.

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Introduction: Suburbia and the American Dream of raising a family in a home with a wide yard is quite the dream. It is what people measure the success of their lives in, but how can people succeed when the layout forces people to travel long distances to acquire basic amenities to survive? This is an issue the United States struggles with in comparison the to rest of the world. The urbanization of the U.S. makes it a challenge to travel anywhere by anything but a vehicle. The country in the past built much of its infrastructure and its cities focusing solely on vehicular transport. This leads to the complex problem today of integrating infrastructure for public transit into already outdated city and town grids. The United States needs to prioritize smart growth for the future with Transit Oriented Design. By doing so will reduce the use of cars, lower greenhouse gases, and focus on the growth of mixed-use developments with high walk-ability. The inclusion of a transit hub/train station in a wellplaced location can provide easy travel for all those coming and going from the area. The creation of this station can help solve problems of economic growth by being a catalyst for new developments and businesses in the area.

Context: The neighborhood of the site of the proposed train station has had a variety of uses and developments ever since Elmwood was founded in the late 17th century. Early on, industries founded were focused on the development of the community and agriculture. These industries included grist, saw and carding mills, blacksmith shops, tanneries and general stores. The first major industry to come about in the neighborhood was centered on pottery and brickwork because of the rice clay deposits in the soils. Further along in the late 19th century the New York, New Haven, and Hartford railroad ran through part of Elmwood. Many more businesses popped up in this area as a result of this rail line. The rest of the area’s development came about with the addition of areas for local tourism for people to come and visit/stay like parks and recreational areas. Many farm owners currently were selling land to developers to nourish growth. It has prospered into a diverse area ideal for the suburban dweller with a variety of public amenities and tourist attractions. Even more recent developments have the land usage/zoning being reformed to permit residential and mixed use. The Elmwood neighborhood is set up for even more growth as a business and tourist destination.

The actual location of the site itself is on the intersection of Flatbush Avenue and New Park Avenue.

New Park Avenue is a major corridor with a variety of businesses closely neighbored by single-family housing to the North West of the site. The existing site is the Elmwood CTFastrak station which also rides along parallel to the Hartford commuter rail line that runs from Springfield, MA to New Haven, CT. There is a total of four properties of interest at the site. Two of which are owned by the state and the other two by private businesses.

All four properties are zoned as general industrial which allows for the development of mixed-use businesses.

Currently one property is vacant while the other is in use as a party supplies store. General Industrial Districts “recognize development patterns prevailing in several sections of the Town’s older industrial areas. The purpose of these districts is to provide for the continued coexistence of the residential, commercial and industrial uses while continuing to emphasize that these districts are primarily commercial and industrial in nature” . These districts are zoned to allow the growth of new business while coinciding with existing/older industrial and commercial uses.

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Putting a transit station at this location provides more access to the area which creates more opportunities for new businesses. Economic development follows transportation, not the other way around.

The topography of the site is flat on all four properties with three of the four properties have businesses located on them. The place where we see a grade change is an inclination of 20 feet where the bridge of Flatbush Avenue crosses over the CTFastrak Line and rail line tracks. This bridge along the north side of the properties creates another physical edge of the site and should be a consideration.

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Further development of the Elmwood neighborhood requires a transit station for the Hartford Line. The Hartford Line itself started in June 2018 and additional stations are planned along the line as time and money permit. The general plan for this station is to take the property where the party store is located (directly across the tracks from the CTFastrak Station). The station’s program includes the station building itself, parking for 100+ vehicles, bicycle storage, an overpass structure with elevator for circulation and platform access. One other major feature to point out is the existing rail track is being re-routed to accommodate for future trains to be added. Currently the Hartford Line has twelve Amtrak trains but after the development of the future stations and improvements to the line itself, twenty-two more trains are planned to be added.

Image 1: Showing Layout of proposed West Hartford station (from We-ha.com)

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As of right now, the overall project/development of these new stations and improvements have halted because of existing and arising financial problems. The construction of the West Hartford station, along with plans for Newington, North Haven and Enfield are now on hold. This is a result of decreased state and federal funding as well as the General Assembly failing to appropriate more money. Connecticut is in a transportation fiscal crisis. It is driven by a fight between former Governor Malloy and the Republican Party, who accuse him of damaging the “state to bolster his argument for more taxes”. Representative Len Fasano of North Haven accused Malloy took 164 million from the states’ special transportation fund to balance their budgets. It is a stalemate with 4.3 billion dollars worth of public transportation and infrastructure projects on hold.

Despite all these political difficulties will not be considered in this thesis. The problem of low ridership of the Hartford Line still exists. The proposed transit station will boost ridership as well as be a catalyst for an influx of new businesses. The station is the first step in this long process.

Building Type: Here we are looking at two typologies, Transit Oriented Development and train stations. T.O.D. is a type of urban planning that maximizes the amount of mixed use residential, business and leisure/open space that is within walking distance of public transit. It is a current trend of creating vibrant, livable and sustainable communities that do not rely on the use of motor vehicles. “Transit oriented development is regional planning, city revitalization, suburban renewal, and walkable neighborhoods combined” Many factors drive the trend for TOD from rapidly growing, mind numbing traffic congestion nationwide, to support for smart growth and a new focus on Federal policy. Jim Miara of TOD.org says that “traffic congestion has increased so much in virtually every metropolitan area that two-hour commutes are now routine. Attempts to alleviate the problem by constructing more highways almost always have led to more sprawl, and eventually, more congestion” . It is a continuous cycle that needs to be stopped.

“Traffic congestion has increased so much in virtually every metropolitan area that two-hour commutes are now routine.

Attempts to alleviate the problem by constructing more highways almost always have led to more sprawl and, eventually, more congestion” TOD is the answer to this with benefits including a higher quality of life with better places to live, work, and play.

It also leads to increased transit ridership, healthier lifestyle with more walking and less stress. The increased foot traffic will be a boon for area businesses. This is the focus of this thesis - the idea that transit oriented design in the form of a mixed-use train station will provide economic benefit and sustainability to its context.

True sustainability includes these three components: renewable energy, national electric rail network, and dense, walkable TODs around all the stations. “Transit can enable a city to use market forces to increase densities near stations, where the most services are located, thus creating more efficient sub-centers and minimizing urban sprawl” . By providing an area with transit enables a town or city to be more corridor oriented which makes it easier to provide infrastructure.

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Image 2: Americans approval of benefits of TOD. (from TOD.org) Simpler layouts make it easier for infrastructure which leads to easier smart growth. Thinking of the future is vital now in design. “Transit enhances the overall economic efficiency of a city; denser cities with less car use and more transit use spend a lower proportion of their gross regional product or wealth on passenger transportation” . More economic efficiency leads to more overall business and production. TOD creates a healthier, sustainable lifestyle while being a seed for economic growth and development.

Image 3: Major keys to true sustainability. (From TOD.org) The second building type addressed is the train station itself, which is the primary focus of the thesis. Train stations are a railway facility where trains stop to load or unload passengers or cargo or both to their destinations.

Typically, they include one track side platform and a station building that provides all the amenities a passenger could require, ticketing, waiting, food, etc. Much of the development of the United States was a result of railroads. The Baltimore/Ohio railroad is the first and oldest railroad in the U.S. It first opened in 1830, and by 1857 it connected thirteen states within the nation, from Ohio to Baltimore, to Delaware, to D.C. and many more locations. The transcontinental railroad later opened for traffic in 1869 and became the backbone for America’s economy and development as a nation. “It encouraged further settlement in the west as it made traveling cheaper and easier as well as the development of towns along the railroad”. The railroad made the western United States much less isolated.

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This is the most important aspect of rail stations; they provide the opportunity for connection. Whether that be person to person, or by linking a country together, rail stations are a springboard for development and connections throughout the world.

Image 4: Illustration showing how the location of a station can further connect the old and new.

Theory/ Conceptual Nature of the Building Type/Approach: Train stations used as connections and a form of growth are good foundations for this thesis. However, these ideas need to be developed further. Rail in Connecticut is very lacking, let alone public transit in its entirety.

CT lacks the funds and infrastructure to have good public transit, but it is 100 % necessary in order to compete in the global economy. This is out of our control, but what is in our control is the ability to propose a solution to the problem. This falls into the basis of Design Methodology. Learning to design (in architecture) is largely through critique-based studio practice. Similarly, with projects as well, the focus is on the end goal, end product, or end design, the building itself, rather than the design process. The concepts must come from somewhere. Where does the design emerge? What are its inspirations? A question a professor keeps reminding me of whenever I am struggling for an idea is to ask myself, “what do you want this place to be?� Once you resolve these questions, then you can focus on the technicalities. Another way to address this is to come up with the noun of what you wish the place to be, and the process will follow suit, one step at a time. Previously mentioned was that railways are the backbone to the growth and industrialization of America; I wish my rail station to be like a tree, a creator of life and growth.

Trees support life and growth by filtering carbon dioxide for oxygen and provide an environment for many animals to exist. They have a strong core (trunk) with branching functions o the trunk, some grow food, some provide shelter, some grow natural herbs for medicine, the list goes on. The rail station needs a core of circulation that focuses on getting passengers to and from their trains as quick as possible, while the remaining amenities are attached on the sides aiding those who use the station. While doing all this, the station will be creating an overall better environment for the Elmwood neighborhood and West Hartford overall. This transit hub will be a catalyst for smart growth and future Transit Oriented Developments.

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Design methodology is often rooted in functional types, or typologies. Donald Schön refers to functional types as consisting of: “types of buildings or physical environments, or parts of buildings or environments” .

They are primarily used for the richness of information they contain about a type, which automatically implies intermediate characteristics of design reasoning. These types are culturally and regionally based, to a certain extent.

Image 5: Diagram displaying all the potential benefits a tree can provide “Within the architectural profession it is common for many clients to only consider hiring an architect who is from the region in which a proposed project will be located” . Simply put the architect from the region will have a better understanding of the context and have an increased sympathy for and information about types suitable for the region.

Here design methodology is blending into Critical Regionalism. In order to make a place less universal, critical regionalism insists that the building reflects the culture and tradition of its region through its design while staying modern. This is another large aspect of smart growth and thinking of the future. A major key is maintaining modernity while having foundations in place for future development. You must be smart with critical regionalism though, to mimic an older style from the region is not critical regionalism according to Lewis Mumford. “If one seeks to reproduce such a building in our own day, every mark on it will betray the fact that it is fake…The greatest lesson of history – is that the past cannot be recaptured except in spirit” .

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Recreating an old style is not modern, it was modern then, not now. What Mumford expressed is that he is for redefining the meaning of adapting the landscape in order to deal with new realities. Regional forms he believed “are those which most closely meet the actual conditions of life and which fully succeed in making a people feel at home in their environment: they do not merely utilize the soil, but they reflect the current conditions of culture in the region” . The current conditions are forever changing and as a result of this an aspect of modern design is the ability to think of the future, this is what TOD and smart growth is all about. Providing room to grow, using the context of the site, and thinking of the needs of the people are the fundamentals this rail station will be based on.

“The current conditions are forever changing and as a result of this an aspect of modern design is the ability to think of the future, this is what TOD and smart growth is all about.”

Guiding Principles: Rail stations are the backbones of society where they provide easy accessibility for the commute of passengers and the delivery of freight. This is how towns grew - by making it easy to connect existing settlements to new ones with the shipment of goods and travel of people. In order to make this as easy as possible, this rail station must be an Urban Center. These locations contain a mixture of residential, employment retail, and entertainment uses, usually at slightly lower densities and intensities than in regional centers. “The purpose is to create a destination to draw residents from surrounding neighborhoods”. Urban centers serve as commuter hubs for the larger region and are served by multiple transit options. These often include rail, regional bus and bus rapid transit as well as the local bus service. Many urban centers retain their historic character by preserving the historic local buildings and street networks. Some examples of urban centers as precedents include downtown Baltimore and Houston’s Medical Center.

To create an urban center in West Hartford, critical regionalism must be used in the design of the station. The building must connect with the site. Also, several guiding principles are needed in order to provide more direction. Accessibility will be the first and foremost of these principles. It must be as easy as possible for commuters and transit users to access their train or preferred method of transit. It is key that it is designed with all demographics in mind.

Image 6: Diagram comparing Regional Center densities to Urban Center Densities (From TOD.com)

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Position Paper Everyone must have the same ease of access to get from one area of the station to another. It should be as straight forward as just getting to the train, or it could be to find the service desk. It must be as easy as possible for anyone to find their way around the station. This could be done in a variety of ways, line of sight, or visual connections/cues are the most common when it comes to modern rail stations. In Rotterdam’s central station, from either side of the station as soon as you enter you have a clear line of site, they immediately see where the trains are. It is described as an eagle eye view. Functionality in the experience is key. Straightforward solutions are easier to come across when the goal is to meet the clients needs rather than what the designer wants. The station will be created to streamline the commute of all who use the transit opportunities of this urban center.

Sustainability has become the norm with TOD designs and almost all modern design projects. It is the next major guiding principle to follow. Good architecture is inherently sustainable because it involves building something that lasts. It can change with and stand the test of time. “This comes down to the quality of materials, detailing and construction and including a plan for long life through the adaptability of a project to future uses that may not be known” . Not just materiality, the design must have a variety of passive and active systems that the building can rely on. The use of many southern windows could prove useful to the interior as it promotes internal heat gain and more natural light and less reliance on artificial lighting. A loose-fitting building program promotes a long life for the structure. It must be cost efficient, reliable, and flexible.

“Functionality in the experience is key. Straightforward solutions are easier to come across when the goal is to meet the clients needs rather than what the designer wants. “ Conclusion: Rail stations are vital to a community. They provide opportunity for its future growth and development. For societies to grow the transit urban center must provide easy access for all people and goods that come in and out of the site. The rail station proposed in this thesis will be designed with all passengers in mind with ease of accessibility and when combined with the sites existing context. It will provide a spark in this neighborhood for more mixed-use growth and drawing in new people. The influx of new visitors will continue and the neighborhood will grow exponentially as people will be more likely to stay rather than move out. A flexible building program with passive systems will create the perfect canvas for a station with a long life cycle station. Alterations to the station will be much easier down the line as needs change. This is TOD and smart growth, designing for the present but also for the future.

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Annotated Bibliography: • Hladky, Gregory B. “Malloy To Postpone $4.3 Billion Worth of Transportation Projects Across Connecticut.” courant.com. Hartford Courant, December 6, 2018. https://www.courant.com/news/connecticut/hc-polmalloy-transportation-projects-cancelled-20180110-story.html.

Connecticut is in a transportation fiscal crisis, and this article from the Hartford Courant illustrates the issues with both parties regarding what the problems are, what needs to be done and what is being affected by the troubles that are coming ahead. It is used as reference for the struggle’s society faces when transit issues get put on hold.

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Hladky, Gregory B. “Hartford Rail Line Set to Open in May, But Fiscal Troubles Loom.” courant.com.

Hartford Courant, December 6, 2018. https://www.courant.com/politics/hc-pol-hartford-rail-line-updateissues20180112-story.html.

The Hartford Line is set to open (now passed) but to fully render the line to its full effectiveness, financial issues are already prevalent which is putting the rest of the project on standby. The article goes over what needs to be done to the infrastructure of the Hartford Line down the road and what its future looks like if funding can be found.

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Jordan, Sophie. “First Transcontinental Railroad 1869: History.” tutor2u, 11AD. https://www.tutor2u.net/ history/reference/first-transcontinental-railroad-1869.

In order to understand the importance of rail stations, the history of them must be looked at to see how the United States grew off the use of the first transcontinental railroad •

Kozel, Douglas. “10 Guiding Principles.” KEE Architecture. https://www.keearch.com/ABOUT/10-GuidingPrinciples/1}.

KEE Architecture’s website homepage provides a list of guidelines they adhere to in all their projects and using an existing practices’ ideals helps provide a springboard for the design of all future structures. The fact it is on their homepage shows how much they value these guidelines and I plan to follow suite in adhering to their importance.

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Lefaivre, Liane. “Critical Regionalism A Facet of Modern Architecture since 1945,” n.d., 31–39.

The discussion provided by the work of Lewis Mumford creates an interesting point that regionalism is forever changing with the times and what is modern in that particular society is what is that particular regions style in time.

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Newman, Peter, and Jeffrey R. Kenworthy. Sustainability and Cities: Overcoming Automobile Dependence. Washington: Island Press, 1999.

This book examines the urban aspect of sustainability issues, arguing that cities are a necessary focus for that global agenda. The authors discuss that the essential character of a cities land use results from how it manages transportation. That only by reducing our automobile dependence that society will be able to successfully adapt and integrate all elements of the sustainability agenda.

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Annotated Bibliography • Newton, Ronnie. “Rail Station to Be Built in West Hartford - We-Ha: West Hartford News.” WeHa, January 14, 2015. https://we-ha.com/rail-station-to-be-built-in-west-hartford/.

This article is used as reference for the future of the site of the proposed train station to be built as well as a precedent study to base on what not to create my station into. The article discusses the importance of growing public transit in West Hartford, and by putting this new station across from the CTFastrak Station will create a node for convenient transport and provide potential for new development.

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“Town of West Hartford, CT Table of Contents.” Town of West Hartford, CT Code. https://ecode360.com/ WE0900.

The building code for CT and West Hartford specifically is brought up and analyzed for specific guidelines to help root elements of design and rules that must be followed for a buildings’ construction.

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“Transit Oriented Development.” Transit Oriented Development. http://www.tod.org/.

TOD is now a movement that is rapidly growing in the United States, and many Americans approve and believe in the benefits of designing society for the future. The website has an abundance of sources that can be used regarding placement of stations, layouts, thinking sustainably, and overall principles of designing for the future.

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Wiggins, Glenn E. “Methodology in Architectural Design” Massachusetts Institute of Technology, 1989.

This thesis from an MIT student aims to de-mystify the process of architectural design by a scrutiny of existing literature, personal experience as well as testing theories in order to explain how the design process works and how vital it is the to final product. The process itself must be focused on more than the end goal itself.

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Design Progression

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Conceptual Design Presented 01/31/2020

Reflection: From the get go of this project I wanted to cross the tracks with the waiting room and circulation, which includes amenities scattered at the corners of circulation.

Having the waiting room over the tracks created an opportunity for a variety of interesting views.

Tracks/Bus-way

New Park Avenue

Flatbush Avenue

The issue with this concept was that the program was just placed on the site and a web of rigid and confining circulation was created.

While an exterior footbridge was created in this plan, it was placed as if it was just required to be there. It solved the problem of pedestrians crossing the tracks but there was no designated green space or destination created. Instead, the program of the station was organized in a way that was overbearing and restrictive.

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One key positive from this phase was determining the location of the platforms and their accessibility. Both platforms need two ways on and o for code reasons.

Conceptual Design Presented 01/31/2020

Track Level

Second Level

Site Plan

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Conceptual Design Presented 01/31/2020

Re-develop retail corridor and include new parking

Initial Master Plan: The master plan developed for the station’s intent helped to reinforce the idea of bringing people to the station. The property surrounding the station becomes much more valuable and in line with Transit Oriented Development. The newly redone streetscapes and mixed use developments reinforce pedestrian usage and helps to minimize and organize the use of cars.

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Conceptual Design Presented 01/31/2020

Vehicular Traffic Pedestrian Traffic Node Crosswalk Access

Site Circulation: The intent of this diagram is to show the potential points of accessibility to the site by pedestrian and car. The initial point of this diagram as well was to have users arrive at each of the black dots, or “nodes�. Node is not the proper term here for accessibility. Nodes designate a termination, not a continuous and streamlined flow of circulation to the building. The direction of the arrows and colors remained fairly unchanged throughout the course of the design but this diagram served as the baseline.

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Schematic Design

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Schematic Design Presented 02/14/2020

Site Plan

North - South Section

East - West Section

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Schematic Design Presented 02/14/2020

Reflection: This design iteration was developed further from the initial concept. This design was the first to focus on the plan to break up the station program into four corners to create more opportunities to access the station.

The cylindrical form came from the idea of the circular node of termination.

Track Level

The park space significantly developed from just the augmented bridge from the first design. However, the terraces at each corner gave o the wrong impression to jurors. They serve their purpose of getting people up to the park space and into the stations’ circulation, but the harsh angles of the terraces made the station feel much larger than it actually is, it appears monolithic. This idea was not going to work in a neighborhood with no building taller than the bridge on the site itself.

Another downfall of the terraces was that they were simply un-programmable. The only use they served was access to the top and to hang out on, essentially wasted space.

Second Level

While the platform access was made as easy as possible with multiple entries and exits, it was highly redundant. Only the central platform requires a second designated exit as it cannot be accessed at grade from either side of the tracks.

The park space also posed another issue, the platforms below are completely covered and have no natural light.

The northern terraces however helped to create open space.

Park Level

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Schematic Design Presented 02/14/2020

Site Location CTFastrak Stations Extra Fastrak Routes

Hartford Line

Transit Network Context: Creating this map is crucial to understanding where the site lies in the network of transit. This also reinforces the site’s location, it is in the heart of CTFastrak, the Hartford Line and Amtrak Lines as well. The location of the site connects people to all of these potential destinations.

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Schematic Design Presented 02/14/2020

Neighborhood Zone

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Proposed Site

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Site Context: Looking at the overall site and its issues helped to further develop the proposed transit hub. Analyzing the site to determine what exists proposes the question of what should be done with each of these issues in relation to my overall concept of connections. How will the empty land be used? What will be done with the underdeveloped/ failing New Park Avenue business corridor? How can I control and potentially minimize the flow of traffic through the intersection of New Park Avenue and Flatbush Avenue? All of these issues need to be addressed and the proposed master plan aims to solve some of these challenges..

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Design Development

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Design Development Presented 03/13/2020 Reflection: The design development phase of this project took a major leap forward in design with simpler organization of the program while still holding true to the concept. With the park being the main feature, a material palate of wood, stone and concrete amongst others were implemented. Keeping sustainability in mind, the wood used in the station houses is reclaimed wood from previous buildings, giving them new life.

The main waiting room is the central building going over all three sets of tracks to provide views. The shape of the park space evolved into a form that both was welcoming at grade but also preserved open space at track level as well. The terraces grew into miniature hills that are more natural to soften the edges while also becoming part of the park space. The hole at the center of the park space is its main feature, by creating views for those using the park but also to provide natural light to the platforms below so they are still connected to the outside.

The main waiting room and the new pergola implemented on the south of the park frame this “portal� highlighting its importance and therefore creating a destination.

CONCEPT DIAGRAMS

Site Plan

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Design Development Presented 03/13/2020

Track Level

Park Level

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Design Development Presented 03/13/2020

SOUTH ELEVATION

EAST ELEVATION

WEST ELEVATION

EAST - WEST SECTION

NORTH - SOUTH SECTION

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Design Development Presented 03/13/2020

AXONOMETRIC VIEW

WAITING ROOM VIEW

CENTRAL PLATFORM

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Final Design

Presented 04/24/2020

Thesis Jury Members: Thesis Director

Daniel Davis, AIA, LEED bd+c Department of Architecture Thesis Coordinator

Mark Hopper, AIA Department of Architecture Thesis Coordinator

Tyler Smith, FAIA Department of Architecture Thesis Advisor

William C. Richter, AIA, ASLA Richter & Cegan

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Transit Context Map - Hartford Line and CTFastrak Ƥ

Site Location

CTFastrak Stations

Extra CTFastrak 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.

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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 CTFastrak 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.

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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

CTFastrak

Hartford Line Primary Site Axis/Main Road

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Site Context

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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 CTFastrak 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.

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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 bringing 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 traic, and make it much easier for pedestrians to cross the street. (see next page).

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

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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.

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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 Analysis: Regionalism, Materiality, Scale •

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.

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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.

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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

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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.

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Program Analysis - Station

Circulation

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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 eicient and simple.

It is vital the traveler figures out where to go next as quickly 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.

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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

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Vehicular Traffic

Pedestrian Traffic

CTFastrak 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 CTFastrak and the Amtrak train line.

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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 164

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 sight 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. 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.

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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

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Western Station House Balcony

Eastern Station House Restaurant 168

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 oice of the hub.

East Side On the other side of the tracks, there is a temporary art gallery where art from schools and artists from 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).

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Park Space Plan

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Program 6.

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

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Southern Pergola

Pedestrian Pathways 172

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 rest 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 green 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 is the portal located 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 the pergola at the south and waiting room at the north, further highlighting the feature.

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Sections

EAST/WEST Section

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

NORTH/SOUTH Section

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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

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Elevations

EAST ELEVATION

WEST ELEVATION

SOUTH ELEVATION

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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.

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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.

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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

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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.

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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 gray 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.

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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

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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

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Private Members Lounge

Amphitheater 184

Southbound CTFastrak Bus Platform

West Entry 185

Park Space

West Station House 186

Summary 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, 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 straightforward at the track level and in the station houses themselves. Both are 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 mirrors 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, restaurant, art gallery, and 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. The master plan provides enhanced walk-ability along with several forms of transit which are connected under one roof. All these connections will visually and physically connect Hartford and West Hartford.

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Conclusion

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Conclusion Transit Oriented Developments are a trend for now and for the future of architecture and society. They are the way we must design for new neighborhoods and city districts as we make our push to limit the use of cars and gas powered vehicles. Sustainability is now the norm in architecture and is a requirement for every new major building that is constructed. TODs are all about green technology and smart growth by developing new and innovative ways of getting people to their desired destination. Public transit networks are the baseline of connecting people and bringing them to where they want to go. Having a well established transit network is necessary for TOD to function as best as possible.

This thesis examined how an area in West Hartford can be dramatically changed with a well organized transit network. The problems of this site included a lack of green space, an unfriendly pedestrian network, very busy streets and transit that is diicult to access, which made this area very reliant on cars. By creating a transit hub that connects the local bus, CTFastrak, Amtrak, The Hartford Line and bike access with a park space over the tracks solves disconnection of the area.

The tracks are bridged by a public park that doubles as a pedestrian footbridge, which provides safer access for all people. Hartford and West Hartford are connected visually and physically. Most importantly, the transit hub connects multiple modes of transit that connect people across the state.

Connecting people through transit is the key focus of TOD. The transit hub in combination with its master plan and site alterations ignite new life into an area of central Connecticut that desperately needs it. This station provides a place for people to connect via transit and in a park space. Various new businesses and homes will start to pop up throughout the area. This development is a precedent for place-making and future smart growth.

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