Lee, yo soup thesis draft book

Double Layered City High Line

Lee, Yo Soup Advisor : prof. Mark Linder, prof. Bruce Colman 3. 29. 2013 Syracuse University School of Architecture

Contents Abstract

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History of the High Line

11

Existing Conditions

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Issued Article

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Claim & Guide Line

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Analysis of Manhattan

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Analysis of Blocks near by High Line

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Analysis other Paths

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Project Analysis

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Program Analysis

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Urban Green connection Lee, Yo Soup Thesis Preparation Abstract 2013 School of Architecture, Syracuse University Context / Topic : Highline Why many people are fanatical in the high line?

In 2009, the High Line had completed the construction. The high Line, a new park atop an elevated rail structure on Manhattan's West side, is among the most innovative urban reclamation project in memory.

The park has became a local treasure and an international icon, as well as in important generator of economic growth for Manhattan. (new york times) It has been providing eco friendly walk ways, resting places with benches, and upper level view from Mid town to Hudson River.

However, after four years later the completion of the park, it is bringing new problems in lower Manhattan.

According to the park's Web site, 3.7 million people visited the High Line in 2011, only half of them was New Yorkers.

It is now overcrowding - not just of the High Line, but of the streets around it in lower Manhattan.

And moreover, the real estate boom has its victims as well: many well-established businesses in West Chelsea have closed due to loss of neighborhood customer base or rent increases. (http://www.nycedc.com/) Now, the park is making another problem in Manhattan.

Claim : z The project I am proposing, "Urban Green Connection," will analyze the effects of High Line and review the requirement of urban connections in the view point of sociological aspects such as population, programs, and density.

Experience around the globe tells us that cities live by continuously evolving-conserving and building on memorable features while adapting to changing social and economic circumstances. However, the High Line has become a tourist-clogged catwalk and a catalyst for some of the most rapid gentrification in the city’s history.

Context research : problems caused from crowding high line The problem is that linear parks don't really ever function as parks, a place to hang around and enjoy nature, they are often built (like the highline) in a place that does not lend itself to mature planet growth and the spaces themselves are not 'static' in short they become expensive, fancy, shrub lined, bike lanes. The Highline project is that it is a raised linear park, with all of the problems that separating pedestrian flow from the ground produced in large urbanism projects in the 50's and 60's.

In addition, according to the New York City Economic Development Corporation published a study last year stating that before the High Line was re-developed, the residential properties were valued 8 percent below the overall median for Manhattan.

Between 2003 and 2011, property values near the park increased 103 percent. (http://www.nycedc.com/) compact development Real urbanism seeks what is unique and original in any neighborhood, district, city, and region.

It recognizes that planning for the redesign of existing places must address the origin and history of those places.

It is a contextual and layered approach to creating a plan that reflects the economic and social underpinnings unique to that community in that place and time. (getting the real urbanism p9) "Compact" means "closely united or collected" or "concentrated in a small area." Compact development puts buildings and programs closer together so that they occupy less land than conventional development, both compactness and density are relative terms. (p21) However, in the project high line, the linear paths are consisted of paved pedestrian way, planting areas with divers planting, and sitting areas.

It was not considered the impact of the buildings and pedestrian walkway of ground level. So in terms of sociological point of view, it does not have any reason to walk on. It has the reason in psychological aspect that people want to walk on spacious area or want to be relaxed in hectic urban condition.

city planning-Density The High Line was the forces shaping the zoning. The design group fighting to keeping new buildings as low as possible, and a group pushing for more affordable housing. There was also a smaller group pushing for the retention of manufacturing space, not just for the galleries, but also to support a continued manufacturing sector. (High Line p. 65) However, the reality was moving the development rights away from High Line sites was going to mean that some buildings were going to be taller. The recent residential project are constructing with high density nearby High Line comparing with exsisting conditions.

Often when the city or a developers put out a rezoning plan, they propose big buildings, which they can then negotiate down with various constituencies. The developers wanted greater density and taller buildings. The community wanted shorter buildings. There wasn't much room to negotiate. (p66) Therefore, the High Line is being embedded between buildings and losing the function of connection in lower Manhattan. In addition, without controlling the density of the region, the sight of view is being narrow for pedestrians. method for evidence 3 : community Urban design models that advance density and diversity encourage development that makes available a range of lifestyle options - a variety of housing, employment, living, recreational, and cultural environment.

The inspired design in High Line should not be reserved only for wealthy residents and upscale neighborhoods.

It must meet the requirements of lower-income households and neighborhoods as well.

Urban designs and development plans can promote the economic vitality spurs job creation in both existing and developing neighborhoods. a good plan can put new homes new homes near jobs and can make jobs more accessible by transit. such plans can provide for creational and cultural activities. (getting real about urbanism contextual design for cities p 30) significance of claim Throughout the urban planning, the creation of iconic places such as a landmark buildings, assemblies of inspiring architecture, and noteworthy green spaces has been vital to the formation of strong communities and rooted urban identities.

Such places generate commerce and culture, and promote vital living environments. (getting real about urbanism contextual design for cities p 120) In this point of view of urban planning, the High Line was built the lack of economic and social assets.

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Selected Annotated Bibliography Ronald F. Ferguson and William T. Dickens. "Urban Problems and Community Development". Brookings Institution Press.

1999.

Bernard Zyscovich. "Getting real about Urbanism - Contextual Design for Cities". ULI-the Urban Land Institute. 2008.

Kevin Archer. "The City-the basics" Routledge. 2012.

M. nadarajah and Ann Tomoko yamamoto. "Urban Crisis". United Nations University Press. 2007.

Michael B.Katz. "Why Don't American Cities Burn?". University of Pennsylvania Press. 2011.

Joshua David and Robert Hammond. "High Line-The inside story of New York City's Park in the Sky". FSG Originals. 2011. http://www.nytimes.com/2012/08/22/opinion/in-the-shadows-of-the-high-line.html?smid=pl-share Annik La Farge. “On the High Line”. Thames & Hudson Inc. 2012 James Corner and Ricardo Scofidio. “Designing the High Line : Gansevoort Street to 30th Street.” Friends of the High Line.

2011

Figure credits Fig. 1. Joel Stemfeld, The Design Observer Group, 2000 Fig. 2. Iwan Baan, Museum of Fine Arts Boston, 2011 Fig. 3. Iwan Baan, The Design Observer Group, 2011 Fig. 4. Photographer unknown, The Design Observer Group, 1934 Fig. 5. Jeremiah Moss, New York Times, 2012

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In 1847, the City of New York authorized street-level railroad tracks down Manhattan’s West Side. For safety, the railroads hired men the "West Side Cowboys" – to ride horses and wave flags in front of the trains. Yet so many accidents occurred between freight trains and other traffic that 10th Avenue became known as "Death Avenue".

Train passing underneath the Bell Laboratories Building, seen from Washington Street in 1936.

After years of public debate about the hazard, in 1929 the city and the state of New York and the New York Central Railroad agreed on the West Side Improvement Project, which included the High Line. The 13-mile (21 km) project eliminated 105 street-level railroad crossings and added 32 acres (13 ha) to Riverside Park.

The High Line opened to trains in 1934. It originally ran from 34th Street to St. John's Park Terminal, at Spring Street. It was designed to go through the center of blocks, rather than over the avenue, to avoid the drawbacks of elevated trains. It connected directly to factories and warehouses, allowing trains to roll right inside buildings.

Time Line 1847 - 1980 1847 The City of New York authorizes streetlevel railroad tracks down Manhattan’s West Side, already a bustling industrial waterfront. Soon, trains from Hudson River Rail Road and other lines begin to serve the factories and warehouses on the waterfront and along Tenth and Eleventh avenues.

1920s Death Avenue West Side Cowboys

1927 Plans an Elevated Line

1931 CONSTRUCTION BEGINS

1933 THE FIRST TRAIN RUNS ON THE HIGHLINE.

1934 THE HIGH LINE OFFICIALLY OPENS

1934 - 1960

delivering freight to the R.C. Williams & Company warehouse.

At this time, the High Line is referred to simply as an elevated track.

the New York Times estimates its cost at $85M.

The High Line is fully operationall from West Thirty-fourth Street to St. John’s Park Terminal on Clarkson Street.

1980 THE LAST TRAIN

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In the mid-1980s, a group of property owners with land under the line lobbied for the demolition of the entire structure.

Peter Obletz, a Chelsea resident, activist, and railroad enthusiast, challenged the demolition efforts in court and tried to re-establish rail service on the Line.

The park extends from Gansevoort Street north to 30th Street where the elevated tracks turn west around the Hudson Yards development project to the Javits Convention Center on 34th Street.

Open daily from 7 am to 10 pm, the park can be reached through nine entrances, four of which are accessible to people with disabilities.

Time Line 1980 - 2009 1980 THE LAST TRAIN

1983

1984 BUY THE LINE FROM CONRAIL FOR TEN DOLLARS

1991 DEMOLISHES THE SOUTHERNMOST FIVE BLOCKS OF THE HIGH LINE

1999

2003 DESIGN COMPETITION

2006 CONSTRUCTION BEGINS

2009 ON JUNE 8, HIGH LINE OPENS

High Line Costs: Section 1 and 2 Design and construction of opened area -

$152.3 million $86.2 million

Funding: $112.2 million from the City $20.3 million from the Federal Government $400,000 from the State Remaining funds will be raised privately by Friends of the High Line To date Friends of the High Line have raised $44 million

Composion of the Path

PIT

PLAINS

BRIDGE

MOUND

RAMP

FLYOVER

0% : 100%

40% : 60%

50% : 50%

55% : 45%

60% : 40%

100% : 0%

MOSSLAND

TALL MEADOW

WETLAND

WOODLAND THICKET

MIXED PERENINIAL MEADOW

YOUNG WOODLAND

Sources from Designing the High Line

Completion

Total Surface Area : 296,000 square feet Total Acreage : 6.7 Acres Total Length : 1.45 miles without Post Office spur 1.52 miles with Post Office spur columns : 475 Buildings traveled Through : 2 Buildings Traveled Over : 13 Buildings sidings : 9 City Blocks Crossed : 22 Publicly Owned Lots Traversed : 2 Privately Owned Lots Traversed : 31 Total street Crossing : 25 Maximum Width : 88 feet Minimum Width : 30 feet Rail Easement : 20 feet above the track Load Capacity : 4 fully loaded freight trains Heght : 0 feet to 29 feet above grade Materials : Steel Frame, reinforced Concrete Deck,.

Gravel Ballast, Metal Handrails

Plan

Crowded Cat Walk Separation Upper Level & Ground Level

Urban Density

Regular Access

Private Private

Public

Extention

Extention

Private

Separation

Residential

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Private Public

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GL

Residential Park Extention

Commercial

Residential Park Extention Commercial

Commercial

Plan

Result Costs: Section 1 and 2 - $152.3 million Design and construction of opened area - $86.2 million Funding: $112.2 million from the City $20.3 million from the Federal Government $400,000 from the State Remaining funds will be raised privately by Friends of the High Line To date Friends of the High Line have raised $44 million

+38.10’

Costs: ?

Funding: ?

Private

Issues of High Line

Public

Private

Project Strategy GL

Separation Crowded Cat Walk

Private

Private Public

GL

Private

Private Public

House Gentrification

GL

Residential

Commercial

+38.10’ Residential

Separation Upper Level & Ground Level

Park Extention Commercial

Residential Park Extention Commercial

Regular Access

Urban Density

Extention

Extention

Current Condition

29th St

29th St

26th St

26th St 24th St

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20th St

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August 21, 2012

Disney World on the Hudson

By JEREMIAH MOSS

WHEN the first segment of the High Line, the now-famous park built atop an old elevated railway on the West Side of Manhattan, opened in 2009, I experienced a moment of excitement. I had often wondered what it would be like to climb that graffiti-marked trestle with its wild urban meadow. Of course, I’d seen the architectural renderings and knew not to expect a wilderness. Still, the idea was enticing: a public park above the hubbub, a contemplative space where nature softens the city’s abrasiveness.

Today it’s difficult to remember that initial feeling. The High Line has become a tourist-clogged catwalk and a catalyst for some of the most rapid gentrification in the city’s history. My skepticism took root during my first visit. The designers had scrubbed the graffiti and tamed the wildflowers. Guards admonished me when my foot moved too close to a weed. Was this a park or a museum? I felt like I was in the home of a neatnik with expensive tastes, afraid I would soil the furnishings.

But the park was a hit. Fashion models strutted up and down. Shoppers from the meatpacking district boutiques commandeered the limited number of benches, surrounded by a phalanx of luxury clothing bags. I felt underdressed.

That rarefied state didn’t last, though. As the High Line’s hype grew, the tourists came clamoring. Originally meant for running freight trains, the High Line now runs people, except where those people jam together like spawning salmon crammed in a bottleneck. The park is narrow, and there are few escape routes. I’ve gotten close to a panic attack, stuck in a pool of stagnant tourists at the park’s most congested points.

Not yet four years old, the High Line has already become another stop on the must-see list for out-of-towners, another chapter in the story of New York City’s transformation into Disney World. According to the park’s Web site, 3.7 million people visited the High Line in 2011, only half of them New Yorkers. It’s this overcrowding — not just of the High Line, but of the streets around it — that’s beginning to turn the tide of sentiment.

Recently, an anonymous local set off a small media storm by posting fliers around the park that read: “Attention High Line tourists. West Chelsea is not Times Square. It is not a tourist attraction.” A local newspaper talked to a 24-year-old who reported that young people who once met for dates at the park now say, “How about doing something that doesn’t involve the High Line?”

But the problem isn’t just the crowds. It’s that the park, which will eventually snake through more than 20 blocks, is destroying neighborhoods as it grows. And it’s doing so by design. While the park began as a grass-roots endeavor — albeit a well-heeled one — it quickly became a tool for the Bloomberg administration’s creation of a new, upscale, corporatized stretch along the West Side. As socialites and celebrities championed the designer park during its early planning stages, whipping community support into a heady froth, the city rezoned West Chelsea for luxury development in 2005.

The neighborhood has since been completely remade. Old buildings fell and mountain ranges of glassy towers with names like High Line 519 and HL23 started to swell — along with prices.

The New York City Economic Development Corporation published a study last year stating that before the High Line was redeveloped, “surrounding residential properties were valued 8 percent below the overall median for Manhattan.”

Between 2003 and 2011, property values near the park increased 103 percent.

This is good news for the elite economy but not for many who have lived and worked in the area for decades.

It’s easy to forget that until very recently, even with the proliferation of art galleries near the West Side Highway, West Chelsea was a mix of working-class residents and light-industrial businesses.

But the High Line is washing all that away. D&R Auto Parts saw its profits fall by more than 35 percent. Once-thriving restaurants like La Lunchonette and Hector’s diner, a local anchor since 1949, have lost their customer base.

Hardest hit have been the multigenerational businesses of “gasoline alley.” Mostly auto-related establishments that don’t fit into Michael R. Bloomberg’s luxury city vision, several vanished in mere months, like species in a meteoric mass extinction. Bear Auto Shop was out after decades; the Olympia parking garage, after 35 years, closed when its rent reportedly quintupled.

Brownfeld Auto, on West 29th Street near 10th Avenue, lost its lease after nearly a century. Today it’s another hole in the ground. Its third-generation owner, Alan Brownfeld, blamed the High Line for taking away the thriving business he’d inherited from his grandfather. “It’s for the city’s glamorous people,” he said.

Mr. Brownfeld is right, for now. But just as the High Line’s early, trendy denizens gave way to touristic hordes, Chelsea’s haute couture moment may be fleeting. As big a brand as Stella McCartney is, she can’t compete with global chains like Sephora, which are muscling into the area’s commercial space.

Within a few years, the ecosystem disrupted by the High Line will find a new equilibrium. The aquarium-like high rises will be for the elite, along with a few exclusive locales like the Standard Hotel. But the new locals will rarely be found at street level, where chain stores and tourist-friendly restaurants will cater to the crowds of passers-by and passersthrough. Gone entirely will be regular New Yorkers, the people who used to call the neighborhood home. But then the High Line was never really about them.

Jeremiah Moss is the pen name of the author of the blog Vanishing New York.

POLITIC 1925 Manhattan Borough President Julius Miller outlines a plan for a doubledecked elevated highway, running from 72nd Street to Canal Street, for rail and vehicular graffic. It would be paid for by the New York Central Railroad in return for adjusted easements and land rights.

The New York Times begins to refer to these grade-crossing elimination plans as “the west side improvement.” It later becomes the railroad’s and the city’s official name for the project.

1933 THE FIRST TRAIN RUNS ON THE HIGHLINE. The first train runs on the High Line, delivering freight to the R.C Williams & Company warehouse. Officials toast the train’s arrival and listen to a speech by New York Central Railroad presidnet F.E. Williamson: “ This simple ecent today may well mark a transformation of the West Side that will affect its development for the better for decades to come.”

1870s Community anger grows because of noise, smoke, and danger from trains.

To pacify residents, crossing guards are stationed at all intersections 24 hours a day.

1868

1847

1869

The City of New York authorizes streetlevel railroad tracks down Manhattan’s West Side, already a bustling industrial waterfront. Soon, trains from Hudson River Rail Road and other lines begin to serve the factories and warehouses on the waterfront and along Tenth and Eleventh avenues.

Cornelius Vaderbilt consolidates his railroad holdings, including the Hudson River Railroad, to form the New York Central and Hudson River Railroad Company.

1928

1926

1896 The original St. John’s Park Terminal is built at Laight and varick Streets to receive Hudson River Railroad freight.

New York State extends the railroad’s franchise from 50 to 500 years.

1908

1914 the New York Central Railroad and the City agree to construct an elevated rail corridor from 57thStreet to Canal Street, and to cover the tracks north of 57th Street to Inwood, creating a platform for Riverside Park.

Congestion of rail, ship, and street traffic strangles commercial activity on the West Side. 500 people protest against the dagerous conditions of “Death Avenue,” the name used for the parts of 12th, 11th, and 10th Avenues where the trains run at grade. Citizens’ groups form to rally around the cause, including the Social Reform Club’s Committee of 50, which later becomes the League to End zDeath Avenue.

1924 Death Avenue West side Cowboys

1911 At the Municipal Art Society’s city Plan Exhibit, Calvin Tompkins, City Commissioner of Docks, unveils his plan for an elevated freight line from 72nd Street to St. John’s ParkTerminal, as well as a freight terminal with float bridges at 30th Street. West Street would become a three-tiered roadway with trucks, trains and cars divided by level.

ECONOMY

The New York City Grade Crossing Elimination Act becomes law, creating the legal framework for the West Side Improvement. The West Side Engineering Committee presents a plan to the New York City Board of Estimate, which includes the elevation of the railroad’s tracks from Spring to 30th Street.

Hearings on the paln are held before the transit Commission. the Board of Estimate approves Borough President Miller’s elevated auto highway.

1917 Implementation of the grade-crossing elimination plan is delayed by the United States’ involvement in World War I

The New York City Transit Commission orders that all grade crossing must be removed between Spuyten Duyvil, at Manhattan’s northern tip, and 60th Street.

Governor Al Smith signs an amendment to the New York State constitution into law, alloowing $300 million in bonds to be issued to fund grade-crossing elimination. A companion bill is passed to provide $50 million for grade-crossing elimination in New York City. Borough president Miller revises his plan, separatingthe elevated motorway from the railway. Mayor James J.Walker creates the West Side Engineering Committee to work with the railroad to develop a plan to remove rails from West Side strees. among the palns preposed to him is a scheme by M.H. Wingler consolidating airplane, freight, and ship commervce into one building.

1927 Plans an Elevated Line Governor Smith signs a bill to speed up grade-crossing elimination in New York City. The City and the railroad reach a preliminary agreement for the exchange of real estate and easements that will allow the removal of freight lines from New York City’s streets. The railroad proposes the “erection of an elevated line from... Canal Street, north to the Thrtieth Street yard...”

1931 CONSTRUCTION BEGINS Construction of the new St. John’s Park Terminal begins. It is the southernmost part of the West Side Improvement and is expected to cost $12 million.

Ther terminal is designed to accept 190 rail cars from the High Line directly into its second story. Its planned 3.6 million 1929 square feet of space covers four blocks, bounded by Clarkson, Washington, The Transit Commission approves an combined with the new industrial and order for 93 New York Central gradecrossing on the West Side, pending final warehouse space in the Starrett-Lehigh Building (1931) and the Port Authority’s agreements between the City and the Union Inland Terminal No.1 (1932), railroad. Construction begins on Julius is expected to add nine million square Miller’s elevated motorway. The Board feet of terminal space to the West Sideof Estimate ratifies the West Side plan, and contracts between the City and the but only three of the 12 planned stories railroad are signed. The paln is approved of the St. John’s Park Terminal are ever by the Interstate Commerce Commission, built. By new, the railroad has purchased 95 percent of the land required for its new including a “double track viaduct north right-of-way in 30 separate transactions. from Spring Street to Thirtieth Street.”

The initial construction contract is signed, Less than a dozen have required and the first spikes are removed from the condemnation.

“Death Avenue” tracks by Mayor Walker, “to be gold-plated end to a forty-year controversy between the city andthe railroad.”

1934 THE HIGH LINE OFFICIALLY OPENS The High Line officially opens on June 28. The New York Times estimates its cost at $85 million. Officials herald it as “one of the greatest public improvements in the history of New York.” Railroad president F.E. williamson calls it an example of the progress possible from “whole hearted cooperation between public authorities and private interests.”

Tran

1968 Penn Central takes over the New York Central Railroad.

1983 1980

Conrail publishes a “notice of insufficient revenues” with regard to the High Line.

Congress passes the National Trails System Act, allowing out of use rail lines to the “rail-banked”-used as pedestrian or bike trails while held for future transportatiion needs.

Because a rail-banked corridor is not considered abandoned, it can be sold, leased or donated to a trail manager without reverting to adjacent landoweners.

THE LAST TRAIN The last train runs down the High Line carrying three boxcars of frozen turkeys.

1961 A plan to demilish the southern section ot the High Line is announced, in association with the pplanned redevelopment of 14 blocks along Hudson Street in the West Village.

1934-1960 The High Line is fully operational.

A decline in rail traffic causes the New York Central Railroad to sell St. John’s park Terminal and to halt service on the southernmost section of the HighLine, south of Bank Street.

1937 The second phase of the West Side Improvement opens-including the Henry Hudson parkway and an underground rail cut from 30th Street to 60th Street.

The earlier sections of the Improvement were spearheaded by Governor Smith, but this northern section was largely planned and financed by Robert Moses, head of the State Parks Commission.

nsportation

1963 The City demolishes the High Line south of Bank Street. As a result of advocacy by author/urban theorist Jane Jacobs and the Committee to save the West Village, the Department of City Planning drops plans for a 14-block urban renewal project on land formerly occupied by the rail viaduct. Jacobs’s group proposes a low-rise 475-unit devellopment in its place.

1976 West Village Houses, the affordable lowrise residences chapioned by jane Jacobs and the Committee to sace the West Village, are completed, though their aesthetic merits are hotly debated.

The federal government forms Consolidated Rail Corporation, or Conrail, form the remains of six rail carriers in the Northeast and Midwest, includding Penn Central. The High Line becomes Conrail’s property

1981 The Northeast Rail Services Act creates a three-phase process for Conrail to divest itself of unprofitable freight lines: 1. Declare it cannot make a profit on the Line.

2. file a Notice of Intent to abandon and wait 90 days for a purchaser who wants to use the line for rail service, with preference given to government agencies seeking to adopt the line for any public purpose.

3. go through a 120-day waiting period in which the line can be sold to any buyer, regardless of intention, for no less than 75 percent of its value.

2003 DESIGN COMPETITION

1984

2000

BUY THE LINE FROM CONRAIL FOR TEN DOLLARS Amtrak begins negotiating to acquire the line’s easement north of 34th Street.

When the deal and resulting construction is ultimately completed in the early 1990s it will allow Amtrak to use the former freight line for passenger service and consolidate its operations at penn station. South of the 34th Street, the line remains in Conrail’s and /or Oblets’s control.

FHL submits a proposal for a planning study to the Design Trust for public Space.

The Design Trust awards fellowships to two architects, Casey Jones and keller Eastering, to undertake two separate investigations of the factors involved in reusing the High Line as a public park.

Jones’ project results in this publication.

The Save Gansevoort Market community group forms to preserve the unique character of the meat packing district, which includes part of the High Line.

1991 DEMOLISHES THE SOUTHERNMOST FIVE BLOCKS OF THE HIGH LINE Rockrose Developemnt Corporation demolishes the southernmost to Gansevoort Street. This is the result of negotiation with conrail, in which Rockrose agreed to pay for the demolition and the property value of the easeemnt. But CPO’s request to the ICC for adverse abandonment of the entire line, which would require the railroad to pay for demolition, is rebuffed.

1986 The City files papers with ICC opposing the acquistion of the High Line by Obletz.

The petition, supported by an affidavit from Mayor Koch, claims that an active rail line will conflic with the City’s plans for West Side redevelopment.

1987 The ICC reverses its earlier decision: it now believes that Obletz and his foundationdo not have the resources to run a railroad. The sale agreement is nullified.

1992 The ICC allows the High Line to be declared adversely abandoned, but only if CPO can meet a number of conditions ensuring the complete financing and insurance of the line’s demolition.

Conrail’s contribution obligation is capped at $7 million. CPO would have to prove it could cover all addtional costs and indemnify the railroad against any claims related to abandonment or demolition.

Residential

2006 CONSTRUCTION BEGINS

2009 ON JUNE 8, HIGH LINE OPENS

Issue 1- Gentrification

Context 1- Real Estate

Population / Real Estate Market in Lower Manhattan

Real Estate Customer in Lower Manhattan

BUILDING ARCHITECT

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has become home to luxury apartments, upscale retail, bars and bistros, resident are looking to work where they live. The changing character of the neighborhood is especially noticeable in The High Line Building, where a 10-story glass tower is being constructed on top of a former three-story meatpacking plant. The original structure, clad in beige brick, was built for New York Central Railroad and sits among the High Line. It receives its namesake from the fact that the rail actually runs 103 feet through the building. The completed project is seeking a LEED rating, or Leadership in Energy and Environmental Design, meaning that it hopes to meet a set of standards for environmentally sustainable design, which include lighting, plumbing and insulation.

Condition 1

Condition 1 BUILDING ARCHITECT

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of various media and technology companies was originally the home of the National Biscuit Company (Nabisco), which invented the Oreo cookie here in 1912. Nabisco built and acquired the series of buildings in the late 19th and early 20th centuries. It was the largest baking center in the world at the time and had a visitors’ gallery from which the entire baking operation could be seen.

The main complex, which stretches from 9th to 11th avenues along 15th and 16th streets, is connected by pedestrian bridges. Railroad tracks ran from the Hudson River docks through the cookies and crackers. In the 1930s, straight-line ovens began replacing the old vertical ovens, requiring an unbroken area on a single level which surpassed the available space in the Chelsea bakeries. By 1959 Nabisco had relocated to New Jersey and sold the complex.

In the 1990s, a syndicate of investors bought and revived the principal buildings. The development of Chelsea Market, a collection of restaurants, cafes, gourmet grocers, wholesale markets, and other epicurean delights, helped turn the neighborhood into a fashionable part of the displays the building’s lost industrial charac-

Condition 3

Condition 4

ter, with bare brick walls, century-old windows, cast-iron pipes and columns, old signage, rough-

Overal Introduction This project involves the construction of a tower whose lower levels are composed of commercial, cultural, and community spaces and whose upper floors, from the fifth to 27th, are officetels, which are residences that could also be used as offices during the day.

Land Use Strategy

Giving a unique perspective on the tall building, Boutique Monaco pushes beyond the extruded glass box, creating a dynamic and varied massing with its 15 voids distributed throughout its overall “U”-shaped form.

To ensure the maximum building footprint ratio (40%) as well as optimal natural light conditions (southern exposure),

Footprint Ratio 40%

Floor Area Ratio 900%

Exposure Surfaces

Design Process

a "U"-shaped plan is extruded into a 27-story tower consistent with the Domino Matrix to reach a height of 100 meters (328ft), the maximum height allowed by law.

If this plan with a maximum footprint ratio had been simply repeated vertically, the floor space would have exceeded the legally allowed amount by approximately 10%. To reduce this mass then, missing matrices are introduced to meet maximum floor area ratio throughout the building, with a pattern of carved out space.

In utilizing these voids to introduce gardens throughout the tower, the architects have provided a rich living experience for the tower’s residents, and a facility which is all-too-often a rarity for high-rise living—access to private, open green space.

These gardens lend an added quality critical to the balance of urban life.

Full Volume

Missing Space

Commercial Structure

Connection

Gardens

Mass These 15 missing spaces allow the building to gain more exterior surfaces and corners for enhanced lighting and viewing conditions.

The spaces created by missing matrices are landscaped with trees that are visible from the inside and outside of the building. Inside the tower, a total of 49 different types of units, 172 units in total, are arranged heterogeneously to reflect/exploit rich spatial conditions.

For example, in the area created by the 15 missing matrices, there are 40 units with bridges that divide public (living/dining area) and private spaces (bedroom) within individual units, along with 22 units with gardens.

In addition, protruding spiral staircases are planned within the missing matrices, further adding to the heterogeneousness of the interior.

The careful consideration and varying design of the individual residential units goes well beyond the typical extrusion of an efficient floor plate, avoiding a homogenizing effect and creating a fantastic variety of units with differing spatial configurations that relate to their context within the overall building form. The Boutique Monaco is, in many ways, light years ahead of the average, commercial high-rise tower.

Commerce

Residence

South Elevation

Basement Parking

South Bridge Units

Grarden Units

East Elevation West Elevation

5th Plan

9th Plan

13th Plan

17th Plan

21st Plan

25th Plan

6th Plan

10th Plan

14th Plan

18th Plan

22nd Plan

26th Plan

7th Plan

11th Plan

15th Plan

19th Plan

23rd Plan

27th Plan

8th Plan

12th Plan

16th Plan

20th Plan

24th Plan

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BUILDING ARCHITECT

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has become home to luxury apartments, upscale retail, bars and bistros, resident are looking to work where they live. The changing character of the neighborhood is especially noticeable in The High Line Building, where a 10-story glass tower is being constructed on top of a former three-story meatpacking plant. The original structure, clad in beige brick, was built for New York Central Railroad and sits among the High Line. It receives its namesake from the fact that the rail actually runs 103 feet through the building. The completed project is seeking a LEED rating, or Leadership in Energy and Environmental Design, meaning that it hopes to meet a set of standards for environmentally sustainable design, which include lighting, plumbing and insulation.

Condition 1

Condition 1 BUILDING ARCHITECT

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of various media and technology companies was originally the home of the National Biscuit Company (Nabisco), which invented the Oreo cookie here in 1912. Nabisco built and acquired the series of buildings in the late 19th and early 20th centuries. It was the largest baking center in the world at the time and had a visitors’ gallery from which the entire baking operation could be seen.

The main complex, which stretches from 9th to 11th avenues along 15th and 16th streets, is connected by pedestrian bridges. Railroad tracks ran from the Hudson River docks through the cookies and crackers. In the 1930s, straight-line ovens began replacing the old vertical ovens, requiring an unbroken area on a single level which surpassed the available space in the Chelsea bakeries. By 1959 Nabisco had relocated to New Jersey and sold the complex.

In the 1990s, a syndicate of investors bought and revived the principal buildings. The development of Chelsea Market, a collection of restaurants, cafes, gourmet grocers, wholesale markets, and other epicurean delights, helped turn the neighborhood into a fashionable part of the displays the building’s lost industrial charac-

Condition 3

Condition 4

ter, with bare brick walls, century-old windows, cast-iron pipes and columns, old signage, rough-

Issue 2- Pass & Connectiton

Context 1- Connections

High-Line Official Plan for Upper Level

Demolition Part

- Benefits of preservation and reuse outweigh the benefits of demolition - Design for reuse should focus on pedestrians rather than rail, light rail, or bicyclists.

- Commercial potential exists in spaces alongside the High Line, and limited commercial activity offers potential benefits to the High Line, but the High Line must not become a primarily commercial enterprise.

- Reuse as public open space offers the greatest number of benefits to the largest constituency.

Transit Reuse

- This study determined that transportation systems involving freight or passenger trains, subway trains, light-rail, or motorized, rubber-wheeled vehicles do not currently constitute the most beneficial reuse scenario for the High Line.

Light rail might be benefical to the community at a future date, and a transit system using rubber-tired vehicleswith electric motors offers many of light-rail’s potential future benefits at a lower cost, but there are not currently enough destinations along the line to merit the investment in either system. Given the potential for density increases along the corridor, designs for the High Line’s reuse should consider that light-rail or rubber -wheeled transit may be desirable.

Commercial Reuse

- Conceiving of the High Line as a linear mall, with a publicly accessible transportation corridor at the center, granked by a series of retail uses along its length, might appeal to economic development interests and provide a revenue stream to support the publoc space, but it would compromise many of the line’s most appealing features its contemplative quality, its ability to convey its history of transportation use, and its sense of a place apart from the city as we commonly experience it. It would be unappealing to the community, which values open-space that is not over-commercialized.

Open Space

- Open space reuse is consistent whth rail-banking. the most viable and mos cost-effective plan for acquiring the easement. open space reuse opens up the possibility of numerous related initiatives that could enhance the far West Side as it grows in upcoming decades. It would complement any of the redevelopemnt proposals at the 30th street rail yards.

It would create the opportunity to organize growth on the far West Side around public open space and sustainable transportation. It would encourage arts-related uses, reinforcing the neighborhoods’ reputation as a cultureal hub.

Sources from Reclaiming the High Line

High Line

Path Toronto Under Ground Connection

Roppongi Hills Connection Artelligent City

Section Analysis - High Line

29th Street

28th Street

26th Street

20th Street

29th Street

Site Layers

Building Volums

Elements

Sites 30th Street

29th Street 28th Street

26th Street 25th Street

24th Street

23th Street

22th Street

21th Street 20th Street 19th Street 18th Street 17th Street 16th Street

15th Street

14th Street

Layer 1 : Blocks Ground Level Layer 2 : Upper Level Path

Green Space Vacant Space Buildings Traveled Through

13th Street

12th Street Gansevoort Street

Site Public transportation

Access Location

Land use

1 E

Woodland Flyover

C

Lawn / Seating Steps Meadow

SECTION 2

Curve / Wildflower Fileds Cut-out

Planting Concept

1

Sundeck / Preserve Plaza / Overlook Woodland Plaza / Overlook

SECTION 1

Grassland

Thicket

Chelsea Historic District

L

Primary Access Location

Gansevoort Market Historic District

1

2

3

A

C

E 1&2 Family Residential

Secondary Access Location

Multi-family Residential

Historic Area

Mixed Use Open Space & outer recreation Commercial Institutions Industrial Parking Transportation / Utilities Vacant Lots

Programs Access (Existying)

Residential

Park

Special program Square

Ground Level

Program

Green Space

Bike Combination Upper Level

Bike Combination Ground Level

Ground Level Vertical Park

Bus & Infra

Basic Form of Project 30th

Grouond Shape

Wall Separation

29th

28th

27th

26th

25th

24th

23th

22th

21th

20th

19th

18th

17th

13th

Master Plan

Ground Pieces 30th

29th

28th

27th

26th

25th

24th

23th

22th

21th

20th

19th

18th

17th

15th

Volume Plan

Wall

Volume

Sociological Changes

High Line

High Line Official plan for Upper Level

Total Surface Area : 296,000 square feet Total Acreage : 6.7 Acres Total Length : 1.45 miles without Post Office spur 1.52 miles with Post Office spur - Benefits of preservation and reuse outweigh the benefits of demolition

columns : 475 Buildings traveled Through : 2 Buildings Traveled Over : 13 Buildings sidings : 9 City Blocks Crossed : 22 Publicly Owned Lots Traversed : 2 Privately Owned Lots Traversed : 31 Total street Crossing : 25 Maximum Width : 88 feet Minimum Width : 30 feet Rail Easement : 20 feet above the track Load Capacity : 4 fully loaded freight trains Heght : 0 feet to 29 feet above grade Materials : Steel Frame, reinforced Concrete Deck,.

Gravel Ballast, Metal Handrails

- This study determined that transportation systems involving freight or passenger trains, subway trains, light-rail, or motorized, rubber-wheeled vehicles do not currently constitute the most beneficial reuse scenario for the High Line.

Light rail might be benefical to the community at a future date, and a transit system using rubber-tired vehicleswith electric motors offers many of light-rail’s potential future benefits at a lower cost, but there are not currently enough destinations along the line to merit the investment in either system. Given the potential for density increases along the corridor, designs for the High Line’s reuse should consider that light-rail or rubber -wheeled transit may be desirable.

- Design for reuse should focus on pedestrians rather than rail, light rail, or bicyclists.

- Commercial potential exists in spaces alongside the High Line, and limited commercial activity offers potential benefits to the High Line, but the High Line must not become a primarily commercial enterprise.

- Reuse as public open space offers the greatest number of benefits to the largest constituency.

1. Population increased

2. Temporal Staying

3. Keep Lower Price Leasing

Demolition Part

Transit Reuse

- Open space reuse is consistent whth rail-banking. the most viable and mos cost-effective plan for acquiring the easement. open space reuse opens up the possibility of numerous related initiatives that could enhance the far West Side as it grows in upcoming decades. It would complement any of the redevelopemnt proposals at the 30th street rail yards.

It would create the opportunity to organize growth on the far West Side around public open space and sustainable transportation. It would encourage arts-related uses, reinforcing the neighborhoods’ reputation as a cultureal hub.

- Conceiving of the High Line as a linear mall, with a publicly accessible transportation corridor at the center, granked by a series of retail uses along its length, might appeal to economic development interests and provide a revenue stream to support the publoc space, but it would compromise many of the line’s most appealing features its contemplative quality, its ability to convey its history of transportation use, and its sense of a place apart from the city as we commonly experience it. It would be unappealing to the community, which values open-space that is not over-commercialized.

4. Diverse Unit Demand

Open Space

Commercial Reuse

5. Program change

Analysis of Chealsae & High Line

Building Volums

Land use

Public transportation

Ground Level of Green Space

High Line Planting Concept

Access Location

Project Site

30th Street Curve / Wildflower Fileds Cut-out

30th Street

1

28th Street

C

E

SECTION 2

26th Street 25th Street

1

23th Street

28th Street

26th Street 25th Street

24th Street

Lawn / Seating Steps Meadow

24th Street

29th Street

Woodland Flyover

29th Street

23th Street

22th Street

Chelsea Historic District

Thicket

22th Street

21th Street

21th Street 20th Street

20th Street

SECTION 1

17th Street 16th Street

L

15th Street 1&2 Family Residential Multi-family Residential

1

2

3

Mixed Use Open Space & outer recreation

A

C

E

Green Space

12th Street

Institutions Industrial

Vacant Space

Parking

Buildings Traveled Through

Transportation / Utilities

17th Street 16th Street

15th Street

Primary Access Location

Vacant Lots

Gansevoort Market Historic District

14th Street

13th Street

Secondary Access Location 12th Street

Historic Area

Plaza / Overlook

Commercial

13th Street

18th Street

Woodland

14th Street

19th Street

Grassland

18th Street

Sundeck / Preserve Plaza / Overlook

19th Street

Gansevoort Street

Gansevoort Street

History of High Line

1

2

In 1847, the City of New York authorized street-level railroad tracks down Manhattan’s West Side. For safety, the railroads hired men the "West Side Cowboys" – to ride horses and accidents occurred between freight trains known as "Death Avenue".

Train passing underneath the Bell Laboratories Building, seen from Washington Street in 1936.

After years of public debate about the hazard, in 1929 the city and the state of New York and the New York Central Railroad agreed on the West Side Improvement Project, which included the High Line. The 13-mile (21 km) project eliminated 105 street-level railroad crossings and added 32 acres (13 ha) to Riverside Park.

The High Line opened to trains in 1934. It originally ran from 34th Street to St. John's Park Terminal, at Spring Street. It was designed to go through the center of blocks, rather than over the avenue, to avoid the drawbacks of elevated trains. It connected directly to factories and warehouses, allowing trains to roll right inside buildings.

1847

1920s Death Avenue West Side Cowboys

4

In the mid-1980s, a group of property owners with land under the line lobbied for the demolition of the entire structure.

Peter Obletz, a Chelsea resident, activist, and railroad and tried to re-establish rail service on the Line.

The park extends from Gansevoort Street north to 30th Street where the elevated tracks turn west around the Hudson Yards development project to the Javits Convention Center on 34th Street.

Open daily from 7 am to 10 pm, the park can be reached through nine entrances, four of which are accessible to people with disabilities.

Time Line 1980 - 2009

Time Line 1847 - 1980 The City of New York authorizes streetlevel railroad tracks down Manhattan’s West Side, already a bustling industrial waterfront. Soon, trains from Hudson River Rail Road and other lines begin to serve the factories and warehouses on the waterfront and along Tenth and Eleventh avenues.

3

1927 Plans an Elevated Line

1931 CONSTRUCTION BEGINS

1933 THE FIRST TRAIN RUNS ON THE HIGHLINE.

1934 THE HIGH LINE OFFICIALLY OPENS

1934 - 1960

delivering freight to the R.C. Williams & Company warehouse.

At this time, the High Line is referred to simply as an elevated track.

the New York Times estimates its cost at $85M.

The High Line is fully operationall from West Thirty-fourth Street to St. John’s Park Terminal on Clarkson Street.

1980 THE LAST TRAIN

1980 THE LAST TRAIN

1983

1984 BUY THE LINE FROM CONRAIL FOR TEN DOLLARS

1991 DEMOLISHES THE SOUTHERNMOST FIVE BLOCKS OF THE HIGH LINE

1999

2003 DESIGN COMPETITION

2006 CONSTRUCTION BEGINS

2009 ON JUNE 8, HIGH LINE OPENS

Case Study

Program Case Study

Case Study 1 - Urban Connections High Line

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Roppongi Hills Connection Artelligent City Solar Bus Station / Cell Phone Recharger

Container Space

Basement Parking

Commerce

Residence

Case Study 2 - Multi Layered Residential

Bridges

Upper Level Open Space

Full Volume

Missing Space

Commercial Structure

Connection

Urban Open Space

Bicycle Station

LED Bike Path - Ground Level

Small Amphitheater

Gardens

Case Study 3

Ground LevelStragegy

Bike Lane Type

Bike Lane Plan in Broadway

Bike - Transportation System City Bike in New York City Bike

City Bike Route Map

City Bike Station

47-60 37-45 26-35

Bike Lane Type

Bike Lane Plan in Broadway

Site

Resions of Manhattan

Land Use of Manhattan

Special Purpose District

The Connection of Manhattan

Inwood

Fort George Hudson Heights

Washington Heights

Sugar Hill

Hamilton Heights

Manhattan Ville Harlem

East Harlem

Morningside Heights

Spanish Harlem

Manhattan Valley

Carnegie Hill

Upper Central Westside Park

Yorkville Upper Eastside

Lincoln Square Clinton

Lenox Hill Midtown Turtle Bay

Theater District

Hell’s Garment Kitchen District

Murray Hill Rose Hill

Kips Bay

Chelsea Inwood Inwood

Meat Packing District

west Village

Greenwich East Village Village NOHO SOHO

Alphabet City

Major Zoning

Nolita Bowery Lower Eastside Chinatown

Tribeca

Commercial Residential

Two Bridges

Park

Civic CTR Battery Park City

Industrial Financial District

1&2 Family Residential Multi-family Residential Mixed Use Open Space & outer recreation Commercial Institutions Industrial Parking Transportation / Utilities Vacant Lots

Special purpose district

1. Columbus Circle

1. Columbus Circle

Broadway 1

Broadway 2

Green Connection of Manhattan

Urban Open Space in Manhattan

Density Comparison

Annual Visitors : Whole Length : Programs : DayTime / Night Time :

2. Briant Park

2. 47th Street Time Square

3. Medison Square Park

3. 33rd Street

4. Union Square

4. 24th Street

5. City Hall Park

5. 17th Street

6. Battery Park

6. 10th Street Special purpose district

Resions of Manhattan

Land Use of Manhattan

Simplified Landuse Plan of Manhattan

Urban Open Space in Manhattan

Special Purpose District

City Bike Route Map

Broadway

City Bike Station

Inwood

Fort George Hudson Heights

Washington Heights

Sugar Hill

Hamilton Heights

Manhattan Ville Harlem

East Harlem

Morningside Heights

Spanish Harlem

Manhattan Valley

Carnegie Hill

Upper Central Westside Park

Yorkville Upper Eastside

Lincoln Square Clinton

Lenox Hill Midtown Turtle Bay

Theater District

Hell’s Garment Kitchen District

47-60 37-45 26-35

Murray Hill Rose Hill

Kips Bay

Chelsea Inwood Inwood

Meat Packing District

west Village

Greenwich East Village Village NOHO SOHO

Alphabet City

Nolita Bowery Lower Eastside

Chinatown

Tribeca

Two Bridges Civic CTR

Battery Park City

Major Zoning

Financial District

1&2 Family Residential Multi-family Residential

Commercial

Mixed Use Open Space & outer recreation

Special purpose district

Residential

Commercial Institutions Industrial

Park

Parking

Industrial

Transportation / Utilities Vacant Lots

Broadway Manhattan Bus Map

Special Purpose District / Subway Connection

Urban Open Space in Manhattan

1. Columbus Circle

Urban Open Space & Bike Lane Broadway Green Connection of Manhattan Density Comparison

Annual Visitors : 2. Briant Park

Whole Length : Programs : DayTime / Night Time :

3. Medison Square Park

4. Union Square

5. City Hall Park

6. Battery Park

Special purpose district

Street view on the High Line East West

30th

View on the High Line Ground Level

30th

29th

29th

28th

28th

27th

27th

26th

26th

25th

25th

24th

24th

23th

23th

22th

22th

21th

21th

20th

20th

19th

19th

18th

18th

17th

17th

16th

16th

15th

15th

14th

14th

13th

13th

12th

12th

Gansvoort svoort St.

Gansvoort St.

Low Line

Existing Condition

Upper Layer Pedestrian Walk way Upper Level Bike Path

Lower Layer Ground Level Bike Path

High Line Pedestrian Walk way (GL + 38’)

Ground Level Bike Path (Depth : 5ft)

Ground Level Resting Area

Bike Lane - Ground Level Type 1

27th St.

Type 2

28th St.

Type 3

29th St.

27th St.

26th St.

23rd St.

25th St.

22nd St.

20th St.

24nd St. 21st St. 19th St. 18th St. 17th St. 16th St.

12th St.

Bike Lane - Upper Level

Pedestrian Walk Connection Connect to Open Space

27th St.

28th St.

29th St.

30th St.

Ramp Up to Upper Level 29th Street

Upper Level Bike Lane Connect to Housing

10th Av.

Vertical Connection

Residential / Amphitheater

Residential / Open Space

Upper Level Bike Connection Pedestrian Walk Connection Connect to Amphitheater

Upper Level Connection 28th Street

22th St.

21th St.

20th St.

19th St.

10th Av.

Vertical Connection Ramp Down to Street Level 27th Street

Residential / Amphitheater Upper Level Bike Connection

Residential / Open Space

12th

15th

Housing 2 Luggage Center 29th

Amphitheater 1 28th

Amphitheater 2 27th

26th

Vertical Park 1

25th

24th

Market Vertical Park 2

23rd

Vertical Park 3

22nd

21st

20th

Open Library Amphitheater 3 19th

Housing 1 18th

17th

16th

15th

14th

13th

12th

High Lene

Ground Level

17th

19th

Housing 1 Ground Level

Upper Level

Housing 2

Ground Level

Upper Level

Housing Units

Type

A

B

A-1

B-1

B-2

C

21st

Amphitheater 1

Ground Level

Upper Level

Ground Level

Upper Level

Ground Level

Upper Level

Open Space

Amphitheater 2

22nd

23rd

Vertical Park 1

Ground Level

Upper Level

Vertical Park 2 / Market

Ground Level

Upper Level

Ground Level

Upper Level

Vertical Park 3

25th

27th

Open Library

Luggage Keeping

28th

29th

Bike Lack 1

Bike Lack 2

30th

Bike Line & Programs

12

13

Ground Level Bike Lane Start

18

Upper Level Bike Lane down

19

Housing

20

Housing

22

Amphitheater 3 Open Library Bike Ramp down

23

Bike Ramp up

24

Vertical Park 3 Market

27

Vertical Park 2

28

Vertical Park Bike Ramp Down

29

Housing Amphitheater 1

30

Housing Open Space Bike Ramp Up

Layer 1 : Upper Level Pedestrian Walk Way Bike Lane Connections to Programs

17th

18th

19th

20th

21st

22nd

23rd

24th

25th

26th

27th

28th

29th

16th 15th

Layer 2 : Ground Level 14th

Bike Lane Passthrough all Blocks 13th 12th

Layer 3 : Urban Context

12th

15th

17th

19th

21st

22nd

23rd

25th

27th

28th

29th

30th

Housing Luggage keeping