Urban Armature: A Multi-Level Superstructure

MATTEO ZINGALES

Wentworth Institute of Technology Masters of Architecture 2020

E R U NT AA BM RR UA

Urban Armature: A Multi-Level Superstructure

by Matteo Zingales Bachelor of Science in Architecture Wentworth Institute of Technology, 2019 Submitted to the Department of Architecture in partial fulfillment of the requirements for the degree of Master of Architecture at the Wentworth Institute of Technology, April 2020

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Matteo Zingales Author Department of Architecture

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Certified by Jennifer Lee Michaliszyn Thesis Supervisor

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Accepted by Kelly Hutzell Director of Graduate Programs

Š2020 Matteo Zingales. All rights reserved. The author hereby grants to Wentworth Institute of Technology permission to reproduce and to publicly distribute copies of this thesis document in whole or in part using print, digital, or other means now known or hereafter created.

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Plagiarism Statement I, Matteo Zingales, am aware of the academic standards for acknowledging non-original content through citation and other means of crediting sources. In compliance with the Institute Academic Honesty policy, this thesis does not explicitly or implicitly represent the work of others as my own, including written work whether copied verbatim or paraphrased, visual work whether directly reproduced or redrawn, or content prepared by a third party engaged in the selling of academic materials.

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To Mimmina─ Thank you for giving me the strength, determination, and desire to give everything my all and shaping me into the person I am today. I am deeply indebted to you. Rest in the sweetest of peace.

URBAN ARMATURE: A MULTI-LEVEL SUPERSTRUCTURE Matteo Zingales M.Arch 2020 | BSA 2019 Independent Advisor: Michael Wolfson Arch 9200 Methods: Curtis Perrin Arch 9200 Design As Research: Jennifer Lee Michaliszyn

ABSTRACT The urban realm can be reimagined as a multi-level public superstructure in order to increase public access, connectivity, and programming in Boston’s Seaport District which is becoming increasingly privatized and inequitable. This thesis explores the implications of increasing density within an urban environment and investigates how design can begin to preserve and enhance public programming on multiple levels while providing connectivity between downtown districts. Urban environments, such as Boston, already yield the benefits of multi-planar construction.

Verticality allows for more public space in a dense environment, therefore, in building toward the sky, multi-leveled pedestrian planes begin to emerge. Utilizing the existing fragments of a multi-planar network, this thesis bridges the gaps and closes the seams to create a viable and efficient framework for public connectivity and access.

Boston’s Seaport District hosts numerous framework scenarios for a multi-leveled public realm. Through scalar shifts, programmatic relationships are created from the pedestrian scale, to the building scale, and beyond to the urban and infrastructure scale. The superstructure supports different forms of connectivity and access to provide more equity for the public good. In doing so, the armature frame(s) and framework leverages the zoning and public right of way overlays in order to provide accessibility for citizens.

KEY WORDS: Access, Armature, Civic Engagement, Connectivity, Diversity, Equity, Frame, Framework, Ground Plane(s), Hub, Infrastructure, Network, Node, Public Realm, Public Right-of-Way, Superstructure, Zoning

Acknowledgements This thesis could not have been completed without the continuous support and guidance from many people. Each of the following people has pushed me to my fullest potential while continuing to support me throughout this process. To the fantastic faculty at Wentworth that have contributed, supported, and put in countless hours of their time to make this thesis possible, especially Jennifer Lee Michaliszyn─ thank you for your continuous support along this journey. To my independant thesis advisor, Michael Wolfson─ thank you for your generosity, dedication, and constructive criticism throughout the semester. To my parents, Joe and Teresa, as well as my sister Juliana─ thank you for being the best support system anyone could ever ask for and pushing me to follow my dreams. To my grandparents, Nonna, Nonno, and Vova─ I would not be the person I am today without you all. Thank you for being the best role models and showing me the yields of hard work, determination, and perseverance. To the numerous aunts, uncles, cousins, and family friends that I cannot mention because it would take the entirety of this book to list you all─ thank you for everything. Last but not least, to all of my friends who have made graduate school all the less frightening, especially the following: Adam, Angelina, Dassha, Jake, Jenny, Jorge, and Kyle─ thank you for always having my back, putting a smile on my face, and sharing countless laughs and memories with me.

KEY WORDS ► Access: noun* Permission, liberty, or ability to enter, approach, or pass to and from a place or to approach or communicate with a person or thing.

► Armature: noun* A framework used by a sculptor to support a figure being modeled in a plastic material.

► Civic Engagement: noun The quality of civic life within communities as it pertains to the development of a combination of skills, knowledge, values and motivation: the quality of life through both political and non-political processes

► Connectivity: noun* The quality, state, or capability of being connective or connected.

► Diversity: noun* The condition of having or being composed of differing elements: variety.

► Equity: noun* The money value of a property or of an interest in a property in excess of claims or liens against it: a right, claim, or interest existing or valid in equity.

► Frame: noun The scale through which an object is investigated, analyzed, or studied.

► Framework: noun* A basic structure underlying a system, concept, or text.

► Ground Plane(s): noun The theoretical horizontal plane receding from the picture plane to the horizon, beginning at the level of the base line.

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► Hub: noun* A center of activity: focal point

► Infrastructure: noun* The underlying foundation or basic framework (as of a system or organization).

► Network: noun* A fabric or structure of cords or wires that cross at regular intervals and are knotted or secured at the crossings.

► Node: noun A point at which subsidiary parts originate or center.

► Public Realm: noun An area that belongs to everyone, the general public.

► Public Right-of-Way: noun A designation of land, in this case for the public to access said land for transportation and circulation purposes.

► Superstructure: noun A large structure that encompasses advancements in technology, pushing the envelope of design, testing forms, and exuding continuity and progress towards the future of architecture.

► Zoning: noun* The act or process of partitioning a city, town, or borough into zones reserved for different purposes (such as residence or business) All definitions marked with an asterisk (*) are taken from Merriam-Webster.com

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CRITICAL REFLECTION

DESIGN OUTCOMES

LITERATURE REVIEW

EXPLORATION OF THE URBAN REALM

16 DESIGN RESEARCH

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CONTENTS

Abstract Acknowledgments

Key Words

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EXPLORATION OF THE URBAN REALM Thesis Statement & Argument

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LITERATURE REVIEW

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DESIGN RESEARCH

Chapter 91 (The Harbor Walk) Precedent Analysis Design Testing

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OUTCOMES

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CRITICAL REFLECTION

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Bibliography & Images

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Future of the City 20

Inevitability of Increasing Density 21

Moving into Vertical Space 22

Boston as a Testing Ground 23

Analyzing the Seaport and Fort Point 24 Channel

Future Development 34

Motivation Through Architecture 35 Audience 36

Density

Connectivity Program

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SEAPORT DEVELOPMENT (1995 - PRESENT)

1: EXPLORATION OF THE URBAN REALM This chapter aims to equip the readers with a basic understanding of the conditions and phenomena of multi-level public realms while identifying the Boston's Seaport District as a site for intervention. This chapter contains the following:

Thesis Statement & Argument Future of the City Inevitability of Increasing Density Moving into Vertical Space Boston as a Testing Ground Analyzing the Seaport and Fort Point Channel

Future Development Motivation Through Architecture

Audience

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THESIS STATEMENT The urban realm can be reimagined as a multi-level public superstructure in order to increase public access, connectivity, and programming in Boston’s Seaport District which is becoming increasingly privatized and inequitable.

ARGUMENT The increase of density in urban environments demands further development of the urban fabric. With the development of various sites by private entities, the public realm begins to become fragmented by the agendas of the private companies, diminishing connectivity, access, and civic engagement.

In architectural history, elevated streetscapes or public thoroughfares were not the most well-received. Moving the public realm into the sky presents numerous challenges. First, private entities close access to the connecting structure. Second, the need for activity and public programs for civic engagement is thus deterred even further by inaccessibility. With private companies holding the vertical realm hostage and preventing public interaction in the sky, the incorporation of these multi-level public realms would be a failure.

◄ Figure 01 Exploring the Skyscraper and its Ability to Establish a Viable Network for Public Interaction, (Matteo Zingales CC BY) Adapted from (© Pixabay and ©DBOX For CIM Group/ Macklowe Properties, accessed Nov 25, 2019).

In the case of the Seaport District in Boston, the beginnings of a complex multi-level public realm already exist. The opportunity to capitalize on this complex social and physical structure is imminent. Additionally, current zoning and overlay districts provide the Seaport District with endless possibilities. In Boston, the Chapter 91 Harborwalk overlay occupies the waterfront areas, which is a large part of the Seaport’s composition.

Rather than merely leaving this public right-of-way along the waterfront and bringing it into the superstructure allows for the continuation of the public realm and adequate transportation access to span throughout the design.

The basic framework of each urban environment has the bare minimum re-

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quirements to make multi-level public realms possible. To further support this, urban planning and development need to be in sync with the implementation of this multi-leveled network of civic engagement. Due to the current careless state and greed of urban planning and development, highend luxury and commercial enterprises are constructed for profit without any consideration for public engagement.

Simultaneously, the superstructure network that is created to connect and extend the once privatized public realm also protects this network of civic engagement from the effects of a rapidly intensifying climate. In a location that is extremely vulnerable to the impacts of climate change, this framework works as an asset to preserve and enhance public life within the city.

FUTURE OF THE CITY The general movement of people from rural and suburban areas to urban areas continues to increase rapidly. In comparison to history, urban populations skyrocketed from 751 million in 1950 to 4.2 billion in 2018. 1 While many of these cities continue to grow in population, many of them are also increasing in size. These urban environments are beginning to evolve into megacities, graduating to a list of 43 megacities across the globe by the year 2030. 2 Leading the world in urbanized regions as of 2018, 82% of Northern America’s population already resides in urban environments. 3 Imagine the world’s greatest cities: New York, London, Hong Kong, Tokyo, Los Angeles, and think of what these cities would be like with an increasing population and population density. Where would this growing number of people go? How would these cities prepare to accommodate the needs of millions of people within such a densely settled area? What would the future of development be like in urban environments? Although this inevitable occupation of the ground plane is imminent, beginning to connect the three-dimensional spaces within the already existing urban fabric is a viable solution.

Plagued with the inevitable, cities will begin to densify rapidly, and this

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CHAPTER 1: EXPLORATION OF THE URBAN REALM

process of densification poses many advantages to the urban environment.

For example, the increase in population will demand more efficient living which will benefit against the damaging effects of climate change. This process of densification poses many advantages to the urban environment.

The increase in density provides for more efficient living and benefits against the damaging effects of climate change. However, with density comes repercussions that are not beneficial to the public. Connecting the already existing multi-level public realm inevitably allows the city to relocate and restitch the diminishing public realm that was once on the ground plane in the sky. Allowing the public to begin to access areas in which private entities used to prohibit access to further allows these various multi-level connections to occur. Also, this newly established “norm” combats the intensification of the effects of climate change.

INEVITABILITY OF INCREASING DENSITY Urban density has always been a necessity for the success and development of cities. Throughout history, density has been seen as a double-edged sword, having its advantages and disadvantages. Colin McFarlane, the author of “The Geographies of Urban Density: Typology, Politics and the City,” elaborates on the historical notion of density within the urban environment. McFarlane goes on to state that density in the West has become less “vilified” and a source for “economic innovation” and simulation as well as being a sustainable route for ecological purposes and “social vitality.” 4 McFarlane goes on to continue to distinguish the differences between current density as a source for economic innovation and simulation versus previous perceptions of density throughout ancient cultures. Before having any conceived notion of what density actually is, Mesopotamians, Egyptians, and the Indus Valley were recognized and identified as large epicenters due to their relative density. 5 Throughout all of McFarlane’s analyses, density has emerged as a substantial contribution to the development and progression of cities. However, it has also contributed to the negative aspects of urban dwellers.

Although being extremely fruitful for the well being and development of the urban environment, McFarlane continues to describe issues in which

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urban density can become an issue to the well being of the residing citizens. Most notable to the pressing issues surrounding urban density is the development or understanding of how urban density contributes to the establishment of “slums.� 6 Aside from the creation of slums through urban density, the idea of densification has become a political endeavor. Political figures clearing slums in fears that it is unsanitary and destructive to the development of the city as a whole has been a reoccurring theme throughout history and even today. 7

MOVING INTO VERTICAL SPACE With the establishment and creation of such extreme density due to the massive migration of people to cities, the notion of occupying the vertical and three-dimensional realm becomes essential to maximize all available space within the urban environment. Currently, the skyscraper typology does this efficiently through the formal gestures and construction within the vertical realm. However, the current proforma of the skyscraper typology does not allow for anything other than privatized and inaccessible programming. This is due to the common notion that skyscrapers can occupy a small footprint, span numerous amounts of floors, and be programmed with office space. In its offtime, these skyscrapers are unoccupied and private, destroying the multi-level connection to the different segments of the city that are willing and able to be connected. In true Rem Koolhaas fashion, the skyscraper becomes an artifact or "junkspace" within the urban arena. This inaccessibility and privatized space diminishes the potential for more active and meaningful connections within the urban environment. Rather than hoarding vertical space, that outside of business hours would be a desolate wasteland of computers, etc. allowing these spaces to be better integrated for public access, connectivity, and programming is for everyone's benefit.

Within an age with extreme weather due to the increasing severity of climate change, urban environments across the globe are continuously threatened. The projected effects of a worsening climate threaten the development, wellbeing, and success of many cities. As many large cities reside along the coast, sea-level rise continues to pose a considerable

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threat. However, with the removal of privatized and inaccessible entities within the sky, more effective and fruitful engagement of the public realm within this multi-leveled public realm poses as an efficient way to combat the effects of climate change in urban environments.

Figure 02 ▲ “Boston Median Rent” Mapped: Boston Neighborhood Rents. This Median Rent Map highlights the increase in cost of living. The Seaport District median rent for a one-bedroom apartment is $3,000 per month, (Matteo Zingales CC BY).

Complementing this push towards the vertical realm, the continuation of the horizontal plane on this newly established multi-level public realm is critical to its survival. This development of the horizontal plane ensures and promotes density, activity, and engagement of citizens while being vital to the success of the multi-leveled infrastructure. Additionally, in the case of worsening climate conditions, this expansion would help alleviate the hardships imposed by rising sea levels by creating a second means of connectivity and access on this newly created plane.

BOSTON AS A TESTING GROUND Boston is a city that encompasses all of these characteristics. With such little space for growth, Boston’s current neighborhoods are already extremely dense or are increasing in density rapidly. More noticeably, Boston’s skyscrapers are becoming more privatized and unaccepting of public access. The most significant issue that Boston faces is the effects of climate change and how that will shape and inevitably destroy a lot of the city’s infrastructure and urban fabric. Even though these characteristics have the potential to enact a frightening future in Boston, how architecture can begin to find a solution to these problems is more interesting and exciting than the horrors accompanied by the unknown.

Through a more local lens, Boston has been experiencing continuous population growth for the past decade. 8 The city’s infrastructure, highways, built form, and bridges are all integral pieces that compose a framework for future growth and expansion into the vertical realm. Especially within rapidly growing communities such as the Seaport, Downtown, East Boston, the South End, and Dorchester, the development of viable land to accommodate current and future growth must take the needs of the public into consideration. 9

Figure 03 ▲ The “Boston Total Population” graphic highlights the continuous increase in population and density into the city, (Matteo Zingales CC BY).

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Analyzing Boston’s demographic composition begins to allow significant areas to emerge as essential contenders for development to occur. Investigating Boston’s median rent for a one-bedroom apartment, the city’s total population, population density, and household income put Boston as a whole in comparison with the numerous communities that compose the city.

Boston’s median rent for a one-bedroom apartment goes to show that the center of the city or the downtown area are the most expensive areas, with South Boston and the South End following right behind it (Figure 02) Unsurprisingly, when analyzing total populations of the various communities, the center, or downtown areas show to be the least populated. Thus, districts with lower rent have higher populations, and neighborhoods with higher rent have smaller populations (Figure 02, Figure 03). Shifting gears from population to population density proves to be extremely interesting. Districts within the downtown area show to have higher population densities as their populations are high, and their available land is low — the opposite shows to happen within the districts moving out of and along the outskirts of the city (Figure 04). Similar to the total population and median rent maps, Boston’s household income analysis is skewed as well, with the districts within the center of the city averaging over $200,000 (Downtown District) a year versus the surrounding neighborhoods that merely reach $150,000 a year (Figure 05).

Figure 04 ▲ “Boston Population Density” Population by Neighborhood in Boston. This graphic continues to highlight the increase in density within the Seaport District, (Matteo Zingales CC BY).

ANALYZING THE SEAPORT AND FORT POINT CHANNEL

Looking closer at regions within the city of Boston, the Seaport District (Fort Point Channel specifically) makes itself a viable contender as it has multiple aspects that are attractive within the urban fabric. The Seaport supports rapid development, innovative design, and program, as well as intricate zoning code overlays that could further the complexity of future design projects. While being an ideal district within Boston for the future of the city’s development, the Seaport embodies the potential to be home to a dense urban fabric in which elevating the datum public realm would be beneficial and supported. Although numerous benefits to the neigh-

Figure 05 ▲ The “Boston Household Income” graphic aims to highlight the rapidly increasing cost of living in many of Boston's districts. The Seaport District alone outlines a $150,000 - $200,000 cost of living range, (Matteo Zingales CC BY).

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borhood, the Seaport still poses issues due to the effects of climate change over time.

Figure 06 ▼ Aerial view of Boston's Seaport District (Foreground). Over the past couple of years, this waterfront has experienced rapid development and change. About five years ago, this same aerial would feature a desolate urban environment with numerous parking lots. (© Alex Maclean)

Looking throughout its history, the Seaport District used to be home to large spans of parking lot and concrete structures dedicated to selling and storing fish, which decades ago was the main driver of the district’s economy. Circa 1925, the economy of the Seaport, was centered along the waterfront, where sailors would go out to sea on boats to fish and bring their catch back to be stored and sold for profit. 10 The two main piers, the Fish and Commonwealth Piers, have currently be adapted to be Boston’s new World Trade Center as well as numerous restaurants dedicated to seafood even though fishing is not an essential feature to the economy of this neighborhood anymore. 11 With the introduction of the Moakley Courthouse in 1998, the Seaport area began rapid development of the considerable spans of parking lots and undeveloped parcels of land.

Prominent institutions such as the Institute of Contemporary Art (ICA) have established the Seaport as their home. 12 Fast forward to the early twenty-first century, and the neighborhood deemed the innovation hub of

SEAPORT DEVELOPMENT (1995 - PRESENT)

SEAPORT DEVELOPMENT (1995 - PRESENT)

<1995

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SOURCE: GOOGLE EARTH

Boston continues to undergo rapid transition and development. <1995 2005 2015 PRESENT SOURCE: GOOGLE EARTH

Bostonâ&#x20AC;&#x2122;s Seaport District (Figure 06), which currently is emerging as a large innovation hub within Boston, is rapidly developing.

Within the past five years, much of the waterfront, as well as the Fort Point Channel, has been constructed, bringing in hundreds of thousands of square feet of office space, retail, commercial, and residential space (Figure 07). Even more interestingly, the past two years have shown increasing speeds of construction within the Seaport District. With the current trend of rapid migration to cities, such development of the Seaport can begin to accommodate these needs. However, how does the design within the Seaport begin to provide a framework for future growth and development?

What happens when viable public space at the ground plane is taken for further development in the future? Is there a way that design can establish a framework that can be adapted in the future?

Although equipped with such rich and rapid growth, private

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Figure 07 â&#x2013;˛ Development of the Seaport District beginning in the year 1995 continuing to present day. Most of the development has occurred within the last couple of years. Today, many projects are still being proposed and approved by the Boston Planning & Development Agency (BPDA), (Matteo Zingales CC BY).

WORLD TRADE CENTER AVE SECTION

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GREENWAY & I-93 “BIG DIG” DEVELOPMENT PRODUCED A MULTI-LEVEL SCENARIO IN DOWN TOWN BOSTON WITH THE HIGHWAY TUNNEL BELOW GRADE AND THE ROSE KENNEDY GREENWAY AT GRADE.

CONGRESS ST

FORT POINT CHANNEL

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ROSE KENNEDY GREENWAY SECTION

Section cut examining the multi-level qualities of

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the Rose Kennedy Greenway in downtown Bos-

ton. This condition is due to the Big Dig Project which planned to bury Interstate 93 in a tunnel below resulting in a swath of greenery through the heart of downtown, now called the Rose Kennedy Greenway, (Matteo Zingales CC BY).

Figure 09 (Top, Page 26-27) Section cut examining the multi-level qualities of Summer St. in the Seaport District. As one of the main thoroughfares within the Seaport, Summer St. has a significant multi-level condition allowing the public realm to continue on both levels,

Rose Kennedy Greenway Section

(Matteo Zingales CC BY).

Figure 10 (Bottom, Page 26-27) Section cut examining the multi-level qualities of World Trade Center Ave. in the Seaport District.

Su

m Se mer ct ion St.

World Trade Center Ave. Section

Although not a heavily trafficked thoroughfare, World Trade Center Ave. crosses over many significant public thoroughfares within the Seaport, (Matteo Zingales CC BY).

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SUMMER ST SUMMER ST

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SUMMER ST, I-90, & GRADE SEAPORT’S ST BEGINS TO SUMMER ST,SUMMER I-90, & GRADE EXPERIMENT WITH THESTMULTI-LEVEL SEAPORT’S SUMMER BEGINS TO PUBLIC REALM WITH BRANCHING EXPERIMENT WITH THE MULTI-LEVELOVER NUMEROUS STREETS. I-90 PUBLIC REALM WITH ADDITIONALLY BRANCHING OVER FURTHER EXPANDS ON THIS IDEA. NUMEROUS STREETS. ADDITIONALLY I-90 FURTHER EXPANDS ON THIS IDEA.

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WORLD TRADE CTR AVE, I-90, & GRADE SEAPORT’S WORLD TRADE CTR&AVE BEGINS WORLD TRADE CTR AVE, I-90, GRADE TO EXPERIMENT WITHTRADE THE MULTI-LEVEL SEAPORT’S WORLD CTR AVE BEGINS PUBLIC REALM WITH OVER TO EXPERIMENT WITHBRANCHING THE MULTI-LEVEL NUMEROUS STREETS. I-90 PUBLIC REALM WITH ADDITIONALLY BRANCHING OVER FURTHER EXPANDS ON THIS IDEA. NUMEROUS STREETS. ADDITIONALLY I-90 FURTHER EXPANDS ON THIS IDEA.

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Figure 11 â&#x2013;ź Composite Site Analysis graphic highlighting the important components that compose the Seaport District. Although this graphic appears to depict strong connections between the Seaport District and downtown Boston, there are only three thoroughfares that provide connection to the Seaport. Additionally, with the current rate of rapid development in the district, such development demands greater connectivity and access, (Matteo Zingales CC BY).

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Figure 12 â&#x2013;ź

Figure 13 â&#x2013;ź

Infrastructures and Regulations for Access to

Infrastructure that contribute to the con-

the Seaport. From top to bottom, the Chapter

nected nature of the Seaport District to

91 Zoning Overlay (Harbor Walk) as well as the

the rest of the city of Boston. From top

Silver Line Transportation Route contribute to

to bottom, the three main thoroughfares

the accessible nature (or lack thereof) to the

through the Seaport, Summer St., Con-

Seaport District, (Matteo Zingales CC BY).

gress St., and Seaport Blvd. and the two main highways, I-93 & I-90, (Matteo Zingales CC BY).

ACCESS

CONNECTIVITY

PUBLIC PROGRAMMING

Figure 14 â&#x2013;ş Infrastructure and architecture that contribute to public programming to enhance equity and diversity within the Seaport. From top to bottom, (A) main attractions such as the ICA, World Trade Center, and Convention Center, (B) the major thoroughfares that pass by the Seaport, South Station and Broadway T-Station, and lastly, (C) the greenspaces around the area, especially the Greenway in downtown, (Matteo Zingales CC BY).

entities continue to develop the Seaport removing what once was utilized by the public. As a rapidly growing district, the Seaport must establish guidelines in which office headquarters, restaurants, nightlife establishments, and much more can all play a role in enhancing public equity.

Figure 15 ▲ Seaport Master Plan depicting the Sasaki's design proposal for the Seaport District. Numerous blocks are being transformed to allow mixeduse programming as well as a public thorough-

FUTURE DEVELOPMENT

fare or right-of-way (© Sasaki).

Central to the Seaport’s development is the current Seaport Master Plan that is currently being developed within the area. Designed by Sasaki, this mixed-use master plan brings numerous residences, and thousands of feet of office and retail space while moving to activate the Seaport’s waterfront (Figure 15). 13 The strive for a more active waterfront pairs with the development of a vibrant and more dynamic pedestrian community. With this district being the next upcoming neighborhood in Boston for innovation, the Seaport District caters to the needs of businesses while providing a more active public realm. Along with proposing thousands of square feet of office and retail space, this master plan also makes it a priority to incorporate various green spaces to activate this once industrial zone of Boston. 14 At a much smaller scale, multiple office parks and buildings such as the new GE Headquarters building along the Fort Point Channel and One Channel Center office building join the already dense concentration of of-

Figure 16 ▲ GE Headquarters along the Fort Point Channel.

Although an office building, the architecture responds and acknowledges the harbor walk and allows public access (© Gensler).

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fice developments within the Seaport (Figures 16). With the design of the new GE Headquarters, the Chapter 91 zoning code overlay becomes an essential aspect in the development of the public realm along the waterfront.

The design starts to allow the waterfront along the Fort Point Channel is dedicated to pedestrians. This mixture of a private entity and how it starts to acknowledge and accommodate the needs and desires of the public is essential in exemplary design for the future.

MOTIVATION THROUGH ARCHITECTURE Commuting to Boston (Figure 17) every day from the suburbs for the past five years has spawned an interest in the urban fabric. Throughout my experience as a student in architecture school, understanding the urban fabric and how cities evolve has become increasingly attractive to me.

Based on my own experience from observing and analyzing the various areas of Boston, it is evident that people are changing, societal “norms” are changing, and as a result, the buildings around them are changing to foster and emphasize these evolutions. The demand to adapt to accommodate the continuously changing needs of humans often manifests itself in unusual and curious ways in which the architecture of the building can begin to speak about the architectural era and society of when it happened.

Figure 17 ▼ Boston's Skyline as seen from the Charles River.

The Prudential and John Hancock Towers (now formally known as 200 Clarendon St.) dominate Boston's skyline (© King of Hearts / Wikimedia).

Over time, the notion of architectural movements and eras begin to manifest themselves in exciting ways in which cities become a blank canvas for testing new aesthetics, theories, and typologies. The emergence of the skyscraper typology and its history intrigues me the most. How the typology has evolved through history and the expression that the skyscraper takes on formally is continuously changing. The works of Zaha Hadid

Architects, Skidmore, Owings, and Merrill (Figure 18), as well as Diller Scofidio + Renfro, are all pivotal precedents and fantastic references to me.

It’s exciting to anticipate and speculate how the skyscraper typology will transform in the future. However, frequently, skyscrapers lack interesting programmatic and spatial relationships, accessibility due to programming, and public programming within the interior as they are designed to house office spaces.

This lack of programmatic relationship, inaccessibility, and lack of public programming really led me to wonder why this is? More interestingly, after being in Boston for so many years, and having the opportunity to explore all of the districts of the city, it had become evident that skyscrapers aren’t mutually exclusive to this issue. Boston’s Seaport District was also falling subject to this issue. Even though the Seaport District changed rapidly over five years, being in Boston for college, the district transformed in both positive and negative ways. The district so desperately needed change, development, and life at the beginning of my collegiate career.

However, over time, the district saw rapid development of private entities that, in turn, began to scrape up whatever was left of the public realm.

Although plagued with rapid private development, the Seaport has the means to be a genuinely engaging district. The development of the harbor walk is the basis for which this idea of enhanced accessibility, connectivity, and public programming could flourish. However, an investigation into how this could possibly happen? And what would it take, both by the public and the government, for this to occur would be necessary? These very questions are at the core of this thesis. With some progressive change, and the desire to enhance civic life and equity, the Seaport has the ability to thrive.

AUDIENCE The future of cities—their development, success, and innovation is in the hands of current architects, future architects, and simply everyone that worries about their lifestyles in years to come. Every citizen within an urban environment has the capability and moral obligation to be an active

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CHAPTER 1: EXPLORATION OF THE URBAN REALM

Figure 18 ▲ The tallest building in the world, the Burj Khalifa is centered in Dubai to act as an icon of progression towards the future through innovative design and construction (© Guinness World Records).

member in bringing about change. At the urban scale, every person that interacts with the urban environment should be worrisome of the future.

Each person should have the desire and impulse to enact change and want the best for the future generations and future iterations of the built environment.

To the architects that so dearly love the urban environment: continue the fight to bring and enact change within cities. Keep designing for the future, keep establishing a purpose for the future of cities, and keep the wellbeing and effectiveness of the urban realm at the world stage at the core of everything that comes to fruition. The essence of this thesis works around many of the ideas and notions created by urban planners and many architects that study and frequently practice in the urban environment.

To the future of the architecture profession and future architects: find the power and desire to enact change through the architecture that you all create within urban environments. This thesis works to instill creativity and inspire future architects to have the same desire to enact change at a larger scale that I have sought out throughout my architecture career.

Lastly, to the citizens that inhabit these urban environments: find the need and desire to love your environment and care about its future. This thesis looks to find a remedy to the future of cities in the age of climate change and rapid densification while also looking to enhance the public realm.

While responding to many of the effects that are threatening the future of cities, this thesis also seeks to provide a more fruitful and engaging public realm. One in which all levels of the city are accessible, and public recreation and engagement is preserved and sacred. The future of cities is in the hands of the people that inhabit them, learn to love and cherish them, it is your city.

37

Endnotes 1 United Nations: Department of Economic and Social Af-

12 Boston.com.

fairs, “68% of the World Population Projected to Live in Urban Areas by 2050, Says UN,” May 16, 2018. https:// www.

13 Sasaki, “Seaport Square Master Plan,” Accessed Novem-

un.org/development/desa/en/news/population/2018-revi-

ber 18, 2019, http://www.sasaki.com/project/447/seaport-

sion-of-world-urbanization-prospects.html.

square-master-plan/.

2 United Nations: Department of Economic and Social Af-

14 Sasaki, “Seaport Square Master Plan.”

fairs, “68% of the World Population Projected to Live in Urban Areas by 2050, Says UN.” 3 United Nations: Department of Economic and Social Affairs.

4 Colin McFarlane, “The Geographies of Urban Density,” Progress in Human Geography 40, no. 5 (October 2016): 630, doi:10.1177/0309132515608694.

5 McFarlane, “The Geographies of Urban Density,” 630.

6 McFarlane, 631.

7 McFarlane, 631.

8 World Population Review. “Boston Population,” October 29,2019. http://worldpopulationreview.com/us-cities/boston-population/.

9 World Population Review. “Boston Population.”

10 Boston.com. “Seaport District Through the Years,” July 14, 2015. https://www.boston.com/news/local-news/2015/07/14/ seaport-district-through-the-years.

11 Boston.com, “Seaport District Through the Years.”

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CHAPTER 1: EXPLORATION OF THE URBAN REALM

39

2: LITERATURE REVIEW This chapter attempts to frame, elaborate, and investigate the theories and documentation of architects that examine multi-level public realms and their characteristics of density, program, and connectivity. This chapter contains the following:

Density Connectivity Program

41

P R O G R A M

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CHAPTER 2: LITERATURE REVIEW

D E N S I T Y

C O N N E C T I V I T Y

Throughout the development of urban environments, the increasing densification of the urban fabric pushes civic engagement to become experienced and established on many levels within the city. Although dependent on the vertical realm for further expansion due to density, cities are increasingly becoming privatized, zoning off numerous stories of building from public access and connectivity. In the past, architects in the Modernist movement toyed with the idea of creating this utopian vision— an ideal society where the citizens live superbly under flawless conditions. 1 Analyzing Rem Koolhaas’s Delirious New York and the opposing viewpoints of Manfredo Tafuri’s Architecture and Utopia as well as Jason F. McLennan’s Transformational Thought paves the way for Adam Frampton’s Cities Without Ground and Neeraj Bhatia’s The Petropolis of Tomorrow to come to fruition.

The need to re-establish this multi-planar zone to provide further access to pedestrians, enhance civic engagement, and provide effective and efficient transportation connectivity to the surrounding urban community is essential.

DENSITY

◄ Figure 19 Images of three key precedents used to understand the implications of programming, density, and connectivity within urban environments (© Rem Koolhaas, © Adam Frampton, © Peter Cook)

The development of an efficient city depends on numerous characteristics, such as density. Although the parameters in which these characteristics occur are debated upon, the common denominator amongst the authors is the acknowledgment that some manifestation of density is beneficial.

Throughout history, the ideas in which urbanity proved advantageous for the public were those of transportation, efficiency, and the positive contributions to combating climate change. McLennan elaborates on these concepts describing that when people are spread out (urban sprawl), public transit becomes less efficient, the need for individual vehicles rises, pollution soars as an outcome, and the social and cultural fabric of urban environments begins to decrease. 2 At a much larger magnitude, Koolhaas celebrates the idea of density, stating that it is the “desirable modern culture.” 3 Koolhaas, Tafuri, and McLennan widely share the positive notion of some manifestation of density.

Even though agreeing on some manifestation of density, Koolhaas, McLennan, and Tafuri offer different viewpoints in which density occurs. At the

43

core of the different views amongst Koolhaas, Tafuri, and McLennan is the extent of urban density. Urban environments, at most, are established or distinguished from other settlements by the notion of density. Koolhaas’s attitude on density is one of hyperdensity, stating, “Manhattanism is the one urbanistic ideology that has fed, from its conception, on the splendors and miseries of the metropolitan condition – hyper-density – without once losing faith in it as the basis for a desirable modern culture.” 4 Koolhaas’s ideas behind hyper-density and it being a “desirable modern culture” for urban environments to adhere to are incredibly different from the views of Tafuri and McLennan. 5 McLennan goes to describe these cities as “Blade Runner-esque wastelands” and how their form and density contributes to negative human psychological factors. 6 In full, McLennan claims, “These Blade Runner-esque wastelands are as depressing as they are ridiculous and they are certainly not the kinds of places where we want our children and grandchildren to live.” 7 Tafuri’s ideas substantially align with McLennan’s extreme concern and fright of a dystopian future.

The idea that increasing density brings the possibility for creating a dystopian society is what both McLennan and Tafuri believe. Specifically, regarding McLennan’s ideas, McLennan thinks that there is a “sweet spot” for urbanity, height, and density. 8 McLennan goes on to state, “As you will see, a built environment within the sweet spot of height (assuming an urban fabric and most decidedly not isolated buildings in the landscape) results in the best mix of energy efficiency while retaining a fundamental human-to-nature connection.” 9 McLennan’s desire and thrive to maintain the human scale as the prevailing scale within the urban environment is greatly opposed by Koolhaas’s ideas of creating max density. On the contrary, Koolhaas describes how the New York City grid establishes the freedom of the built form in the three-dimensional realm. 10 Allowing to develop to the maximum allowable space within the grid is Koolhaas’s basis of his idea of Manhattanism and McLennan’s fear for an unsuccessful future.

Through Koolhaas’s analysis of Coney Island, specific factors and characteristics emerge as leading proponents for the development of Manhattan.

These characteristics also offset the viewpoints of McLennan’s ideology of

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CHAPTER 2: LITERATURE REVIEW

the essential city construct. With the development of the many different theme parks on Coney Island, Koolhaas dives into the driving factors each park. Luna park specifically utilizes density through the creation of skyscrapers or towers. 11 Koolhaas states, “Even if on the moon, Thompson has created the first City of Towers: functionless, except to overstimulate the imagination and keep any recognizable earthly realities at a distance.”

12 McLennan’s argument to this is two-fold: extreme height and density begin to become less resilient and inefficient, and the creation of numerous towers begins to diminish the “specialness” of the skyline and makes wayfinding difficult. 13 This notion of wayfinding being a problematic component of navigating a city can be seen currently within New York City’s Lower Manhattan skyline (Figure 20). Although plagued with “minarets” and “domes” throughout the base of Lower Manhattan, significant structures still lead as famous wayfinding pinnacles in the skyline. 14 15

Figure 20 ▼ Aerial image of lower Manhattan from the Upper Bay. The numerous towers depicted here can all be beneficial wayfinding markers when navigating through the city. (© Maureen Steinert).

As a factor of hyper-density, the ability to create and establish a public realm in all levels of the city becomes more natural to accommodate and accomplish with a Koolhaasian viewpoint on the ideas of density. However, McLennan and Tafuri would move to have this network of civic engagement, connectivity, and access maintained at the ground, which could potentially enhance and encourage private enterprises clogging up the vertical realm.

Before Koolhaas’s Delirious New York, the same ideas and notions of this utopian stance on city planning were examined within Reyner Banham’s

Megastructure: Urban Futures of the Recent Past. Banham goes on to describe The Plug-In City, a project by Peter Cook, predating Koolhaas’s analysis and experimentation of the ideological city construct, which he later names the theory of Manhattanism. As a part of the Modernist Era, many of the ideas and beliefs instilled within urbanists and architects were very similar; the idea of a perfect urban vision or utopia being one of them that Cook begins to experiment within many of his projects. However, in Banham’s case, redefining the ideas and concepts of the modernist era was the primary motivation.

Banham’s contributions to the Modernist era revolved around a more technical and scientific approach to design and architecture. 16 Anthony Vidler’s article, “Toward a Theory of the Architectural Program,” elaborates on the essential contributions made by Banham, stating, “… from Banham’s point of view, topology, perception, biology, genetics, information theory, and technology of all kinds” were the different characteristics that Banham deemed essential in redefining “modernist functionalism.” 17 Eventually, these characteristics became some of the most important and studied elements of Archigram’s designs and concepts. 18 The first publication layout of The Plug-In City was critical in understanding the fundamental ideas behind Cook’s key designs. The article in which the project was published, Amazing Archigram 4 Zoom, was all based upon science-fiction and how that manifested into realistic architecture.

19 During the ’70s, “Fantasists,” people that pondered upon the ideas and visions of the future, were intrigued by the images of the future and how it would begin to display in the present. 20 The exceptional layout of the journal, Amazing Archigram 4 Zoom, made viewers able to correlate various forms of graphic representation with thoughts and concepts that were erotic to the minds of “Fantasists” and Modernists alike. 21 Banham reports the words of Cook establishing a base understanding of the axonometric, stating, “It is heroic, apparently an alternative to known city form, containing futurist but recognizable hierarchies and elements.”

22 Cook goes to describe the design touching upon the structural planning of the grid and accommodating a monorail system to connect the different

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CHAPTER 2: LITERATURE REVIEW

Figure 21 ► Peter Cook's conceptual design, the Plug-In City. Not only did Peter Cook inspire the criteria for this thesis, but along with Adam Frampton, Cook inspired the axonometric method of representation to help depict numerous scales and detail(s) within the drawings. From this image, both an urban and spatial scale are understood (© Peter Cook).

cities, large arteries created for hovercrafts, and the massive cranes and balloons being an exaggeration so that it “was not going to be a deadly piece of built mathematics” (Figure 21). 23 At face value, the axonometric depicts the extreme perplexity and ingenuity of the new realized Modernist era that Banham dealt a whole lot of his time with: the ability to be systematic and act as an organism. Through the illustration, this temporal undertone is extremely evident with the numerous cranes moving pieces of program in and out of the superstructure as well as the linkages amongst many of the different forms of transportation (Figure 21).

CONNECTIVITY Exploring the Plug-In City further, Cook’s section drawing of the design is quite complex and exhilarating architecturally. With the abundance of functions occurring within the still image, the idea of access, connectivity, and civic engagement throughout all levels of the drawing can be realized as a crucial factor (Figure 22). Along with these essential urban traits, the new ideas set forth by Banham of the Modernist era were visible. The depiction of cranes as temporal components within the overall context of the

47

drawing to assemble elements as time goes on is increasingly appealing.

Portrayed in this image is the temporal quality of parts within the megastructure, which is happening within the still image. It is realized within the illustration that accessibility is an essential component of the design.

The grid of tubes connecting the lowest levels to the highest elevations of these honeycomb-like structures imposes this idea that public access is crucial and a critical component of the design (Figure 22).

The development of the Plug-In City begins to become McLennan and Tafuri’s worst nightmare. McLennan states the idea that density and height start to disrupt wayfinding by hiding significant markers within the city. 24 However, in the eyes of Koolhaas, Cook’s Plug-In City looks to be a prime example out of the theme parks of Coney Island and eventually resemblant, to an extent, of the Cosmopolis of the Future (Figure 23). 25 The depiction of the Cosmopolis of the Future provides a realistic illustration of some of the ideas portrayed within Cook’s Plug-In City. With density and height increasing rapidly to accommodate extreme populations, the need for more levels of connectivity and access becomes an essential infrastructure within the urban environment. 26 The illustration depicts large buildings surrounding a densely concentrated thoroughfare with car access. Air traffic and access to buildings look to be prominent characteristics of this illustration, and multi-leveled transportation infrastructure dominates the eye as well (Figure 23).

The Plug-In City and the Cosmopolis of the Future provide a setting for which other superstructure projects can be understood. Le Corbusier’s Fort L’Empereur, Algiers (Figure 24) project, and Kenzo Tange’s Tokyo

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CHAPTER 2: LITERATURE REVIEW

Figure 22 ▲ Section of Peter Cook's the Plug-In City. In addition to the axonometric drawings, this sectional method of representation also allows analysis of scale and details to be worked with efficiently (© Peter Cook).

Bay Project (Figure 25) all utilized massive superstructures to allow for temporal elements to fill in the framework over time. Additionally, these projects begin to ponder upon the idea of a multi-leveled structure forced or encouraged by density. This multi-leveled network supports public access on various vertical and horizontal levels. At a smaller scale, Alison and Peter Smithson’s Robin Hood Gardens touches on this idea (Figure 26) with the “streets in the sky.” This network in the sky provided a framework for residents to engage and connect in.

At face value, Cook’s Plug-In City’s characteristics, theories, and ideas are emulated in real life in Hong Kong. Adam Frampton’s Cities Without Ground follow these same ideas of interconnectivity, hyper-density, civic engagement, access, and height through the analysis of various superstructures in Hong Kong. Inevitably, in the case of Hong Kong, with extreme density and no room to grow, the vertical realm becomes the only viable direction for further expansion. Although Hong Kong’s development of the vertical realm sits well with the Koolhaasian belief, McLennan and Tafuri’s fear of extreme density and congestion becomes a reality.

PROGRAM Figure 23 ▲ The Cosmopolis of the Future experiments with multi-level design allowing different modes of transportation to occupy various levels of the built form (© Moses King).

Figure 24 ▼ Fort L'Empereur, Algiers (© Le Corbusier).

Frampton describes the composition of the urban fabric of Hong Kong through figure-ground relationships. Through this analysis, these figure-ground relationships start to demand for further programmatic relationships. 27 The scarcity of ground plane begins to make the links between the figure and the understanding of the program unclear. 28 Although true, this follows the complex programmatic relationships of the Plug-In City, the Cosmopolis of the Future, and Koolhaas’s infatuation with program. As seen within Coney Island, Koolhaas’s extreme interest in program can be seen within his analysis of the creation of the globe tower.

“In light of this colossal discrepancy, the Globe Tower must be seen as the

essence of the idea of skyscraper, the most extreme and explicit manifestation of the skyscrapers potential to reproduce the Earth and to create other worlds” Koolhaas states. 29 Like Koolhaas’s description of replicating the Earth through numerous built levels, Frampton exclaims that the mysterious activity can happen in any figure and further connect to other elements, whether vertically or horizontally, thus creating a delineation between program and circulation. 30 This strong programmatic relationship that was pushed to occur due to the density of the surrounding urban context is critical in enhancing civic engagement and connecting the surrounding community through means of circulation and public program.

While agreeing with the ideas of Koolhaas, Frampton concurs that strong programmatic connections are vital to the development of the urban realm.

“This proliferation of activity proves that public space does not require stable ground. Hong Kong demonstrates the viability and even robustness of public spaces that do not resemble a street or a square” Frampton states. 31 He continues with the description and inherent importance of the ground plane, stating that the ground plane is a continuous and stable datum. 32 The ground plane is the place in which all urban conflicts occur, whether it be public or private entities. 33 Through the comparison of New York and Hong Kong, Frampton describes the “cultural significance” of New York’s ground plane and how the surrounding context respects this space. 34 However, for Hong Kong, extreme density has pushed the city to utilize all available space. In this context, the words of McLennan and his severe opposition to the extreme density required to create this congestion of skyscrapers are severely lackluster. “Perhaps like our oil-addicted culture, the skyscraper was a brief interlude in human history – a 100-year experiment in density and height that was impressive but never meant to last,” Frampton cries. 35 McLennan’s opposition to congestion and density coincidentally is fought by Koolhaas’s celebration for which “Manhattan’s architecture is a paradigm for the exploitation of congestion.” 36

Figure 25 ▲ Tokyo Bay Project (© Kenzo Tange).

Figure 26 ▲ Robin Hood Gardens in London, England depicting the innovative "streets in the sky" in the

Frampton’s book goes to outline numerous precedents within Asia that have this strong multi-leveled network for civic engagement, connectivity, and access. Cities such as Hong Kong and Tokyo provide extremely

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CHAPTER 2: LITERATURE REVIEW

building. These "streets" proved to be a failure because there was a lack of activity and no real destination (© Alison & Peter Smithson).

Figure 27 ► Aerial image of Shinjuku Station in Tokyo, Japan. Due to density, the station is nestled within the already dense urban fabric which forces access, connectivity, and public programming to occur on many different levels (© Edomura no Tokuzo).

beneficial conditions for the creation of these multi-leveled public realms due to the extreme density of each city. However, in areas across the globe such as Minneapolis and Toronto, severe weather and the need for more efficient transportation connections and hubs is the driving force.

Places such as Hong Kong, require these cultural activities of “commerce, entertainment, public program” to continue off of the ground plane due to lack of space. 37 Taking Tokyo as a precedent, Frampton uses Shinjuku station (Figure 27) as a way to explain the infrastructure prescribed to extend and connect the cultural aspects of the ground plane underground while further reaching the ground plane into the sky through the creation of skyscrapers. 38 For McLennan, this idea of reaching into the sky becomes an unsustainable issue claiming that the money that was used to build these skyscrapers was dependent on fossil fuels. 39 Although most of the public program has left the ground plane, Frampton explains that the ground plane is still utilized for cultural and public life. 40 Within Hong Kong, the city employs and enhances the “three-dimensional connectivity” when it begins to eliminate the ground plane as a datum. 41 Frampton’s analysis of Hong Kong further moves to establish an understanding of the

51

multi-leveled public realm that begins to occur within the built structures due to the loss of the ground plane. An example used is the analysis of the Mong Kok area in which the multi-leveled program is depicted (Figure 28).

Through the diagrammatic illustration of the Mong Kok area, it is evident that there is a lower series of networks that connect numerous street entries while branching up to form what seems to be a high-rise, tower-esque form. Additionally, within the drawing, multiple vertical cores create a strong fabric that moves to connect all of the levels that are dedicated to the public, civic engagement, and access. Also, within the drawing, the various retail options within the network are called out to show that these commercial enterprises do not only occupy the more substantial lower levels but move up into the tower-like form. The strong programmatic relationship amongst all of the floors goes to prove the established multi-leveled public realm and how it can grow and expand.

Figure 28 â&#x2013;ź Adam Frampton's analysis of the Mong Kok area as well as other dense existing Eastern Asian cities proved to be extremely beneficial.

Along with Peter Cook's axonometric drawings, Frampton's analytical axonometrics allowed the method of representation to not only define architecture but also to depict activity and program. This method of representation will be experimented with in Chapter 3 Design Research (Š Adam Frampton).

The numerous ways in which the public realm grows and expands within these multi-leveled networks relate directly to many of the theories and concepts of the Metabolist movement. For example, Kenzo Tange’s Tokyo Bay Project (Figure 25), influenced by the Metabolist movement, outlines many of the ideas in numerous journals within Neeraj Bhatia’s The Petropolis of Tomorrow. Similar to the journals described within Bhatia’s culmination of works, McLennan’s ideology that humans thrive with organic and natural forms around us is the central notion of the Metabolist movement.

42 He goes on further to state, “Cities, like living organisms evolve over time.”43 These exact ideas are what pushed Archigram, Peter Cook, and Reyner Banham to explore the different outlets within the Modernist movement.

The journal, “The Island Organism” by Albert Pope within The Petropolis of Tomorrow, expands upon the idea of this manifestation of metabolist beliefs within the building. Pope states, “Like an organism adapted to a specific environment through natural selection, the room in the building, the building in the city, and the city in the landscape would be conceived as a holistic and unified relational structure fully adapted to its greater context.” 44 Pope’s idea in which the building’s exterior and interior responds directly to its surroundings and programmatic function follows the ideas of Koolhaas’s evolution of a more thoughtful Manhattanism and further expands upon Reyner Banham’s analysis of Peter Cook’s Plug-in City.

At a much larger scale, Pope’s description of the urban fabric and its organization and creation is much more descriptive of the Metabolist movement. Through his analysis of the Rockford Replanning by Ludwig Hilberseimer, Pope goes to elaborate on the planning of the urban fabric around the river that it was centered on. Pope describes how the move from a central city to a more linear city is the ideal condition in which many modernists would begin to think. 45 However, he states, “…his move to a linear organization was not made out of some fealty disciplinary commitment to modern suburbanism,” continuing that it was a direct response to the natural aspect of the river in which it was the typical response of an organicist. 46 Like Pope, McLennan also believes that the surrounding context should have some implementation and influence on the built form, essen-

53

tially making it an organism that responds to its surroundings. “The unique carrying capacities of each place– its community, its watershed, its ecosystem—must define the scale of the projects it houses,” McLennan states. 47 This idea is in extreme opposition to Koolhaas’s belief of max density, or hyper-density in which any reference of the Earth is not seen. 48 The numerous works analyzed, provide unique instances in which the built form within densely concentrated urban environments act as catalysts for further expansion and connection. The notion of an ideal urban environment and perfect living conditions through the idea of utopia becomes the core of each investigation. In the case of Rem Koolhaas, the congestion within urban fabrics provide fruitful frameworks for which the ground plane can be extended and elevated. Following this idea of creating a framework, Reyner Banham’s thorough analysis of Archigram’s Plug-in City furthers the understanding of the establishment of that framework and how humans begin to manipulate it to fulfill their necessities of program. Further developed within Adam Frampton’s analysis of the many different buildings within Hong Kong, the idea in which the ground plane is no longer the datum and the multi-leveled public realm begins to inhabit the built form and is thus connected to other structures is exceptionally beneficial in understanding this move into the sky.

The culmination of work within each text clearly outlines the benefits of a strong and effective programmatic relationship within the built form in urban environments across the globe. From New York to Hong Kong, different programmatic elements communicating within building structures on different levels have proven to enhance the public engagement of sites and in some cases, even begun to lift the public realm off of the ground plane.

Further implementing this move into the vertical domain provides more accessibility, connectivity, and civic engagement off of the ground plane which delineates the difference between public and private entities. This delineation enhances the many levels within buildings, pushing private entities and enterprises away from clogging the vertical realm and providing a more equitable network for all. Although many forms of creating multi-leveled networks proved to be helpful and beneficial in urban environments, many of them were occupied with commercial enterprises. How can this

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CHAPTER 2: LITERATURE REVIEW

multi-leveled network typology begin to change and accommodate other programmatic elements that would be beneficial for access, connectivity, and civic engagement? The analysis of many of these works proved fruitful in establishing a clear direction towards the development of a more engaging interaction of programmatic elements that influenced access, connectivity, and public programming.

55

Endnotes 1 Britannica Library, s.v. “Utopia,” accessed November 17,

2019, https://library-eb-com.ezproxywit.flo.org/lev

els/referencecenter/article/utopia/74563.

2 Jason F. McLennan, Transformational Thought, (Portland,

15 McLennan, 139 16 Anthony Vidler, “Toward a Theory of the Architectur

al Program,” October, no. 106 (Fall 2003): 59—74,

doi:10.1162/016228703322791025.

OR:Ecotone Pub., 2012), 134.

17 Vidler, “Toward a Theory of the Architectural Program.”

3 Rem Koolhaas, Delirious New York: A Retroactive Manifesto

of Manhattan, New ed. (New York: Monacelli Press,

1994), 10.

18 Vidler.

19 Reyner Banham, Megastructure: Urban Futures of the

4 Koolhaas, Delirious New York: A Retroactive Manifesto for

Recent Past, (New York, NY: Harper & Row, 1976),

93.

Manhattan, 10.

5 Koolhaas, 10.

20 Banham, Megastructure: Urban Futures of the Recent

Past, 93.

6 McLennan, Transformational Thought, 133.

21 Banham, 93.

7 McLennan, 133.

22 Banham, 94.

8 McLennan, 135.

23 Banham, 94.

9 McLennan, 136.

24 McLennan, 139 10 Koolhaas, 20.

25 Koolhaas, 84-5.

11 Koolhaas, 41.

26 Koolhaas, 84.

12 Koolhaas, 41.

27 Adam Frampton, Clara Wong, and Jonathan Solomon, 13 McLennan, 138-9

Cities without Ground: A Hong Kong Guidebook,

(Rafael, California: Oro editions, 2012), 30.

14 Koolhaas, 41.

28 Adam Frampton, Cities without Ground: A Hong Kong

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CHAPTER 2: LITERATURE REVIEW

Guidebook, 30.

29 Koolhaas, 75.

46 Bhatia, 99.

30 Frampton, 30.

47 McLennan, 154.

31 Frampton, 30.

48 Koolhaas, 41.

32 Frampton, 6.

33 Frampton, 6.

34 Frampton, 6.

35 McLennan, 140.

36 Koolhaas, 10 37 Frampton, 6.

38 Frampton, 6.

39 McLennan, 149.

40 Frampton, 6.

41 Frampton, 6.

42 McLennan, 139.

43 McLennan, 142.

44 Neeraj Bhatia, ed. The Petropolis of Tomorrow, AatR 47,

(New York, NY: Actar D, 2013), 98.

45 Bhatia, ed. The Petropolis of Tomorrow, 99.

57

3: DESIGN RESEARCH This chapter dives into the investigation of the research framed within the previous chapters to exploit design challenges and define plausible strategies for the Seaport's design. This chapter contains the following:

Chapter 91 (The Harbor Walk) Precedent Analysis Design Testing

59

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CHAPTER 3: DESIGN RESEARCH

CHAPTER 91 (THE HARBOR WALK) Bostonâ&#x20AC;&#x2122;s Seaport District encompasses numerous components, both physical and virtual. Beginning with the Chapter 91 Harborwalk overlay within the Seaport, different boundaries and harborwalk conditions are outlined to define the ways in which this virtual entity begins to manifest itself into the physical form. This analysis begins to examine the different harborwalk conditions within the Seaport District. Numerous samples of harborwalk spanning from the Fort Point Channel region of the Seaport District all the way out to the World Trade Center help define the many different forms that the Chapter 91 Harborwalk overlay can manifest itself into.

Depicted in the analyses are the different ways architecture plays a role in defining space dedicated to the public, giving a definition to the idea of the public right-of-way. From car lined parking lots being a boundary to the Institute of Contemporary Art cantilevering over an activated gathering space along the harborwalk, there are a number of ways that this zoning overlay can become more architectural and less of an after thought.

Aside from being solely a planar experimentation, the Chapter 91 Harborwalk overlay has the ability and essence of becoming something more engaging. Rather than remaining on the ground, what if this zoning overlay begins to work into the vertical realm? This would begin to break up the vertical arena as a privatized, inequitable zone. Branching the public rightof-way into the vertical realm further provides equity, connectivity, and access for the entire public to access.

Through this analysis, it has become evident that the Seaport District has numerous ways in which the public realm and architecture make a dynamic coupling.

â&#x2014;&#x201E; Figure 29 Various site photos along the harbor walk depicting the numerous different spatial con-

However, there are numerous areas within the Seaport that are desolate and left undeveloped, inaccessible, and lack connectivity to the downtown area. For example, as seen in the Gilette Headquarters section axonometric, the harborwalk is simply used for circulation down to the end of the Fort Point Channel, rather than being a destination. This simply could be

ditions existing within the Seaport. This inspired the spatial configurations of the armature which appears later in this chapter (Š Matteo Zingales).

61

ADJACENCY CONDITION Structures that are constructed directly adjacent to the armature.

Requirements: Private entity(s) proposing to construct a structure directly adjacent to the armature must engage the public right-of-way through public amenity(s) / public program.

Setbacks: •

Structure Adjacency Setbacks: 12’

•

Program Adjacency Restrictions: Residential

•

Armature Width: 24’ (maximum)

•

Elevation Change: N/A

•

Minimum Number of Dedicated Floors: 2

•

Height Restrictions: N/A

EXISTING HARBOR WALK CONDITIONS The adjacencies of the World Trade Center (Figure 31) and 250 Summer St (Figure 30) help to give the harbor walk its own unique spatial identity.

A

B Figure 30 (Top)

Figure 31 (Bottom)

250 Summer St harbor walk is

The harbor walk adjacent

directly adjacent to an exist-

to the World Trade Center is

ing structure. The harbor walk

constructed on an old wharf.

hangs over the water below

Although dedicated to the

creating a different harbor

public right-of-way the World

walk condition than the other

Trade Center harbor walk

existing configurations, (Mat-

seemed far to desolate more

teo Zingales CC BY).

than usual, (Matteo Zingales

B A

CC BY).

63

CANTILEVER CONDITION Any cantilevering structure that protrudes into the air-rights of the armature.

Requirements: Private entity(s) proposing to construct a cantilever within the air-rights of the armature must maintain a relatively light aesthetic that follows and or compliments the identity of the armature.

Setbacks: •

Structure Adjacency Setbacks: 12’

•

Program Adjacency Restrictions: Residential

•

Armature Width: 24’ (maximum)

•

Elevation Change: 0”

•

Minimum Number of Dedicated Floors: 1

•

Height Restrictions: 24’ (minimum)*

* Height restriction is based on the top of the finished floor of the exterior space to the bottom of the elevated structure.

EXISTING HARBOR WALK CONDITIONS The ICA's cantilever (Figure 32) activates the lower harbor walk space by creating a little niche for social interaction.

Figure 32 â&#x2013;˛ The Institute of Contemporary Art's (ICA) cantilever activates the harbor walk below not only through the adjacent and cantilevering architecture but with corresponding program as well. This segment of the harbor walk is always activated due to activities sponsored by the institution. The underside of the cantilever also features a form branching away from the main building form. This houses the media lab which has a direct view of the harbor walk and water below, (Matteo Zingales CC BY).

65

ENCLOSURE CONDITION Structures that engage the armature and enclose it (conditioned space) as part of the proposed design.

Requirements: Private entity(s) proposing to construct a structure that encompasses enclosing the armature must ensure 24/7 access by the general public to the armature (public right-of-way) while providing public amenities directly adjacent to the armature enclosure.

Setbacks: •

Structure Adjacency Setbacks: 0

•

Program Adjacency Restrictions: Residential

•

Armature Width: 24’ (minimum)

•

Elevation Change: N/A

•

Minimum Number of Dedicated Floors: 2

•

Height Restrictions: 12’ (minimum)**

** Height restriction is based on the top of the finished floor of the exterior space to the bottom of the elevated floor slab/ assembly above.

EXISTING HARBOR WALK CONDITIONS The proposal for a fully enclosed condition would push the envelope of access, public programming, and connectivity while suggesting interesting programmatic relationships between the interior and exterior.

67

OVERHEAD CONDITION Structures that pass within the air-rights of the city owned armature.

Requirements: Private entity(s) proposing to construct a structure that passes through the air-rights of the armature must maintain a light aesthetic that follows the identity and provide lighting to the public right-of-way.

Setbacks: •

Structure Adjacency Setbacks: N/A

•

Program Adjacency Restrictions: N/A

•

Armature Width: 24’ (maximum)

•

Elevation Change: N/A

•

Minimum Number of Dedicated Floors: N/A

•

Height Restrictions: 24’ (minimum)*

** Height restriction is based on the top of the finished floor of the exterior space to the bottom of the elevated structure.

EXISTING HARBOR WALK CONDITIONS The overhead passing of Seaport Blvd (Figure 33) activates, defines, and differentiates the lower harbor walk as its own space.

Figure 33 â&#x2013;˛ The overhead passing of Seaport Blvd. along the harbor walk creates another interesting space, although not utilized to its full potential.

Currently, the underside of this overpass entails filthy conditions and serves as a home for some of the homeless in Boston, (Matteo Zingales CC BY).

69

PARK ABUTMENT CONDITION Public green space [as defined and constructed by the adjacent private entity] dedicated to the public realm along the newly established public right-of-way.

Requirements: Private entity(s) constructing a park and structure directly adjacent to the armature must engage the park through public amenities.

Setbacks: •

Structure Adjacency Setbacks: N/A

•

Program Adjacency Restrictions: Residential

•

Armature Width: 14’ (minimum), 24’ (maximum)

•

Elevation Change: 1’-6” (maximum)

•

Minimum Number of Dedicated Floors: 2

•

Height Restrictions: N/A

EXISTING HARBOR WALK CONDITIONS The numerous park abutments (Figures 34 - 36) show the integration of public programming and access.

A

B

C

Figure 34 (Top)

Figure 35 (Middle)

The Spirit of Boston segment of

The Gillette Parking lot serves

Seaport Blvd. creates a condi-

as a direct abutment condition

tion wherein the harbor walk is

where the harbor walk buffers

directly adjacent to the harbor

the parking lot from the Fort

as well as Seaport Blvd. not re-

Point Channel, (Matteo Zingales

ally creating a barrier between

CC BY).

the two but rather that the har-

Figure 36 (Bottom)

bor walk is the barrier, (Matteo Zingales CC BY).

Seaport Commons is a park

C A B

along the harbor with the harbor walk directly abutting it, (Matteo Zingales CC BY).

71

PARTIAL ENCLOSURE CONDITION Structures that engage the armature and partially enclose it (unconditioned space) as part of the proposed design.

Requirements: Private entity(s) proposing to construct a structure that encompasses enclosing the armature must ensure 24/7 access by the general public to the armature (public right-of-way) while providing public amenities directly adjacent to the armature enclosure.

Setbacks: •

Structure Adjacency Setbacks: 0

•

Program Adjacency Restrictions: Residential

•

Armature Width: 24’ (minimum)

•

Elevation Change: N/A

•

Minimum Number of Dedicated Floors: 2

•

Height Restrictions: 12’ (minimum)**

** Height restriction is based on the top of the finished floor of the exterior space to the bottom of the elevated floor slab/ assembly above.

EXISTING HARBOR WALK CONDITIONS 303 Congress Street's partial enclosure (Figure 35) helps to provide shelter from the elements while maintaining a sense of being outside.

Figure 37 â&#x2013;˛ The partial enclosure of 303 Congress St. provides interesting threshold changes between what could be exterior to interior and vice versa while maintaining a publicly accessible right-of-way, (Matteo Zingales CC BY).

73

because of a lack of destination at the end of the Fort Point Channel and lack of development in the area but it could also be a result of a lack of architectural definition and attention to the public right-of-way which is the harborwalk.

Other zones such as the Institute of Contemporary Art, Seaport numbers 2 and 3 and Seaport Blvd. have extremely active and vibrant pedestrian life due to commercial enterprises within the region, recreational opportunities and easy access to the harborwalk. Bringing these to the next level would encompass the ideas of this thesis and engaging the vertical realm while providing further connectivity and access between the Seaport District and the downtown Boston area.

PRECEDENT ANALYSIS The following case studies examine different qualities and components of program that introduce an emphasis on the public right-of-way. Spanning from residential buildings to major transportation hubs, the public rightof-way contributes to the unity of program and circulation space.

The ways that each of these case studies implement ideas of pedestrian circulation, access, connectivity, and/ or engagement are key in defining the ways that architecture is able to accomodate these integral components into the urban fabric.

Additionally, each of these case studies provides a basis for fruitful criticism in the ways that architecture can start to push circulation, access, and connectivity to be more engaging of the public right-of-way. Through the analyses of each precedent, not only are positive characteristics examined, but the negative characteristics of each are examined as well whether it be lack of density, or connection, as well as varying hours of operation which would ultimately destroy the idea of public access during certain hours along the public right-of-way.

Figure 38 â&#x2013;ş The categorization of the precedents based on their programming. This set of precedent analyses helped define the criteria for this thesis: connectivity, access, and public programming.

Additionally, it highlighted the many successes and failures of multi-level public realms, (Matteo Zingales CC BY).

74

CHAPTER 3: DESIGN RESEARCH

MOVEMENT / TRANSPORTATION Exploring the creation of multi-level public realms as a mode of movement and transportation in high density areas.

South Station Transportation hub, solely for purposes of transportation: ticketing, boarding, etc.

“The Path” Toronto

Shinjuku Station

Robin Hood Gardens

Culmination of a major transportation hub and commercial enterprises

Pedestrian movement in the sky for residents.

Lower network of underground networks connection multiple commercial and entertainment enterprises.

Combination of commercial, residential, and transportation.

“Skyway” Minneapolis Network of offices, commercial spaces, and a form of transportation via sky bridges

Design Test 3

Design Test 1 & 2 Conglomeration of commercial enterprises fueled by residential quarters.

Establishing a commercial basis for the creation of a multi-level network of civic engagement.

Connecting and extending multilevel civic engagement through residences.

COMMERCIAL

RESIDENTIAL

75

Shinjuku Station Shinjuku Ward, Tokyo, Japan Transportation | Commercial Enterprises

Shinjuku Station in Tokyo, Japan pushes the boundary between accomodating the public right-of-way and being placed within an extremely dense urban fabric. Due to the surrounding context, the station floats above the tracks and distributes the public realm along numerous floors of commercial enterprises and different modes of transportation.

Although extremely dynamic in the ways the station accomodates lack of land to expand upon, the station’s operating hours prohibit public access to the public right-of-way. This continues to disrupt connectivity and access for pedestrians.

Figure 39 ▲ Aerial image of Shinjuku Station in the Shinjuku Ward of Tokyo, Japan. Within this graphic, the extremely dense urban fabric and multi-level public realm is featured through the architecture of the station itself (© Edomura no Tokuzo).

Figure 40 ► Axonometric sketch of Shinjuku Station highlighting key components of the station and its surrounding urban environment, (Matteo Zingales CC BY).

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CHAPTER 3: DESIGN RESEARCH

Multi-Level Structures

Context

Because of the extreme density of

Based in Tokyo, Shinjuku Station is

the surrounding urban fabric, the

surrounded by an extremely high

need for a multi-level footprint was

density urban fabric. Footprint of

essential.

the station is nestled in between the congested urban fabric.

Public Right-Of-Way Train Station Train tracks occupy the ground level while the footprint of the building hovers over it.

Exterior of building acts as an important part of the urban realm.

However, the interior space also acts as an important part of the public right-of-way.

77

Robin Hood Gardens London, England Residential Buildings | “Streets in the Sky”

London’s Robin Hood Gardens begins to break away from the ideas of heavily traffiked commercial enterprises and transportation hubs. As a residential building, Robin Hood Gardens sought to further the connection and community aspect of public housing in an effort to create a strong community fabric. This was attempted through the creation of “streets in the sky” which aimed to provide residents with ample space for play, communication, and relaxation.

Figure 41 ▲ Perspective view of Robin Hood Gardens showing the "streets in the sky" as the voids every three floors. As seen within this image, the residential block is not connected to anything that would fuel density (© Archinect).

Figure 42 ►

Although innovative at the time, the “streets in the sky” ultimately failed due to a lack of eyes on the street, density, and no real destination. It became an ideal for crime and trash to be thrown.

78

CHAPTER 3: DESIGN RESEARCH

Perspective sketch analyzing key components of Robin Hood Gardens, (Matteo Zingales CC BY).

Modernist Exploration Non-rectilinear quality of the building in addition to “streets in the sky” contributed to the fresh ideas depicted in the Smithson’s design.

Public Right-Of-Way Robin Hood Gardens set out to provide further connectivity with “streets in the sky.”

Residential Quarters Residential quarters aimed to provide density within the site.

The Downfall Although based with good intentions, the lack of density and no real destination on each level plagued

Public Spaces

the “streets in the sky” with crime and

Smithsons envisioned spaces for recreation, socialization, and interaction on each of the third floors.

unsanitary conditions.

Fundamental Architecture Series of “streets in the sky” take precedent over the architecture itself.

79

“PATH” Toronto, Ontario, Canada Transportation Hub(s) | Commercial Enterprises

Toronto’s series of tunnels called the “PATH” work to incorporate continuous access between major businesses and areas of the city with numerous transportation hubs and stops. Unlike Shinjuku or South Station, the “PATH” is opened continuously, providing 24:7 access to the series of tunnels for circulation and transportation in the city.

Figure 43 ▲ Partial segment of the PATH in Toronto, Canada. The PATH is a series of tunnels and skybridges that connects many different locations in the city while shielding citizens from the Canadian climate. By doing this, a multi-level condition was created (© Toronto Financial

Although extremely efficient, the “PATH” remains underground (in very few instances within a skybridge) due to private entities occupying the vertical realm. There is no real interaction between the “PATH” and other levels of the city.

District).

Figure 44 ► Series of sketches highlighting important aspects of the PATH. Programming and access were key components that were investigated, (Matteo Zingales CC BY).

80

CHAPTER 3: DESIGN RESEARCH

Train Station Along the “PATH” there are numerous train stations that further connect the city while acting as nodes for

Enclosure

different segments of the “PATH” for

Due to cold climate, the enclosure

connection.

shields pedestrians from experiencing the elements.

Fairmont Royal York Hotel connected to the “PATH” by a major train station (Union Station).

Public Right-Of-Way It’s essential to note that the “PATH” is constantly accessible 24/7 whether the commercial enterprises are open or not. This truly dedicates the space to the public realm for the people.

Union Station Multi-Level Public Realm Although mainly tunnels, the “PATH” is also comprised of numerous skywalks to further connect the network

Major transit hub providing density and circulation to the “PATH” for constant activity, access and connectivity.

around the city.

81

The Minneapolis Skyway Minneapolis, Minnesota, USA Transportation Hub(s) | Commercial Enterprises

The Minneapolis Skyway holds the title for being the longest, contiguous system of skybridges in the world. The Skyway boasts 9.5 miles of continuous pathways connecting many different commercial enterprises and major destinations within Minneapolis. This system begins to alter the planning of the buildings interiors that it connects disregarding private entities and dedicating a path to the public right-of-way.

However, the Skyway falls into the same trap of having different operating hours. This begins to cut off access and connectivity to the public realm.

Figure 45 ▲ Perspective view of the Minneapolis Skyway in Minneapolis, Minnesota. Here the series of skybridges and the multi-planar nature of them is evident. However, these skybridges deteriorate the conditions of the public realm at grade (© Renee Jones Schneider).

Figure 46 ► Series of section sketches highlighting the key components of the Skyway, (Matteo Zingales CC BY).

82

CHAPTER 3: DESIGN RESEARCH

Program Multi-level structure allows programDown Fall

matic relationships amongst floors to

Although extremely innovative, the

occur.

Skywayâ&#x20AC;&#x2122;s scope and large network is owned by many different companies and operate on different hours.

Public Right-Of-Way Multi-Level Structure Density of urban context and built fabric lend the Skyway to be successful in connecting office towers and

Not only is the Skyway the public realm, but the street level remains a thriving public realm as well. Resemblant of Chapter 91.

commercial enterprises.

83

HOUSING

TERIOR

ACES/ EX

GREEN SP

◄ Figure 47 COMMERCIAL/ RETAIL SPACES

Reimagining the skyscraper to implement interconnectivity through program and access.

Program occurs on multiple levels within this skyscraper scenario. However, the inevitable

CIVIC SPACES

nature of the skyscraper is the fact that it will eventually become privatized as it has a private owner, (Matteo Zingales CC BY).

R

XTERIO

CES/ E

SPA GREEN

CIVIC SPACES

COMMERCIAL/ RETAIL SPACES

◄ Figure 48 Lower level of this same scheme allows for public programming to allow the public rightof-way to allow the public to go to elevated levels within the tower structure. The free and permeable groundplane allows access to the harbor walk, (Matteo Zingales CC BY).

ACCESSIBILITY TO WATER FRONT

84

CHAPTER 3: DESIGN RESEARCH

Design Test A - Exploring the Frames Frame: Beginning investigation into the building scale, moving into the superstructure scale at the end of the design test.

Method: Experimenting with model making, collaging people into the photograph for scale, and finishing with annotating program and activity.

Criteria: Density of activity, access through the means of the public right-ofway, connectivity amongst levels, and public programming.

Outcome: The outcome of this design test was the realization that a superstructure design is most beneficial to really enhance access, connectivity, and public programming. Additionally, this design test brought up the interest in the already existing multi-level condition on Summer St. and World Trade Center Ave. Reflection: Reflecting back on this design test, it made it evident that the superstructure scale was going to be extremely important for the rest of this thesis. However, I wish I moved away from the skyscraper typology sooner and fully realized that this thesis would culminate into an urban planning investigation and design.

85

HOUSING

GREEN SPACES/ EXTERIOR

◄ Figure 49

COMMERCIAL/ RETAIL SPACES

Reimagining the skyscraper form to better integrate it within the surrounding context. Scheme also aims to adjust form to better integrate the connection of program amongst the levels and interior, (Matteo Zingales CC BY).

GREEN SPACES/ EXTERIOR

COMMERCIAL/ RETAIL SPACES

◄ Figure 50 Lower level of scheme provides access and connectivity to the harbor walk while still allowing public programming to bring people along the public right-of-way onto the many different

ACCESSIBILITY TO WATER FRONT 86

CHAPTER 3: DESIGN RESEARCH

levels of the building, (Matteo Zingales CC BY).

GREEN SPACES/ EXTERIOR

CIVIC SPACES

RAMP DOWN TO COMMUNITY

COMMERCIAL/ RETAIL SPACES

Figure 51 ► Second iteration of reimagining the skyscraper while further integrating program and site context, (Matteo Zingales CC BY).

ACCESSIBILITY TO WATER FRONT

CIVIC SPACES GREEN SPAC

ES/ EXTERIO

R

Figure 52 ► Lower level of scheme allows the public to easily access the next elevated level where the greenspaces would be directly adjacent to the

COMMERCIAL/ RETAIL SPACES

civic spaces, (Matteo Zingales CC BY).

ACCESSIBILITY TO WATER FRONT

87

â&#x2014;&#x201E; Figure 53 Exploration of the superstructure and its ability to promote connectivity, access, and public programming, (Matteo Zingales CC BY).

â&#x2014;&#x201E; Figure 54 Bridge connection across the Fort Point Channel depicts lots of activity fueled by adjacent programming in the superstructure as well as access and connectivity across the Channel, (Matteo Zingales CC BY).

88

CHAPTER 3: DESIGN RESEARCH

Figure 55 â&#x2013;ş One of the primary vertical connections allowing public programming and access to work its way into the superstructure and over the Fort Point Channel, (Matteo Zingales CC BY).

Figure 56 â&#x2013;ş Lower level of the superstructure depicting the adjacency of the superstructure to the harbor walk that is existing. Superstructure to act as a secondary leg of the harbor walk to cross over the Fort Point Channel, (Matteo Zingales CC BY).

89

Node A

Node B Node C Node E Node D

Node F

90

CHAPTER 3: DESIGN RESEARCH

Figure 57 â&#x2013;ź The Ladder Scheme of the armature experimenting with location. This scheme aimed to provide additional transportation to the district while focusing on the three key criteria of the thesis:enhance connectivity, access, and public programming. The Ladder Scheme included key nodes that would be instrumental along the armature as key transit stops to connect to various major destinations and already existing public transportation stops, (Matteo Zingales CC BY).

Design Test B - Masterplanning the Armature Frame: Urban planning scale, moving into the superstructure scale, and then focusing on the building scale in specific nodes.

Method: Experimenting with site plan as well as hand-drawn axonometric drawings investigating the building and broader urban scale.

Criteria: Density of activity, access through the means of the public rightof-way, connectivity between downtown Boston and the Seaport District, and public programming.

Outcome: The outcome of this design test was the realization that the infrastructure was going to be deemed an armature and aim to provide further access, connectivity, and public programming to a disconnected and inequitable section of the city. Lastly, Summer St. and World Trade Center Ave. were solidified as key contenders for the planning of the armature.

Reflection: Design Test B was extremely instrumental throughout my thesis process. It defined the the main backbones for the armature and identified the infrastructure. Additionally, this design test highlighted the need for node experimentation to examine the interaction between the armature and the adjacent architecture.

91

Node A Connecting Rose Kennedy Greenway to the Seaport through the creation of the armature.

Node B Connecting node to public interests: ICA. Carving existing building to suit the needs of the public: civic engagement, access, and connectivity.

Node C World Trade Center as critical node in armature connection for transportation.

92

CHAPTER 3: DESIGN RESEARCH

Node D World Trade Center Ave repurposed to accomodate pedestrians and modes of transit (subway).

Node E Repurposed Seaport Blvd to accomodate new modes of transportation (subway), connectivity, access, and civic engagement.

Node F Convention Center as a major transportation hub connecting public transit while dedicating elevated Summer St to civic engagement,

HARBOR WALK

access, and connectivity.

Figure 58 â&#x2013;˛ Node experimentation focusing on the several different nodes along the armature and how the armature can engage the adjacent existing architecture. Said existing adjacent architecture would be reprogrammed to enhance connectivity, access, and public programming, (Matteo Zingales CC BY).

ACCESS

93

Broadway T Station Affordable Housing Transportation Hub

West 2nd St Artists Lofts Offices

94

CHAPTER 3: DESIGN RESEARCH

Design Test C - Exploration of Node Interventions

World Trade Center Maritime Museum

Frame: Focusing on the building scale and the possible incentives adjacent owners to the armature could utilize for contributing and connecting to the armature.

Method: Experimenting with site plan as well as axonometric drawings investigating the building and broader urban scale.

Criteria: Density of activity, access through the means of the public rightof-way, connectivity between downtown Boston and the Seaport District, and public programming.

Outcome: The outcome of this design test was the realization that the infrastructure wants to connect to already established public transportation stations. The idea of incentivizing adjacent architecture to the armature in the event that the owner decides to engage the armature was also realized.

Reflection: Throughout Design Test C I spent too much time focusing on designing specific things for each node. The exploration should have simply ended at the following incentive analysis graphics in Figures 057 - 059. This design test also did not pay as much attention to the importance of South Station when it should have focused on it as well as the Broadway T Station.

Grocery Store Athletic Park

Figure 59 â&#x2013;˛ Masterplan of key nodes along newly planned armature location. Highlighted nodes also experiment with possible programming to enhance equity within the Seaport District and give the community common necessities, (Matteo Zingales CC BY).

95

Broadway T Station

Adjusted FAR / Building

STEP 1: TYPE OF TYPICAL DEVELOPMENT

Height Code:

Current Maximum FAR / Building Height Code: Current maximum allowable FAR per zoning code. However, new zoning code would permit higher FAR / building height if owner allows armature and maintains armature.

Broadway T Station Existing Broadway T Station air rights can be sold to developers for affordable housing and to enhance access, connectivity, and civic engagement.

STEP 2: OPTIONS & INCENTIVES

New Maximum FAR / Building Height

96

Under New Zoning Code Developer(s) are able to build more rentable square footage.

New Zoning Under new zoning, developers can build higher if they dedicate a number of levels to the public realm.

Broadway T Station

CHAPTER 3: DESIGN RESEARCH

STEP 3: THE HYBRID

Affordable Housing Units

Transportation Hub Broadway T Station

RTATION HUB

ON TO THE BROADWAY TO FURTHER CONNECT APORT AREA TO THE MAIN SPORTATION NETWORK.

THE ARMATURE AUTONOMOUS VEHICLES LOCATED ON THE LOWER LEVEL OF THE ARMATURE ALLOWING FOR CIVIC ENGAGEMENT, ACCESS, AND CONNECTIVITY TO OCCUR ON THE TOP LEVEL.

Figure 60 â&#x2013;² DIRECT ACCESS TO THE BROADWAY T STATION FROM THE HARBOR WALK.

Broadway T Station node experimentation.

Examining the possibility of incentives as it per-

HOUSING HOUSING HOUSING HOUSING HOUSING HOUSING HOUSING HOUSING HOUSING HOUSING HOUSING

HARBOR HARBOR H WALK ALK ALK WALK

PROGRAM

HOUSING

TRANSPORTATION RANSPORTATION R A PO PORTATION O HUB B

TRANSPORTATION BROADWAY HUB T STATION BROADWAY T STATION

tains to armature engagement, access, and public programming, (Matteo Zingales CC BY).

THE PROGRAM 97 THE ARMATURE AUTONOMOUS VEHICLES LOCATED ON THE LOWER LEVEL OF THE ARMATURE

West 2nd St Adjusted FAR / Building

STEP 1: TYPE OF TYPICAL DEVELOPMENT

Height Code:

Current Maximum FAR / Building Height Code: Current maximum allowable FAR per zoning code. However, new zoning code would permit higher FAR / building height if owner allows armature and maintains armature.

Typical Office Building Development Typical office development building by developer(s). No public access, connectivity, and/or civic engage-

STEP 2: OPTIONS & INCENTIVES

ment occurring within the building.

New Maximum FAR / Building Height Under New Zoning Code Developer(s) are able to build more rentable square footage.

New Zoning Under new zoning, developers can build higher if they dedicate a number of levels to the public realm.

Typical Office Building Development

98

CHAPTER 3: DESIGN RESEARCH

STEP 3: THE HYBRID

Offices

AFFORDABLE HOUSING UNITS

HOUSING HOUSING HOUSING Artists Lofts HOUSING HOUSING HOUSING

HARBOR H WALK ALK ALK

OFFICE SPACE WITH ADDITIONAL RENTABLE SQUARE FOOTAGE.

THE ARMATURE

TRANSPORTATION HUB NEW ADDITION TO THE BROADWAY TRANSIT HUB TO FURTHER CONNECT GREATER SEAPORT AREA TO THE MAIN PUBLIC TRANSPORTATION NETWORK.

AUTONOMOUS VEHICLES LOCATED ON THE LOWER LEVEL OF THE ARMATURE ALLOWING FOR CIVIC ENGAGEMENT, ACCESS, AND CONNECTIVITY TO OCCUR ON THE TOP LEVEL.

TRANSPORTATION RANSPORTATION R A Parking PORTATION PO O Levels HUB B BROADWAY T STATION

DIRECT ACCESS TO THE BROADWAY T STATION FROM THE HARBOR WALK.

AY T STATION

OFFICES OFFICES OFFICES OFFICE OFFICES OFFICE OFFICES OFFICE OFFICE CAFE

THE PROGRAM

Figure 61 â&#x2013;²

West 2nd St. node experimentation

ARKING LEVELS

looking into providing public program-

OWER PARKING LEVEL ORKS IN PART AS A ESILIENCY STRATEGY IN E EVENT OF A MAJOR EATHER EVENT AND

ming as part of a private development and the incentives to complement this

ARTISTS SCHOOL ENGA ARMATURE LOCATING OFF THE MAIN THOROU ALLOWING PEDESTRIAN VISIT.

OFFICE CLASSROOMS CAFE

EXHIBITION CLASSROOMS C CLASSR M

E EXHIBITION N PARKING PARKING PARKING

PARKING

HARBOR WALK

PUBLIC ART SCHOOL FOR YOUTH AND THE COMMUNITY TO LEARN ABOUT ART, HISTORY AND EXHIBIT WORK OF LOCAL ARTISTS.

AUTONOMOUS VEHICL THE LOWER LEVEL OF TH ALLOWING FOR CIVIC ACCESS, AND CONNEC OCCUR ON THE TOP LE

HAR HARBOR R WA A WALK

ARTISTS FOR HUMANITY: SCHOOL FOR THE ARTS

CIRCULATION

PROGRAM

OFFICE SPACE WITH ADDITIONAL RENTABLE SQUARE FOOTAGE.

C CIRCULATION

OFFICES ABOVE (+ 1-2 LEVELS)

THE ARMATURE

ARTISTS SCHOOL: E

ARTISTS SCHOOL DIREC TO THE ARMATURE ALLO ACCESS AND CONNEC THE GREATER SEAPORT

action, (Matteo Zingales CC BY).

OODING OCCURS.

E OPERA HALL.

THE PROGRAM 99

HOUSING

OPERA HALL: GALL

World Trade Center Adjusted FAR / Building

STEP 1: TYPE OF TYPICAL DEVELOPMENT

Height Code:

Current Maximum FAR / Building Height Code: Current maximum allowable FAR per zoning code. However, new zoning code would permit higher FAR / building height if owner allows arma-

STEP 2: OPTIONS & INCENTIVES

ture and maintains armature.

100

CHAPTER 3: DESIGN RESEARCH

Figure 62 â&#x2013;˛ World Trade Center node experimentation examining public programming that could enhance equity and access within the Seaport, (Matteo Zingales CC BY).

101

102

CHAPTER 3: DESIGN RESEARCH

Design Test D - Exploration of Node Interventions Frame: Urban scale moving into the superstructure scale.

Method: Utilizing axonometric drawings to depict both urban scale but also spatial qualities.

Criteria: Density of activity, access through the means of the public rightof-way, connectivity between downtown Boston and the Seaport District, and public programming.

Outcome: The outcome of this design test was the realization that Summer St. and World Trade Center Ave. are ideal locations for the backbone of the armature. Furthermore, repurposing said thoroughfares would be essential to enhance public programming, connectivity, and access within the Seaport. Lastly, the armature phase I (this thesis) would focus on the development of the Northern corner of the Seaport District, around the Courthouse, spanning down towards Summer St. and World Trade Center Ave. Reflection: This design test focused too much attention on encompassing a large amount of the Seaport District within the masterplan. Additionally, it focused on expanding into an area of the Seaport that currently would not be able to sustain a multi-level public realm initiative because of a lack of density. Although there were numerous downsides to this design test, the programming of the armature that came out of this design test were extremely beneficial and used within my final iteration.

Figure 63 â&#x2013;˛ Design Test D masterplan experimenting with the scope, program, and location of the armature, (Matteo Zingales CC BY).

103

104

Auditorium

Individual Seating

Bike Path

Light Wells

Community Gardening

Market Stand

CHAPTER 3: DESIGN RESEARCH

Meeting Spaces

Small Meeting Tables

Bench Planter

Water Feature

Wayfinding

Revealing Landscape

Figure 64 â&#x2013;˛ Armature programming possibilities to enhance access, connectivity, and public programming, (Matteo Zingales CC BY).

105

4: OUTCOMES This chapter consolidates the experimentation and investigations of the previous chapter into the final form of the Urban Armature Initiative. The connectivity, access, and public programming of the armature is outlined through the masterplan and node interventions.

107

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CHAPTER 4: OUTCOMES

â&#x2014;&#x201E; Figure 65 Graphic on phase I of the urban armature initiative. Depicts Summer St. and World Trade Center Ave. as the backbone to be reimagined to enhance the public realm. Lastly, two legs branch from the main backbone of the armature out to major destinations within the Seaport: the ICA and the Courthouse, (Matteo Zingales CC BY).

Following the numerous design studies as outlined in Chapter 3, a synthesis of both the armature masterplan as well as the experimentation of nodes along the armature became the key design principles behind the armature initiative. Beginning with the existing multi-level public realms established by both Summer St. and World Trade Center Ave, the armature looks to rehabilitate and reimagine these two streets as the back-bone of the armature. This reimagination of both existing streets as well as branches off of the armature to connect various important icons within the district are outlined as Phase I (Figure 62) of the development of the armature.

Due to the increasing density and development of the Seaport District, Phase II (Figure 63) looks to connect a key transportation hub in the near vicinity of the Seaport: Broadway T Station. Additionally, two specific key nodes along the armature will be studied with more architectural detail and understanding to effectively portray the interaction between the armature and adjacent existing architecture and how the adjacent architecture could become more cohesively connected and driven by the armature.

These key nodes are the marketplace and the PwC Atrium,. Each of these nodes varies in scale and programmatic intervention.

â&#x2014;&#x201E; Figure 66 Phase II would entail branching off to the South from the main backbone of the armature, down to the Broadway T Station. This would be part of a ten-year plan after development and expansion creates a dense urban fabric in the mid-section of the Seaport, (Matteo Zingales CC BY).

109

PROGRAMMING

110

ACCESSIBILITY

CONNECTIVITY

â&#x2014;&#x201E; Figure 67 Analytique drawing depicting the scope, scale and location of the project, while highlighting important nodes for intervention. Based on the three criteria, connectivity, access, and programming, the nodes aim to construct the armature and repurpose the structure to provide further equity and access to the public, (Matteo Zingales CC BY).

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The Summer St. Marketplace aims to bring a necessity that the Seaport District desparately needs; a market or main grocer. This marketplace would aim to enhance the community fabric and economy by giving the framework for local vendors to setup shop and sell locally grown foods.

Lastly, the PwC Atrium acts as a main connector between the backbone of the armature and the leg that extends to the Institute of Contemporary Art. As a currently existing hidden gem, this atrium would be transformed to allow for public interaction and engagement.

Figure 68 â&#x2013;ş Masterplan axonometric of the armature's location, scope, and nodes.

Summer St. and World Trade Center Ave. remain the backbone of the masterplan with additional legs branching from these two established thoroughfares, (Matteo Zingales CC BY).

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CHAPTER 4: OUTCOMES

113

Existing Conditions

Public Transportation

Reimagine Summer St.

Marketplace Portico

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CHAPTER 4: OUTCOMES

Public Transportation Access

Marketplace Plan Figure 69 (Top Left)

Figure 70 (Bottom Vignettes)

Marketplace axonometric Analysis of the marketplace and the pro-

Marketplace Section

plan view experimenting

posed design strategies highlighted in each

with repurposed Summer

vignette, (Matteo Zingales CC BY).

St. and the adjacent

Figure 71 (Top Right)

architecture which is

Conceptual perspective view of the newly

proposed to be a mar-

repurposed Summer St., public transporta-

ketplace for the citizens

tion, and the engagement of the market-

of the Seaport, (Matteo

place adjacent to the armature, (Matteo

Zingales CC BY).

Zingales CC BY).

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CHAPTER 4: OUTCOMES

Figure 72 â&#x2013;˛ Section perspective cutting through the newly reimagined Summer St., the transportation hub, and marketplace. The essence of this graphic enhances equity for all by allowing for more access, connectivity, and public programming to the public, (Matteo Zingales CC BY).

117

Existing Conditions

Public Transportation

Armature Application

Atrium Program Repurpose

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CHAPTER 4: OUTCOMES

PwC Atrium Plan

Figure 73 (Top Left) PwC Atrium axonometric plan view experimenting with the interaction

Figure 74 (Bottom Vignettes)

between the existing

Analysis of the PwC Atrium and the pro-

atrium structure and the

posed design strategies highlighted in each

application of the arma-

vignette, (Matteo Zingales CC BY).

ture. Armature program-

Figure 75 (Top Right)

ming to enhance public

Conceptual perspective view of the newly

programming and activity repurposed atrium with the armature infrathrough this atrium space, structure spearing through the front facade

PwC Atrium Section

(Matteo Zingales CC BY).

of the building, (Matteo Zingales CC BY).

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CHAPTER 4: OUTCOMES

Figure 76 â&#x2013;˛ Section perspective cutting through the newly reimagined PwC Atrium. Depicted here is the continuation of the armature through the atrium space allowing public programming to occur while enabling public transportation to enter the site as well, (Matteo Zingales CC BY).

121

THESIS DEFENSE April 13th, 2020

PATTY HEYDA

Associate Professor, Washington University, St. Louis, Missouri

KYLE DUGDALE

Critic, Yale University Adjunct Professor, Columbia University

DANYSON TAVARES Adjunct Professor, Wentworth Institute of Technology

MICHAEL WOLFSON

Principal, Meander Studios Adjunct Professor, Wentworth Institute of Technology

MARGARITA IGLESIA

Adjunct Professor, Wentworth Institute of Technology

BEN MATTESON Adjunct Professor, Wentworth Institute of Technology

5: CRITICAL REFLECTIONS This chapter critically reflects on the thesis process; the successes, failures, and criticisms from the final thesis defense. Additionally, it shines a light on the possibilities of the future of urban environments and the feasability of multi-level public realms in rapidly changing cities.

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Throughout the semester, I think the realization of this thesis has come to fruition through a more planning and regulatory manner. The core of this thesis relies heavily on government intervention, where the government would intervene by constructing the actual infrastructure. After analyzing the works and theories of architects and theorists in the past, I genuinely believe that the Urban Armature Initiative has made a strong attempt to answer many of the questions posed at the beginning of the thesis. What ways can architecture be implemented to bridge private entities and public equity? How can government entities encourage owners and developers to engage in public equity? All of these burning questions, I believe, have been tackled by the rules and regulations as set forth within the Urban Armature Initiative.

Although many critical questions posed by the thesis were answered, there are still many that have yet to be answered. For instance, through the entirety of the thesis program, the issue of scope and location has been a continuous challenge as there is no right or wrong answer. Exploring the form, the main juncture points or nodes created by the armature, and the route in which the armature follows or establishes is yet to be convincingly and clearly defined. However, in its current form, I truly believe that the concept of the backbone of this armature would be successful. Additionally, the proposed programming and node intervention locations, I think, are also successful.

As a whole, there are so many areas in which I wish I had paid attention sooner than later. I wish that I spent more time master planning the armature so that it could be realized to its full potential. I wish I spent less time struggling to define and design too many nodes that would later prove ineffective. I wish I didn't care too much about the architectural detail in a thesis project that is at the urban scale. Realizing the importance of architectural detail is tremendous; however, for this project, it was less important than the spatial qualities, connections, and ideas of program that came from the armature's design. I wish I explored more in physical models as spatial qualities and opportunities are more relevant than two-dimensional drawings.

124

Although there are numerous areas that I wish I had completed and continued to elaborate on, the world's timing at the end of this thesis process was quite unprecedented and extraordinary. Finishing my last review of my collegiate career on Zoom due to a global pandemic will be a significant memory for the rest of my life, and even though there were many incomplete pieces to this puzzle, I am satisfied and proud of where this thesis has ended (for the time being). To the critics at my thesis defense that have opened so many more doors for exploration, investigation, and design â&#x20AC;&#x201C; thank you. I hope to continue this life's long research into the urban environment someday soon!

Critique 1: Stakeholders?

This question is something that I have been studying and investigating throughout the entire semester. Overall, I believe that the stakeholders would be mainly the government as they are going to be primarily in charge of constructing the base infrastructure for the armature. They are the ones that have the most to lose in this case. For example, if private owners and developers don't have the desire to connect to the armature, and there is no activity on the elevated plane, then the city is responsible for upkeep. However, in the event that private owners or developers are looking to connect to the armature, then they would be accountable for their segment of the armature. Overall, I think the notion of equity and benefits to the city, as well as the developers, would be negotiated through the incentive analysis studied in Chapter 3.

Critique 2: Multi-Level Public Realm in the Seaport District â&#x20AC;&#x201C; Convinced?

This piece of criticism is probably the one critique that I disagree with the most from the thesis defense. The point made was that it was not yet convincing that the Seaport District had an established and viable multi-level public realm to be used as a base for this thesis. Overall, I think throughout the semester, I worked extremely hard to investigate this, through many trips to the Seaport District, endless investigation of research on the Seaport, and sleepless nights of exploring conditions in the Seaport on

125

Google Earth due to the "stay-at-home order." The beginning of the presentation went through a thorough segment of site analysis depicting images of the current conditions of the elevated public realm. Although I disagree with this comment, I think it would have been more beneficial to have numerous site sections that speak to this in more detail.

Critique 3: Does this thesis need to be site-specific?

Although at the time I was unaware, I think this is the comment that I have been expecting the most. At the beginning of the thesis process, I felt that this project could be more of a regulatory project that sets up a framework for cities to utilize. However, after the abundant amount of site searching and site analysis done, the Seaport District just felt like it was asking for this project to take place because of the extreme disconnection between the Seaport and downtown as well as the inequitable and desolate conditions of the district.

Critique 4: What are the Characteristics of the Armature?

This is truly a loaded question as there simply was not enough time in the eight months to a year that this thesis investigation took. However, I would imagine that it would vary from site to site. The links of the armature that were owned by the city would have its own unique identity, and the engagements owned by private owners and developers would have their own identity. I believe this culmination of personalities would enhance the effectiveness and richness of the armature, rather than making it this one large monolithic structure that would be somewhat resemblant of a highway. Additionally, like the characteristic of the armature, the intrusiveness of the infrastructure would depend on the extent of engagement that the private owners and developers choose to pursue. However, the city-owned segment of the armature would remain as unintrusive as possible. I think the more varied the conditions of the armature are, from owner to owner, the more effective it is as a public attraction and necessity.

New Burning Question Posed by this Thesis's Investigation

To close, I think its important to dedicate a brief contemplation on a question that I posed as the closing of my presentation for my thesis defense:

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CHAPTER 5: CRITICAL REFLECTIONS

Given that even the largest North American cities will probably not achieve the hyper-density of East Asian cities, which inevita bly brings activity and impromptu programming, what kinds of spaces, public or incubator programming, incentives, and regulatory mechanisms would be essential to activate the armature?

To simply answer this without writing a whole new thesis book, I think it merely depends on location. In the urban realm, some manifestation of density is given. However, the quality and amount of activity simply depend on what surrounds the armature. Additionally, the types of incentives and regulatory mechanisms must be tailored to the analysis of surrounding activity and how these incentives and regulations could improve or complement this activity. Above all, I believe the key to a prosperous multi-level public realm is programming, density, access, and connectivity.

But, this investigation is for another thesis exploration!

127

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