The Human Realm

3

THE

REAL

1

HUMAN

2

Connecting and Reconfiguring Structures to Enhance Community.

N O A H K E L LY

THE

REAL

3

1

HUMAN

2

Connecting and Reconfiguring Structures to Enhance Community.

A thesis presented to the faculty of Newschool of Architecture + Design In partial fulfillment of the requirements for the degree of Bachelor of Architecture Noah M. Kelly San Diego, California, 2014

Copyright Š 2014 by Noah Kelly All Rights Reserved

THE

REAL

3

1

HUMAN

2

Connecting and Reconfiguring Structures to Enhance Community.

Newschool of Architecture + Design Noah M. Kelly Approved by: Len Zegarski NSAD Undergraduate Department of Architecture NSAD Director of Undergraduate Programs Chair

Gil Cooke Professor of Architecture Thesis Advisor

I’d like to dedicate my Thesis to

the following people,

1

THE 2

Supportive PEOPLE

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My Parents; Timothy and Susie Kelly My Siblings; Caleb, Christa*, Tom*, AmySue, Brian* and Jaynie My Nieces and Nephews; Lola, Reagan,

Adah, Nora, Wyatt, Emme, Jett,

Elsley, plus more to come

My Grandparents; Wilbur and LaFonda Balch My Girlfriend; Ashley Wilson My Extended Family My Roommates; Igor, Forrest and Jared and Jesus Christ my Lord

I would like to Acknowledge the following people,

Acknowledgments Gil Cooke, for being an outstanding instructor, advisor, and mentor.

Leigh Ann Pfeiffer, for showing me what rigor looks like and being a great instructor.

A special thanks also goes out to, Lucy Campbell, Diego Velasco, all visiting jury and the thesis ‘14 gang.

Contents

Abstract

1

[1] Thesis Research

3

Outlining the Project

5

Rational for Study

9

Scope of Study

11

Summary of Study

13

[2] Introduction 15 [3] History 17 Architecture, City Planning & Tech. 17

[4] Community 23 The Importance of Community

23

[5] Intermediate 25 A look at the In-Between.

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[6] Case Studies

27

Linked Hybrid

28

Marina Bay Sands

30

Rooftop Remodel Falkestrasse

32

Los Angeles 34 San Francisco 36 Street Section Study

38

Intermediate Analysis

46

[7] Site Analysis

49

Location 50 Site Connections/Urban Fabric

56

Height Density

58

Solar Analysis 60

[8] Initial Solution Plans and Sections

63

64

Concept Vignette 66

References 92

Process Models 68

[9] Final Solution

71

Contextual Site Plan

72

Diagrammatic Site Plan

74

Emotive Rendering 76 Exploded Axonometric

78

Emotive Rendering 80 Connection and Reconfiguration

86

Sectional Perspective

88

Restoration and Reconfiguration

90

Sectional Perspective

92

Process Work

94

Figures 96

Abstract

This thesis is taking an in depth look into the Human Realm, looking at urban connectivity in a dense downtown environment. This thesis is primarily proposing to connect and reconfiguring existing structures in a dense downtown environment in order to encourage or allow for greater interaction between pedestrians and to create space that is solely devoted to the pedestrian.

The thesis will look to historical references, case studies, to understand the formation of the city as it is today. The thesis will be looking into case studies that give an understanding of the human scale, and projects that attempt to separate the pedestrian from vehicular traffic. The site will be located in San Diego and will be chosen by factors of average building height in the area; number of unused public spaces and look into creating a route that would connect the larger entities in the downtown region, balboa park, the bay, horton plaza, etc.

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THESIS RESEARCH

13

Thesis Outlining the Project.

For most students studying

there has been a gap. Architects and

architecture, the idea of architecture as

designers have begun to be caught up

happiness and of architecture changing

in the advances of building technology.

the world or maybe just peoples moods

They throw solar panels and dynamic

are common threads that are held to be

facades onto the exterior of the building

true by many architectural students and

and call it a great piece of architecture

professionals. Several students that study

because it showcases new technology

architecture have a natural inclination

not even developed by the architect in

that they have social responsibility to the

most cases. The field of architecture has

community that they will one day work for,

moved in this direction without thinking

giving the feeling that they are part of a

of how the spaces designed interact with

movement bigger than themselves. This

their users. We have forgotten about the

something that I believed as I entered into

user and have continued to “decorate�

my studies and something I still hope can

our buildings. Designers, do not design

be true.

for people anymore, and have forgotten

As society continues to evolve

that the designs of the built environment

technologically and socially, there seems

have an effect on society. The technology

to be a growing gap developing between

and architecture industries have forgotten

the relationships formed with one another.

about the importance of the individual

The social media that has been made

and the relationships that they have with

to connect people has failed to do so

one another. Something several of us have

and has robbed society of significant

experienced. When moving into the city

physical, face-to-face, relationships.

of San Diego to go to college, I remember

The lack of physical contact can leave

feeling weird when walking down the

most feeling inadequate in their current

street looking to make some contact with

situation without the warmth given to real

the people around me, but to my surprise

physical relationship. Even in architecture

they all just stared at

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the ground. My attempt to meet people

is not meant to confuse; instead it is

was a lot harder than I thought. When

intended to offer a different point of view

I conversed with my peers, who had

on the experience of architecture as a

also just moved into downtown, they all

catalyst of belonging, that architecture

felt the same way. In an email interview

is not the end all be all, but instead is a

with Anthropologist Shannon L. Mills, she

spatial mediator and instigator for the

says that “the movement of people into

people.

urban areas. [She thinks] People seem

My design thesis is about connecting

to become more hostile when they do

and reconfiguring new and existing

not have enough personal space and

structures in order to create a more

competition for resources increases”.

1

connected human realm because the “3rd”

Was the increase in competition because

place within a dense westernized urban

there is a lack of intermediate spaces, or

community is absent and is affecting

maybe the intermediate spaces are too

social behavior and community relations.

much of a hassle to find. Have the streets

The third place will be an environment

in a downtown urban environment in

that reflects the ideas and desires of its

westernized cities been designed just as

users, allowing the architecture to be the

a means of transportation for pedestrians

image of the city. As Luis H. Sullivan writes

and vehicles without thought to the

“Our architecture reflects us, as truly

intricacies of human desires and flow?

as a mirror, even if we consider it apart

Have architects, urban designers, and

from us.” The idea is to graft volumes

traffic engineers altogether forgotten

and program into existing structures

about the human aspect in an urban

that will encourage greater community

environment?

to develop. It should evolve out of the

How can architecture begin to affect

2

community’s desire and not be a reflection

change in this area, how can architects

of the architect’s propaganda. The thesis

begin to plan in a way that encourages

will be looking to graft into structures

human interaction both passive and

in order to connect them together , to

active without starting over? The human

start to create a human realm, which

experience should not be determined

will integrate a large group of structures

by how people experience architecture,

and create a better sense of belonging

but by how architecture allows people to

which will build a stronger community

experience relationships. This statement

which currently evades downtown urban 1. Mills, Civility, (2009) 2. Sullivan, Kindergarten chats, (1947)

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environments. The project will begin to connect the isolated blocks in a dense downtown environment. It is important to realize that people and the community they form within the city are vital for social development of individuals. Brooks Rainwater in his article Cities are for people says, “The relationships people form with one another and the space 3

around them are what make cities work.�

3. Rainwater, Cities are for People, (2013)

Grafting Form

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Thesis Rational for Study

When looking at the direction that

1500’s and early 1600’s, it was obvious

architecture and urban planning is moving,

to see that the people were the make-up

it is clear to see that streets are becoming

of the city, which without them the city

less friendly and more ambiguous in their

becomes only structures that do not serve

connection to the human scale. There is

a purpose. In the twenty-first century, it

a push for the integration of technology,

is harder to see what is important, going

mass transit, and efficient vehicular design

through multiple industrial revolutions

in architecture and urban design. There

architects now have more to juggle than

is a lack of concern for the relationships

architects of an earlier age, but they

that do not have to do with efficiency,

must not forget the users. There should

or that are misunderstood like social

always be a clear hierarchy within design

connections. A greater integration of

with the users coming out on the top.

technology, mass transit and vehicular

This study begins to look at the existing

design in its self is not a perceptibly bad

infrastructure and hopefully start a

thing, but when layering it with a broken

discourse about adaptive design for

city model it can become a band-aid for

existing westernized downtowns to infuse

inefficient connections. It is imperative to

a brighter more active community life.

understand that to create an efficient city

4

Shakespeare, 2006, Act 3, Scene 1

model all these restrictions and constraints flow together for people. That connects the inhabitants but still has a symbiotic relationship with existing infrastructure.

Shakespeare saw the importance of people and showed it in his work; In the Tragedy of Coriolanus the character Sicinius says “What is the city but the 4

people?” . In the time of Shakespeare, late

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Thesis Scope of the Study

The thesis is looking at the ability to connect larger areas of public space for the pedestrian, no cars allowed, through more intimate elevated pedestrian

Phase II

thoroughfares that can relate more to the human scale. The Project suggests a Park-to-Bay link for San Diego, but the main focus will be phase I, from the Cortez

Phase I

hill area to Horton plaza. Eventually, this could also spread down to multiple points on the bay to create a more fluid/ natural park to bay link through the city.

The study is not looking into the issues of homelessness and assumes that the city of

Phase III

San Diego will have that under control by the time this project occurs. This thesis is theoretical and is only valid in San Diego

Figure 1.2 - Phasing Diagram

given a population increase, a projected 50-year time frame from now, 2065.

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Thesis Summary of Study

This thesis is taking an in depth look into the Human Realm, looking at urban connectivity in a dense downtown environment. This thesis is primarily proposing to connect and reconfiguring existing structures in a dense downtown environment in order to encourage or allow for greater interaction between pedestrians and to create space that is solely devoted to the pedestrian.

The thesis will look to historical references, case studies, to understand the formation of the city as it is today. The thesis will be looking into case studies that give an understanding of the human scale, and projects that attempt to separate the pedestrian from vehicular traffic. The site will be located in San Diego and will be chosen by factors of average building height in the area; number of unused public spaces and look into creating a route that would connect the larger entities in the downtown region, balboa park, the bay, horton plaza, etc.

Figure 1.3 - San Diego, Area of Study

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Introduction

Current urban design practices are

western urban design we can surmise that

catered toward technology, mainly the

the car has found its place, but only at the

automobile, and fragment communities

cost of a rich community connection. How

within the downtown urban environment,

can we start to look at city design in a

detracting from growth and human

new way? How can we begin to strengthen

interaction and engagement, thus

the human realm by doing more than

increasing incivility in society. When

just planting trees and providing “larger�

looking into the history of urban design,

sidewalks? Creating new types of

Mid 1900’s, one can begin to comprehend

infrastructure for the pedestrian, one that

extreme ideas portrayed. Most of these

is dominated by the pedestrian and allows

ideas were catered to the car and not

the pedestrian to explore where they want

really looking at how these changes

without being disturbed.

were going to affect the relationships of communities. Le courbusier thought that a higher density would be the best plan of attack, however Frank Lloyd Wright knew that the car was made to connect people at greater distances; thus sprawl made more sense1. Looking into these ideas I can start to see that the issue itself is not the car, but the place of the car in a downtown urban context. Researching Figures 1.1 - 1.2 These Images describe the barrier that the automobile becomes in a dense urban area.

The diagram above illustrate the impact the automobile has had on the designs of our cities.

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History Architecture, City Planning and Technology

For this thesis, it is important to

systems. The rise of the automobile, 11

understand the shift in urban design that

million circulating by the time of 1922, as

begun in the early 1900’s. At this time, the

well as many other transportation systems

First World War and the second industrial

presented another design constraint that

revolution were all about wrapped up,

architects and urban designers had to

but a lot of Europe was in a state of

take into consideration. Not only was the

disrepair from the war. War allowed

technology developed around this time

for a large amount of architecture and

going to change architectural and urban

urban design work to flood the industry.

form, but it also began to change the

New technology that was born out of

“structure of society.� . From this moment

the second industrial revolution allowed

on, it seemed as if the prime focus of

architects at the time to transfer ideas,

the architect and urban designer was to

processes and technology into the

organize and mitigate issues involving

practice of architecture and urban design

traffic. This change in thought left the

in order to repair their cities. Growth of

pedestrians a drift in the planning and

the second industrial revolution began to

building of cities.

give architecture a choice between the

1

By looking at the Contemporary City

old and the new. This idea of replacing

by Le Corbusier (figure 2.1), the multilevel

traditional architectural theory with new

streets of the town of the future by Harvey

technological advances could have also

Wiley Corbett (figure 2.2), and Broadacre

been thought of as the beginning of the

by Frank Lloyd Wright (figure 2.3) a

modern architectural era. Part of this new

fascination with technology can begin to

technology was the development of the

become clear, and there can be a clear

automobile and many other transportation

understanding on how it has 1. Bessard, (2008 ) Le Corbusier

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begun to fragment the city and take away importance from the pedestrian.

The Contemporary City by Le Corbusier Is known to be the manifestation of Le Corbusier’s urban

place an emphasis on technology instead of architectural form. Building a social dependence on technology for everyday life.

The next project is the multilevel

design principles written in his essay

streets of the town of the future by Harvey

Urbanisme in 1924. Le Corbusier had

Wiley Corbett. He does not talk much of

visioned that the Contemporary City

a master plan as he does a vision, Harvey

would lead to commissions to rebuild

Wiley Corbett was merely looking into

central Paris. The Contemporary City has

the separation of different transportation

many features, the program included

modes. He was not looking into designing

four zones, the city center, the urban

a whole new city, but instead was looking

residential, the green belt and the garden

at the redesign of the current one. Coming

2

cities. With this design it is important to

before Le Corbusier, his drawings were

focus the analysis on the city center. The

published in the New-York Daily Tribune

city center throughout history has been

in June of 1910. Harvey Wiley Corbett’s

known to be a symbolic expression that

ideas were not as refined or as vast as

would represent the values and order the

Le Corbusier’s, but it does not make

structure of the city. The city center in the

them any less radical. In the New-York

Contemporary City was a large 5 story

Daily Tribunes article, he talks about the

transportation hub, called the piazza.

elevated railways of New York City and

Designing the piazza as the transportation

how he believes they will be replaced by

hub was not something that had been

elevated pedestrian ways, not too far off

done all too often. The hierarchy of the

from the current planning in New York with

master plan says that the transportation

the High Line.

in the city is the most important thing.

3

Another idea on urban design that

Historically the piazza would have been

was before its time was Frank Lloyd

used as a place for governmental rallies,

Wright’s Broadacre. Being the latest of

religious use, or as a place for public

the three concepts, Wright unveiled his

forums, but Le Corbusier’s design for the

plan, including a large model, at the

Contemporary City placed emphasis on

Rockefeller Center in New York in 1935.

technology, specifically transportation. As

Wright’s proposal does not just take urban

time progresses, architects will continue to

design into consideration, but looks at

4

2. Bessard, (2008 ) Le Corbusier 3. Ken, Costly Street Widenings, 1910 4. Wright, (1935), Architectural Record

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the city plan holistically by incorporating new ideas on society and government.

When looking at the advances afforded by the second industrial revolution Wright theorized that technology, telecommunications and the automobile, where technologies that granted what is now considered “urban sprawl”. Wright saw urban density as undesirable and unstable, he believed that, “Americans would re-inhabit the rural landscape (and re-acquire the rural virtues

Figure 2.1 Contemporary City by Le Corbusier

of individual freedom and self-reliance) with a ‘city’ of independent homesteads in which people would be isolated enough from one another to ensure family stability but connected enough, through modern telecommunications and transportation, to 5

achieve a real sense of community”.

At the time, Wright saw

telecommunications and the automobile as connectors only making it more logical to stray away from densely designed cities. The broadacre plan made sense

Figure 2.2 Town of the future by Harvey Wiley Corbett

given the technology at the time.

However, what Wright could not comprehend would be the effects of “computer-mediated communication 6

(CMC)” on social life as technology advanced.

In Sproulls and Kieslers 1985 study on reducing social context cues: electronic mail in organizational communication (as 5. Wright, (1935), Architectural Record 6. Bargh, The Internet and Social Life., (2004) Figure 2.3 Broadacre by Frank Lloyd Wright

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construction process also inhibit them

cited in Bargh, Mckennas “The

from truly understand the relationship

Internet and Social Life.” Annual Review 7

of their projects to the human scale.

that CMC does impact social norms in

In a recent article posted on ArchDaily

society negatively. The studies show

about plans for new cycling infrastructure

that while engaging in any form of CMC

architect Roger Hawkins stated that “One

conversations tend to be more self-

of the issues that we observe is often

centered and less socially controlled

projects that involve transport get a lot

causing a degradation of individualism for

of engineering emphasis and sometimes

those involved. “This … model of internet

issues of place making and improvement

communication assumes further that

of the public realm aren’t necessarily at

the reduction of social cues, compared

the front of a traffic engineer’s mind” .

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to richer face-to-face situations, must necessarily have negative effects on social interaction (i.e., a weaker, relatively

7-8. Bargh, The Internet and Social Life., (2004) 9. Gehl, (2010). The shattered scale.

10. Fritsch, (2005). Get off of my cloud.

11. Stott, 3 Architects Appointed, (2014)

8

impoverished social interaction)” .

Now the question might not even be about sprawl or increased density, but purely about how to design cities in general to respond to the human condition and not technology. The more architects focus on understanding the implementation of technology within architecture the less they understand about scale and proportion relating to human activity. Jan Gehl’s research led him to the conclusion that “traditional knowledge about scale and proportions has gradually been lost, with the result

Top Diagram - Centralized

that new urban areas are often built on a scale far removed from what people 9

perceive as meaningful and comfortable” .

Other factors including the pace of the design process and the disconnection architects typically have with the

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10

of Psychology) findings has shown

Top Diagram - De-centralized Bottom Diagram - Dispersed

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Community The Importance of Community

Community in any setting is a vital

rise building you can see that they are

component to healthy living. Throughout

inherently isolated from the rest of

history, humans have gathered together

the area by doors requiring magnetic

to fulfill their need for community.

keys. We label this social and financial

The assurance that humans feel by

segregation by saying that the buildings

being together is a vital part of society

are secure. It is also an amazing thing to

and of feeling like they belong in a

live in an apartment of 200+ rooms and

community. The question here though

not even seen the neighbors that live next

is not the importance of community,

to you. The cities governing body usually

but instead the role that community

requires spaces designed to have a

has in the increasingly urban world.

certain amount of “community areas”, but

William G. Flanagan puts it like this,

typically looks like a large gym or a small

“The central question for the precursors

awkward fire pit with no programming to

of contemporary urban sociology was

draw people in. This, duplicated over and

what would become of the cohesive

over, created cities that are disconnected

mechanisms that had maintained the

by massive infrastructure that gives

rural social order. In a word, what would

little thought to the interaction between

become of “community” in a new urban

buildings for the user.

1

world?” It is important for Architects

There is a lack of place within the

and Urban Designers not to forget this

typical high-rise living spaces and the

question, or idea. What does community

urban fabric of the city itself. So how can

look like, and how should it evolve with

you start to break up the ridged exterior

such a fast changing urban environment.

of the individual buildings in order to

When dissecting the typical high-

connect spaces and make the city more 1. Flanagan, (1993). Contemporary Urban Sociology.

33

fluid and permeable for its users? “It is not that we should change in order to live

that it was a“… Clear expression of [his]

within architecture, but architecture has to

growing belief that architecture must

react to our movements, feelings, moods,

be an active participant in crucial social

emotions, so that we want to live within

changes of today, not a bystander or an

2

3

it.” It is imperative that we understand

expression of them after the fact.” We are

how to design for the pedestrian again

moving towards a very digitally connected

and not rely so heavily on the automobile.

reality, but architecture needs to be able

This problem started to surface at the tail

to counteract and be grounded in the

end of a national health kick that started

physical reality in order to pursue a stable

to encourage a healthy lifestyle. Part of

environment for interaction. Humans were

this lifestyle included getting out of the

meant to interact and engage with each

automobile and cycling, walking, and

other on a physical level and architects

running. However, as this trend started

“control” the physical environment.

to pick up larger cities realized that

Encouraging community through a built

there was an imbalance between the

network, interconnecting building spaces,

circulation of pedestrian and vehicular

and infusing new life into dead zones

infrastructure. The Highline in New York

are things that architects should always

City is an example of how cities began

consider.

to re-purpose city infrastructure for the benefit of the pedestrian. The Highline although a very real solution for the area did result in some gentrification of the local eatery’s and shops below. Studies like this can provide an excellent learning tool to look at how to insert systems that connect while also being sensitive to the

34

current community. Lebbeus Woods said

2. Fritsch, (2005). Get off of my cloud: Wolf D. Prix, pg.27.

3. Woods, (1993). War and architecture

Intermediate A look at the In-Between.

When envisioning a city that provides

pedestrian, but how do these spaces

a fluid pedestrian circulation it is easy

start to interact? As Michael Menser

to envision a new city built from the

puts it, “The problem remains of how to

ground up, however most cities needing

open up these spaces, how to convert

the system described are existing. When

them. This marks the importance of the

looking at the existing city how can you

conceptual plane in order to construct

begin to utilize the intermediate space to

the structures, operators, and planes

your advantage? How can you begin to

necessary for radical reconstruction.�

look at the intermediate space to create a

It seems that there is a disconnection

sense of place in the city? How can these

between architecture and urban planning.

spaces begin to interact with the buildings

Both should work harmoniously, but in

around them, encouraging interaction with

the current state it seems fragmented.

the people in each structure? By looking

Without a fluid interaction between both,

into the appropriateness of the historic

there lacks a sense of continuity and sense

grand plazas and other streetscapes, we

of belonging. For the residents to feel

can begin to understand how to design for

comfortable the architecture, and urban

the pedestrian and not the automobile. By

design should be sure of its plan and

understanding the history of streetscapes

worked out with each other in mind. They

and plazas throughout time and their

have to work as a whole, not two pieces.

effect on urban planning, we can begin to

This then brings in the important question

learn how to shape centers of the future.

of the kind of typology that can begin

Does the virtual space begin to take the

to bring all these components together,

place of large plazas? Are pocket parks

Pocket parks, coffee shops, gyms, little

that have a sense of reliability something

pocket parks?

1

that is missing in downtowns? There is no doubt that most downtowns have

1. Woods, L., & Menser, M. (1997). Radical reconstruction

plenty of small spaces that cater to the

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CASE STUDIES

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CASE STUDY #1 Linked Hybrid Steven Holl Architects Location: Beijing, China Construction Time line: 2003-2009 Area: 220,000 SqFt

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Linked hybrid project by Steven Holl takes a contextual approach instead of applying a generic design style. Holl’s contextual ideas were based on government and social issues more than building form. Holl’s idea was to create a “porous urban space” that “aim[ed] to counter the current urban developments in China” thus creating an “open city within a city.”

Steven Holl is starting to show how architects can start to design buildings that

provide for a larger community to flourish and is not confined by the rigid grid typical to cities found in the Western World. There is no data on the success of the project given its goal, but what it begins to do is start the larger conversation.

Figure Figure Figure Figure

6.1 top left: Image courtesy of Shu He 6.2 bottom left: Diagram about interconnection.

6.3 above left: Image courtesy of Iwan Baan.

6.4 above right: Image courtesy of Iwan Baan.

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CASE STUDY #2 Marina Bay Sands Safdie Architects Location: Singapore, Singapore Completion Date: 2010 Area: 1,667,739 SqFt

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The idea upon choosing this project was to investigate how Safdie Architects distributed the program throughout the tower and grounds. Looking at the success of circulation between the roof top resort and the ground plane museums and theaters. By studying the formulation of this building I hope to understand the use of outdoor space and interior space to connect the more “transient� population native to a resort location. I will be looking at the success from an internal

perspective and not looking at how well it fits into the urban fabric.

Figure 6.5 top left: Image courtesy of Simon Ang Figure 6.6 bottom left: Image courtesy of Steve Brockle bank Above: Diagram of connecting common areas

41

CASE STUDY #3 Rooftop Remodel Falkestrasse Coop Himmalblau Location: Vienna, Austria Completion Date: 1988 Area: 4,305 SqFt

42

Rooftop Remodeling Falkestrasse talks about the manifestation of deconstructivism, taking buildings that are closed off and allowing them to be opened up. By studying the methods applied to this project, you can begin to learn how to be successful in deconstructing the current city model typical to westernized urban design. The application will allow the city to open up to the pedestrian and allow more space for the users. This concept provides for a project that creates a new community plane for the users but also interfaces with the current street level.

Figure 6.7 left: Image courtesy of Coop Himmelblau Above left: Desconstructing the city diagrams Figure 6.8 above right: Image courtest of Rufus Knight

43

CASE STUDY #4 Los Angeles Business District Architect: Various Location: Los Angeles, CA Construction Time line: unknown

44

The Los Angeles business community uses elevated pathways to give pedestrians a more direct path to surrounding businesses.

This projects intent was to be an efficient means of transportation for business men an woman during the work hour. While successful during business hours, this project misses some opportunities to be activated during the later hours because of a lack of diverse programming.

Another issue that I came across during my site visit was the complexity of the system.

In order to get from one building to another it requires someone take a flight of stairs, walk down the hallway, and then take a bridge.

This was something that did not help them create a fluid experience. The system also has no unifying form. It seems to branch out in different directions, making the paths dependent on the success or failure of the program at the edges of each path. This creates some paths that are great places for deviant behavior or loitering.

Elevated path Dead zones Unfriendly obstacle Feeder entity Severed Section

4.16

Figure 6.9 Area of interest Figures 6.10 - 6.13 Photos from site visit Above: Circulation shortcomings

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CASE STUDY #5 San Fransisco, Ca Architect: Various Location: Downtown, San Fransisco, CA Construction Time line: unknown

The Yerba Buena Gardens, in San Fransisco, are a great example of multi-layered and pedestrian designated space. The area makes use of alleyways as pedestrian ways and uses the buildings second level that surround the gardens and museums as circulation for a more dynamic experience. The circulation not only creates a multi-layered experience, but

46

also allows to cross over busy streets. This project is more successful than the elevated pathways in Los Angeles because it was programed more efficiently, and does not ignore the ground plane as much.

Ground Level Circulation Second Level Circulation

Figure 6.14 Area of interest Figure 6.15 above left: Image courtesy of roadboy Figure 6.16 left: Image courtesy of Nicole Shibley Above: Vertical layers of the city

47

STREET SECTION STUDY Understanding Street activity and street life is a vital component of the thesis. The project needs to have an understanding on how streets work or do not work for the pedestrian. This study looked at over thirty six streets from all over the country that had unique, successful, or unsuccessful characteristics. Out of those thirty six streets thirteen streets were selected to be analyzed

further. The analysis consisted of creating a diagrammatic section of each street, analyzing the impact the pedestrian and vehicle had on the design, the activating program, the type of use for pedestrian streets, and proportions of width to height

Rue Saint-Martin Paris, France

56'0"

56'0"

SIDEWALK

15'0"

ACTIVE

9'0"

CENTRAL PEDESTRIAN WAY

24'0" 68'0"

48

SIDEWALK

12'0"

SEATING

8'0"

Via Di Camollia Siena, Tuscany Italy

Bethanienstraat Amsterdam, NE

60'0"

48'0" 42'0" 36'0"

PEDESTRIAN LANE

BUFFER ZONE

20'0"

7'0" 27'0"

PEDESTRIAN ALLEY 3'0"

9'0"

3'0"

15'0"

49

Regent St. London, UK

70'0"

70'0"

SIDEWALK

DRIVING LANE

DRIVING LANE

SIDEWALK

15'0"

10'0"

10'0"

15'0"

50'0"

50

Maison Du Roi Brussells, Belgium

Ang Giornata Athens, Greece

50'0"

50'0"

42'0" 36'0"

PEDESTRIAN ALLEY SEATING

SIDEWALK

10'0"

10'0"

SIDEWALK

SIDEWALK

10'0"

10'0"

20'0"

40'0"

51

Forum des Halles Paris, France

Maiden Lane, San Francisco, CA, USA

60'0" 60'0"

48'0"

3'0"

DRIVING LANE

PEDESTRIAN WAY

SEATING

SIDEWALK

DRIVING LANE

SIDEWALK

9'0"

16'0"

9'0"

34'0"

10'0"

18'0" 38'0"

52

10'0"

Via S. Romano Ferrara, Emigia Romagna, Italy

Keizerstraat Scheveningen, Netherlands

40'0" 35'0"

36'0" 30'0"

PEDESTRIAN ALLEY 6'0"

15'0"

SIDEWALK

DRIVING LANE

PARKING

SIDEWALK

10'0"

10'0"

8'0"

10'0"

5'0"

26'0"

38'0"

53

Via Mazzini FeRRaRa, eMiglia RoMagna, italy

high StReet WincheSteR, haMPShiRe englanD

48'0"

36'0" 35'0"

35'0"

SIDEWALK

11.6'

ACTIVE

SEATING

6.8'

11.6'

30'0"

54

PEDESTRIAN STREET

36'0"

Studying the street sections revealed the necessity for a study of intermediate space.

By looking at the street sections It became clear that, although the interaction with each building was important, the space between buildings would become a very important part of the project. This study also helped to get an idea of the scale for the elevated connections as well as a better idea of program that would activate a pedestrian focused project.

Rue de Bouchers Brussells, Belgium

40'0" 35'0"

CAFE SEATING

9'0"

PEDESTRIAN LANE 12'0"

CAFE SEATING

9'0"

30'0"

Figures 6.17 - 6.52 Street Section Images 55

Intermediate Analysis Spacial Quality

Since the thesis dealt largely with the spaces between buildings it was necessary to look at the issue theoretically. The study began to look at the space between two surfaces without any specific orientation in mind. It looked at the arbitrary connections

56

of these planes and tested different styles and variations. The study then moved to connecting three arbitrary planes. This was done to look at how introducing more variables could change the out come.

57

SITE ANALYSIS

59

_California, USA San Diego

60

61

Site Analysis Districts

Civic District Gaslamp District

The two districts in Phase I consist of the two most central to downtown. The Civic district and the Gaslamp district are both filled with activity at different hours of the day. The Civic district is mainly busy during the day, not including performing arts events, and the gaslamp district is busy during the night. Connecting the two districts creates a connection with the surrounding residential neighborhoods and allows the circulation of pedestrians to be more fluid, creating a more permeable downtown.

62

63

Site Analysis Phase I Area

Area of Concentration

The area focused on will connect cortez hill (south of the civic district), will make a gesture to the civic plaza, and will connect horton plaza together. The project will begin to connect the small and large entities provided for the pedestrian with the residential areas of downtown as to encourage a better use of those given areas.

64

65

Site Analysis Site Connections/Urban Fabric

Residential

Office

In downtown San Diego a ma jority of the lots are occupied by residential developments.

There is a lack of public amenities to cater to the residents who live in these buildings. Most who live downtown also leave to other areas of San Diego for work leaving the area feeling empty for ten hours of the day. (not all residential

Most of the offices downtown are concentrated in the business district. However most residents of downtown San Diego leave the area for work. This shows that there is not enough jobs downtown. If downtown became more attractive with urban renovation then maybe it would give more companies an incentive to move downtown.

buildings are represented in graphic)

66

Parking lots and Structures

Parks and Plazas

The number of parking lots and structures in the area are staggering. It is clear when looking at the footprint of these entities that they are a dominating factor of the design of downtown San Diego.

The public park and plaza system in downtown San Diego is very disconnected and sparse. The lack of space for people to be outside is surprising when you have such a beautiful climate.

67

Site Analysis Height Density

68

69

Site Analysis Solar Study

December 1st Solar studies were done to find out the most appropriate areas for an elevated path. It was important to have the smallest impact on the ground plane below but it was also used to provide shade during hot summer months.

Each study shows a one day time lapse of the buildings shadows, showing the lightest and darkest areas of downtown.

70

June 1st

March 1st

September 1st

71

INITIAL SOLUTION

73

74

Initial Solution Site plan and Section

0

15’

30’

60’

90’

75

Initial Solution Emotive Rendering

76

77

Initial Solution Process Models

78

79

FINAL SOLUTION

81

Final Solution Contextual Site Plan

The birds eye view starts to describe the impact that the project would have on the area. It also shows that something that links areas together fits well visually. This contextual site plan shows you the larger, more realistic, plan and how it starts to link together different areas of downtown San Diego.

82

83

Final Solution Diagrammatic Site Plan

The Diagrammatic site plan allows one to become acquainted with the programing of the development. It Describes the many uses and possibilities for programing. The project opens up spaces that where once unusable for restaurants, cafe’s, offices, and galleries. It can also become a save haven for bikers who need to travel farther distances.

84

B

A

B

A

Bicycle Entry/Exit Points

Commercial Access Points

24/7 Public Access Points

Relocated Childcare

Ground Level Restaurant

Elevated Cafe

Double Height Retail

Section Cuts Site Plan 1”:200’ 85

Final Solution Emotive Rendering

The birds eye view starts to describe the impact that the project would have on the area. It also shows that something that links areas together fits well visually. This contextual site plan shows you the larger, more realistic, plan and how it starts to link together different areas of downtown San Diego.

86

87

88 Retail Shading

Bridge Structure and Shading

Elevated Paths

Re-Adapted Theater

Civic Arts Living

4th Street Alley Shading Structure

Union Bank Bridge and Shade Structure

Union Bank Tower

Structural and Shading Devices

Play Structure

BridgePoint Tower

Final Solution Exploded Axonometric

The axonometric drawing lists out each component in the design and shows, diagrammatically, how all the pieces work and interact with each other.

89

Exploded Axonimetric: Not to Scale

Horton Plaza Intervention

Double Height Retail

Final Solution Emotive Rendering

The following emotive renderings are meant to give you a sense of space provided by the connections and reconfigurations.

These are not meant to seam final, but are meant to give a sense that a project like this is not out of reach. The pedestrian is a vital part of the city and cities need to be retrofitted in order to accommodate.

90

91

Final Solution Emotive Rendering

92

93

Final Solution Emotive Rendering

94

95

Final Solution Connection and Reconfiguration

Connecting each structure and allowing for a total or partial reconstruction of the interior was something that needed to be studied.

Would developers be able to afford something like this, could you adapt simply if you needed to? These plans begin to contrast the simple plan on the right with a more complex plan shown on the right. Both are valid solutions and mainly depend on cost.

2

A

1.

Elevated Cafe

2.

Leasable Space

3.

Elevated Walk

4.

Reconfigured Atrium Space

5.

Relocated Childcare

6.

Park/Elevated Walk

2

1

2

3

96

Level 3

6

5

4

2

4

A 4

Level 2

97

Final Solution Sectional Perspective

Taking the section of these areas starts to show the intermediate space and how the earlier studies began to affect the space.

The image describes a connection and an interaction with the existing architecture.

98

99

Final Solution Restoration and Reconfiguration

8

8

7

7

8

8

6

6 8

14

B

12

1

9

1

15

13

8

10 3 2

4

5

11

Level 1 These plans talk about how the elevated paths will bring new life into older areas. The path will also interact with old abandoned buildings if possible and hopefully restore them to there former glory. This Theater was connected and infused with new life. It shows that any project type can be integrated into the elevated paths.

100

8

Level 2

7

6

B 16

18

17

18

1.

Apartment Lobby

2.

Apartment Office

3.

Apartment Mech.

4.

Ticket Office

5.

Theater Lobby

6.

Theater

7.

Theater Stage

8.

Theater Support

9.

Restaurant Kitchen

10.

Restaurant Bar

11.

Restaurant Indoor Seating

12.

Restaurant Outdoor Seating

13.

4Th Street Alley

14.

Elevated Walk Access

15.

Theater Tech Booth

16.

Apartment Lobby

17.

Public Showcase Space

18.

Elevated Walk

Level 3

101

Final Solution Sectional Perspective

102

103

PROCESS WORK

105

106

107

108

109

110

111

112

113

114

115

References

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tectural Press.

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List of Figures

Figure 1.1 http://www.flickr.com/photos/nrbelex/449052129/sizes/o/ - dec, 14, 2013 Figure 1.2 http://www.flickr.com/photos/neilarmstrong2/5480544493/sizes/o/in/photost

ream/ - dec, 14, 2013

Figure 2.1 http://rosswolfe.files.wordpress.com/2013/02/tumblr_m7l8v8djk91qln4y

ro1_1280.jpg - dec 14, 2013

Figure 2.2 http://s3.amazonaws.com/data.tumblr.com/LRFQmWx6hmf2zah0b3qXk 4Ko1_1280.jpg?AWSAccessKeyId=AKIAI6WLSGT7Y3ET7ADQ&Ex pires=1387158065&Signature=U8p4M6TbDlL4CxEDurRPlmj6AeA%3D#_=_

Dec 14, 2013

Figure 2.3 http://places.designobserver.com/media/images/waldheim-agrarian-urban

ism-5.jpg - dec 14, 2013

Figure 6.1 Image courtesy of Shu He Figure 6.3 Image courtesy of Iwan Baan.

Figure 6.4 Image courtesy of Iwan Baan Figure 6.5 Image courtesy of Simon Ang Figure 6.6 Image courtesy of Steve Brockle Figure 6.7 Image courtesy of Coop Himmelblau Figure 6.8 Image courtest of Rufus Knight Figure 6.14 Area of interest Figure 6.15 Image courtesy of roadboy Figure 6.16 Image courtesy of Nicole Shibley Figures 6.17 - 6.52 http://www.streetsections.com/go.asp?a=worldtour

The Beginning