Susanna Castiello - Urban Design Portfolio

Susanna Castiello

Master of Science in Architecture and Urban Design - Class of 2015 GSAPP - Columbia University in the City of New York

s.castiello@columbia.edu

Table of Content Urban Design Studio I MICROVENTION: The BIG Picture of MICRO Units Made in Home

4 8

Urban Design Studio II American Cities – St. Louis Trail of 2 Cities

20 22

Urban Design Studio III TransitCulture: Transit and Culture Oriented Development

32

Reading New York Urbanism Lighten Up

44

Open Cartographies

46

Urban Preconfiguration: NY/Global

48

MICROVENTION MICRO The BIG Picture of SMALL Units

URBAN DESIGN STUDIO I

Group work: Castiello Susanna / Jian Yuxiang / Sharma Parul / Viteri Filiberto / Xu Long

4

Susanna Castiello - MSAUD Class 2015

Micro Units are small apartments, usually with an area between 250 and 400 square feet. They feature a flexible space that works as a living and a bedroom at the same time, a bathroom and a kitchenette.

Because of their size, for the rest of the spaces, they rely on common and shared facilities.

ap

pr

30’

a

10

’

Micro Units

Organizational hierarchy

ox

ox ppr

GSAPP - Columbia University in the City of New York

5

(Zoning Resolution ยง 28-21)

Size of Dwelling Units

(Zoning Resolution ยง 23-22)

Maximum Number of Dwelling Units

Minimum Size of Regular Dwelling Units

Micro Units

Lot Coverage(max)= 45% 44,000 X 45%= 19,800 SQFT

Factor of R4 is 900 39, 600/ 900= 44 Units

FAR= 0.75+ Attic Allowance=0.9 44,000 X 90%= 39,600 SQFT

Area of Max Micro Unit is 400 SQFT 39, 600/ 400= 99 Units

Up to 20% in the max FAR for pitched roof - Two-story Unit Attic Allowance

Regulations 6

In R7 district, the Max FAR is 3.44

Susanna Castiello - MSAUD Class 2015

More Floors 22,068/ 6953= 4 Floor More Units 22,068/ 400= 55 Units

Manhattan

Get FAR 2.02, From Surrounding Lots

Where CAN THE MICRO-UNIT LIVE IN NYC? HOW AFFORDABILITY STRATEGY Mitchell-Lama Policy

REZONING: From M1 to R4

If developers build housing with limits on profits, rents and residents’ income, the city and state will provide low-interest mortgages, tax breaks and other subsidies to them

Migrants in transition

WHY

to increase density WHO

STATEN ISLAND - PORT RICHMOND

WHAT

to supply the needs for a new increasing population WHAT

HOW AFFORDABILITY STRATEGY

Students Elderly people

WHY

WHO

MANHATTAN - INWOOD

Inclusionary Zoning Policy (80% MFI)

20 min walk from THE BRONX COMMUNITY COLLEGE Area with high amount of elderly people

If developers set aside 20% of the units for families at 80% MFI, they can have tax breaks and build a 33% larger building HOW AFFORDABILITY STRATEGY Policy 421A (60% of MFI)

Community amenities shared between different others micro units buildings

Young professionals Workers

WHY

209 Illegal ADUs WHO

BROOKLYN - EAST NEW YORK

WHAT

Micro Units could regularize the illegal dwelling units GSAPP - Columbia University in the City of New York

If developers buy city owned vacant lots and build 20% affordable housing, they gets incentive of paying tax on it as if it were still vacant land

7

MADE IN HOME Looking at the data, the first thing that appears is the big amount of missed opportunities that East New York can offer, starting from the IBZ zone, with a manufacturing that changes year after year. The big demand for jobs and the high density of homeless families in the area are the starting point of the “Factory housing� project that aims to redesign part of the IBZ zone to create a MX zone, in which housings, micro factories and social services are combined in the same blocks.The idea is to strengthen the sense of community, increase the job opportunities, reinforce the social services network already available in the area and create supportive, affordable and market rate housing. This allows for upward mobility for the low income and homeless people from ENY. The top-down pilot project is applied to three city own blocks and combines manufacturing, housing and social services. From that, we established four design guidelines that set buildings height (FAR), density, types of manufacturing, location of social services and supportive housing and public spaces among others.

In a long term scenario, following the guidelines, we expect different private developments for some selected blocks that can further increase the social cycle

URBAN DESIGN STUDIO I

Group work: Qian Qi / Susanna Castiello / Tzu-Yi Chuang / Yeeun Kwon

8

Susanna Castiello - MSAUD Class 2015

ENY TRANSPORTATION INFRASTRUCTURE

!! !!!!!! !

BUS

!

BUS ROUTE BUS STOP

ROAD

WAGE CONRAIL RAILROAD LONG ISLAND RAILROAD

UNDER 10 10 TO 19 20 TO 49

ÂŁ

50 TO 99

LONG ISLAND RAILROAD STATION LONG ISLAND RAILROAD

OVER 100

ROAD Metal

Plastic & Chemicals Electronics Machinery & Equipment Furniture & Wood Printing & Paper Food & Beverage Secondary Manufacture Miscellaneous

SUBWAY

!

SUBWAY SUBWAY STATION ROAD

HEALTH TRUCK

SICKNESS AND DISEASE LOW

Urban

TRUCK ROUTE ROAD

GSAPP - Columbia University in the City of New York

HIGH

air

pollution

may

increase

LUNG CANCER risk; Chemical Bulk Storage Facilities and Vehicle Dismantlers can produce a certain amount of chemical release, as well as automotive fluids, spent refrigerant, mercury switches, lead-acid batteries, and air bags.

Neighborhoods from a certain socioeconomic status near factories, sanitation transfer stations and busy roadways produce high levels of air pollution. Poor housing conditions in stressed communities from encounters with vermin, roaches and mold, show high

9

ASTHMA risk.

GREAT ACCESSIBILITY

STRONG SENSE OF COMMUNITY

ENHANCED INDUSTRY

10

business zones in NYC

Percentage of workers age 18 & over employed in low-wage jobs in Brooklyn, the highest in all NYC

8%

INDUSTRY + RESIDENCE WITH MX ZONING

HOW AMERICAN MANUFACTURING HAS CHANGED?

22 industrial

40 32 áå=OMNO

High density of homeless families in ENY

áå=OMMT

EXPECTED INFLOW FOR JOB FROM OUTSIDE OF ENY

Today the typical industrial zone is completely separated from the residential area but we envision a future where housing zones are integrated within the smaller, cleaner and more affordable industries that are already emerging.

In our vision social services represent the glue that connects housing and factories inside the entire ENY Industrial Business Zone. By developing new housing around the IBZ we create a virtuous cycle that reinforces the strengths of the area: a strong sense of community and enhanced industries. In other words, the more we invest in mixing industries with housing the more we strengthen the sense of community and the inflow of jobs from outside the IBZ. Factory housing can be a new type of housing project that is embedded with the industrial space thanks to the support offered by existing and new social services.

Susanna Castiello - MSAUD Class 2015

STREET 52% UNITS

SHELTER

Existing SUPPORTIVE HOUSING SOCIAL SERVICES + WORK

LIGHT INDUSTRIAL + RESIDENCES AFFORDABLE HOUSING 27% UNITS

BROADWAY JUNCTION

New MARKET RATE HOUSING

21% UNITS

New SUPPORTIVE HOUSING

NYCHA PROPERTIES

HEAVY INDUSTRIAL

LIGHT INDUSTRIAL

Connection to the city

52,6%

PROPOSED AFFORDABILITY

80% AMI

130% AMI

MARKET

40%

6%

17%

16%

2035

57% 5.8%

ENY residences

The residents of the factory housing can afford the opportunity of self-sustainability, through the difINFLOW ferent scale of the new industry. large number FROMAOUTSIDE OF ENY of new job positions will be created in the large OUTFLOW manufacturing, and the residents can start local FROM ENY business with their own products as a co-operLIVING AND ation with the micro factory PEOPLE on a medium WORKING IN ENY scale, and thay could even have small business with the home workshops on smaller scale. We propose different types of affordability for the residents of the different AMI, from homeless families to the average income families. Based on the existing condition of the industrial facilities in different scales, we can offer social services and workplaces with the supportive housing, and then suggest them to move into affordable housing with the new industry. Finally, we envision this neighborhood to increase the number of affordability and market-rate housin. Compared to the present predominant outflow of workforce, the new factory housing can grape job flows with the new industry, and increase the number of people who live and work in the same neighborhood.

2035

ENY residences

JOBS + RESIDENCES

37.2%

60% AMI

22%

26,9%

20,5%

Connection to the city

40% AMI

2014

2014 GSAPP - Columbia University in the City of New York

11

Focusing on three adjacent city own blocks in the center of IBZ, will be possible to have top-down approaches with the Pilot project?

Can this public development shows new opportunity and attract investments?

2014 TOP-DOWN Pilot project Public development

Industries

Residential Social Services

Private ownership to take part of the changing of the industries on their own lots as a bottom-up approach.

Residential Industries

BOTTOM-UP Public development 2025

Social Services

CITY OWN LAND

DESIGN GUIDELINES In 10 years

ACCESSIBILITY GUIDELINES

high

We created 4 design guidelines for the affordable housing, manufacturing, social services and public spaces. For the affordable housing guideline, the distance from the 3 subway stations will impact on the building heights, density and affordability. Based on this gradient guide, developments can create their own mixed-use buildings, combining different ratio of functions. There are some housing typology that can potentially fit in our housing guidelines.

HIGHRISE RESIDENCE TOWER 500 to 999

low

MIDDLE RISE RESIDENCE WITH AMENITIES ON THE BOTTOM

12

LOWRISE HOUSING WITH COURTYARD

Susanna Castiello - MSAUD Class 2015

PRIVATE OWN LAND

MANUFACTURING GUIDELINES

large

For manufactory, we’ll create a new circulation system for the trucks, also connected to the new Freight Station. These gray streets as a new infrastructure will not only separate the heavy traffic from the pedestrian streets but will also create a gradient guide for the different sizes of industry. If the lot is next to the gray street, it can have a bigger size factory. If it is far from it, it can have lighter and small-scale industry, such as home workshops, micro factories, where the custom-made production needs more individual transportation.

LARGE INDUSTRY FACTORY/WAREHOUSE

small

MEDIUM INDUSTRY MICRO FACTORY

SMALL INDUSTRY HOME WORKSHOP

SOCIAL SERVICES GUIDELINES (INSTITUTION CORRIDOR)

CLOSE

Social Services corridor will link the original institutions in the area and will control different percentages of social services in the area. These corridors will transform the industrial zone into a new training hub in ENY. In this places, residents can learn new skills and share their knowledge. Furthermore, homeless people can use this facility to learn new skills.

SERVICE AREA

FAR

ADJACENT FACILITY

COMMUNITY AMENITY

GSAPP - Columbia University in the City of New York

13

OPEN SPACES GUIDELINES (INFLOW CORRIDOR)

boulevard

In Public Space guidelines, the lot that is closer to the Inflow corridor needs to setback more and to provide more open spaces for public uses.

LINEAR PARK / COURTYARD

alley

FREIGHT STATION INDUSTRIAL PARK

SETBACK / BIKELANE

PARAMETRIC FAR CODE Overlapping these four design guidelines, it will be possible to create a new parametric code for the micro-scale planning, mixing three different programs together at different locations in the IBZ and to introduce a new way for the private owners to develop this neighborhood as well.

14

Susanna Castiello - MSAUD Class 2015

FACTORY HOUSING TYPOLOGIES Based on this parametric FAR code, we placed 10 typologies, including housing, social services and industrial units.

B F E

A

G

D

J

C

H

I

MAX FAR HOUSING SOCIAL SERVICE INDUSTRY

FACTORY HOUSING TYPOLOGY CHART TYPOLOGY

FAR CHART

PROGRAM

CIRCULATION

MAX FAR

A

HOUSING SOCIAL SERVICE

H H

INDUSTRY MAX FAR HOUSING SOCIAL SERVICE

INDUSTRY MAX FAR

J HOUSING SOCIAL SERVICE INDUSTRY PEDESTRIAN

TRUCK

These are three examples of typologies which represent different priority of the FAR Chart. Using the three spatial zoning, we will have different approaches to embed housing and industries, and then consider the circulation of pedestrians and trucks.

GSAPP - Columbia University in the City of New York

15

WILLIAMS AVE PENNSYLVANIA AVE

HELP WOMEN CENTER NEW FREIGHT STATION PITKIN AVE PILOT PROJECT

NYCHA

PILOT PROJECT 2020 MASTERPLAN We focus on one of the locations that is adjacent to three city owned blocks on Pitkin Ave, in the center of the IBZ. As a five year plan, we will develop the factory housing complex and the new freight station as a pilot project to enhance industries and afford housing with a top-down approach.

In the pilot project, Pitkin Ave is the green corridor, connecting the factory housing complex and the NYCHA properties to enhance its residence friendly open spaces and the streetscape. Then, Glenmore St and Belmont St will be set as grey corridors from Pennsylvania Ave to new freight station. This will allow the truck traffic and the loading docks for the products distribuition.

Also, based on the existing institutions such as public schools and social services, Williams Ave will be set as the blue corridor, right to left of the pilot site. The effect on the site will be to have more concentrated social services along Williams Ave.

16

Susanna Castiello - MSAUD Class 2015

TYPOLOGY AXON These three adjacent city owned blocks offer five new mix used towers and one existing factory with different affordable housing units and different scale of factories, based on our FAR Chart analysis.

TOWER 1 60/6/1 UNITS

TOWER 2 30/0/15 UNITS TOWER 4 25/10/15 UNITS

HOUSING

TOWER 5 15/28/15 UNITS

SUPPORTIVE HOUSING AFFORDABLE HOUSING MARKET RATE HOUSING SOCIAL SERVICE HOMELESS SHELTER YOUTH DEVELOPMENT CENTER

TOWER 3 20/5/16 UNITS

CORRIDOR 0/12/52 UNITS EXISTING FACTORY

JOB TRAINING CENTER FACTORY MICRO FACTORY WORKSHOP MANUFACTORY

UNIT TYPOLOGY

GSAPP - Columbia University in the City of New York

17

Sidewalk extensions and pedestrian lanes will provide a safer street.

Paved lanes, cafes seatings and traffic lights, combined with street lamps and so on, are all part of the components of a completed street.

Dedicated Bike Lane Sidewalk Extension

Street Trees & Landscaping Pedestrian Refuge

Ecological Stormwater Planter

GREY STREET SECTION In the gray street design, we consider large trucks carrying the heavy loads. Sidewalks be provided on one side of the street, while the other side will be the loading zone for trucks. Building will be setback of 65 feet to allow the loading decks. Shrub will be planted as a buffer.

Higher street lamps will be provided in this street. Warehouse will be located on the gray streets for an easy loading.

GREEN ROOF

AFFORDABLE HOUSING

AFFORDABLE HOUSING

SUPPORTIVE HOUSING

GREEN ROOF YOUTH DEVELOPMENT CENTER ROOF GREENHOUSE

MANUFACTORY GREEN ROOF TRUCK LOADING ZONE

SHOWROOM

18

PEDESTRIAN STREET JOB TRAINING CENTER

SHRUB

Susanna Castiello - MSAUD Class 2015

WORKSHOP WAREHOUSE

GREEN STREET SECTION

On the green street section, we want to complete the streets by adding bike lines, street trees and a storm water management system, seatings areas and energy efficient pedestrian streetlights. Any buildings will be set back of 20 feet for wider sidewalks andthis will allow the creation of a public open space in front of the building. The design of the pilot project is entirely based on the guidelines. The entrance of the new housing will be located on the green street, as well as the showrooms and job-training centers. Large-scale manufactory is placed on the ground floor, while the mid-size manufactory is located on the second and third floor. Workshops will combine supportive housing and affordable housing located on the other floors. Roof gardens will also enhance interaction between people.

AFFORDABLE HOUSING

SUPPORTIVE HOUSING

MANUFACTORY

PARK

AFFORDABLE HOUSING TREES

MARKETRATE HOUSING

ROOF OPEN SPACE

ROOF COURTYARD

WAREHOUSE MANUFACTORY

SIDEWALK LOBBY

SHOWROOM MANUFACTORY

BIKE LANE

YOUTH DEVELOPMENT CENTER

GSAPP - Columbia University in the City of New York

STREET LAMP

19

ST. LOUIS

ANOTHER KIND OF ‘RICHNESS’ The City Government had precise responsibilities for the disparity among different ethnicities. The urban sprawl and the consequent shrinking city created an even more strong division inside the city and the county.

The North area, opposite to the “Happy Island” in the suburbs, is lacking of opportunities, jobs, open spaces, and access to healthy food. It has, instead, a big amount of crime rates, vacant lots, abandoned buildings, dismissed factories and a huge amount of social services.

The Government should use the ”opportunity area” to regenerate the North of St. Louis.

URBAN DESIGN STUDIO II

Individual work

20

Urban vs. Rural

Health racial/ African compa

Soc eco fa

H be

Higher Density (Urban)

Ac q med Lower Density (Rural)

Susanna Castiello - MSAUD Class 2015

Ph envi

Lang

Decline and Growth

New Opportunities?

Higher Density (Urban) 55% lower income

! (

! (

! (

Lower Density (Rural)

Diabetes prevalence 12% City, 9% County Low-income individuals who do not live near 5% City, 4% County grocery stores Rate of recreational facilities (per 100,000) 8 City, 15 County

(>

120

Adult obesity 26.8% City, 20.6% County

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Infrastructural expansion

Sprawl

Industries relocation

57% lower income

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“Happy Island”

Higher Industries relocation Household Median

Sprawl

?

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Higher Education Areas

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tructural expansion

Decline and Growth

Food desert

Low w

New Opportunities?

Income Areas

Unemployment rate higher than 20%

Total population

45.6%

Ownership

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110

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120

Vacant lots

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“Opportunity area”

n 20%

St. Louis City and County Population, 2010

1,800,000 1600,000

Zeyuan

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1930 and be

340

Higher Education Areas

The Go use the to rege St. Lou

Higher Household Median Income Areas

rate higher than 20% 1930 and beforeCrime (high Unemployment rates /1000 population)

GSAPP - Columbia University in the City of New York

Susanna

650

1940 - 50

Mixed use zones !( “Happy Island”

1940 - 50

55% lower income

( !! (

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57% lower income

1960 - 70 1950!( - 60

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- 70 1950 - 60

1920

Preetal S

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Higher Median e Areas

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200,000

63-70% lower income 64% lower income

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400,000

(24% )

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Adult obesity 26.8% City, 20.6% County

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fa

POPULA AND DE

600,000

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Higher adult obesity

! (

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40% lower income

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(> 233 per 1000 )

50% lower income

(> 181 per 10K)

Diabetes prevalence 12% City, 9% County Low-income individuals who do not live near 5% City, 4% County grocery stores Rate of recreational facilities (per 100,000) 8 City, 15 County

800,000

64% lower income

Opportunities?

2 or more races 2.5% Hispanic 3.6%

27% Hispanic

63-70% lower income

?

Anoth “RICH

1,200,000

40% lower income

Language and health literacy

? ?

(mortality and quality of life)

St. Lo

1,400,000

1,000,000

During its history $58,485St. Louis had many ! ( local, state, and federal policies that 1,967.2 explicitly and decisively sortedBlack the 47.7% Number of 60,031population City’s growing ! ( ! ( by race. unemployed persons These policies yielded both an intense concentration of African Americans in certain wards or neighborhoods of St. Louis itself and a virtually unbreachable wall between the City and its suburbs.

Higher heart disease mortatlity

Physical environment

Health Outcomes

57% lower income

Access to quality medical care

Health factors

50% lower income

Health behaviors

Asian 2.9%

Person per sq/mi

14,987

Social and economic factors

Redlining 71.4%

Median Household income

$34,384 5,157.5

Health disparities remain widespread among members of racial/ethnic and other minority populations. Specifically, African Americans continue to have poorer health status, in comparison to Caucasian.

White 42.7%

1,001,444

Higher hospitalization rate

Higher percentage of white people (90-100%)

Crime (high rates /1000 population)

1600,000

St. Louis County

313,416

57% lower income

“Opportunity area”

St. Louis City

25min

Mixed use zones

(

1,800,000

55% lower income

Social Services Higher percentage of black people (90-100%)

Vacant lots

St. Louis City and County Population, 2010

57% lower income

1930 and before

(> 34.1 per 10K)

1940 - 50

Higher diabetes mortatlity

1960 - 70 1950 - 60

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57% lower income

50% lower income

27% Hispanic

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Food desert

110

Higher diabetes mortatlity

Industries relocation

Higher heart

Sprawl

57% lower income

Infrastructural expansion

?

50% lower incom

Language and health literacy

? ?

21

(- 2000 St. Louis CitySocial and CountyServices Population Growth 1900

St. Lo

- U.S. Cen State & co from http - St. Louis DECADE R

St. Lo

A TRAIL OF 2 CITIES The project looks at strengthening the links between Newburgh and Beacon by treating it as one entity that could be mutually benecial and developed as a regional attractor. This sister city network would foster new revenue and employment and be a stimulus for Newburgh’s development. Beacon enjoys an annual average of 75,000 tourists visiting Dia:Beacon and a great number of passengers use the Metro North Station on a daily basis. Our project looks at tapping into, and growing, the tourist and younger population who might enjoy the historic resources and unique experience that Newburgh and “the other side” of the river has to oer. Our project sees the Hudson River as a connector rather than as a divider, and it can reinforce the historic connection between the two cities. Simultaneously we will address the barriers that Newburgh and Beacon possess individually, in order to promote strengthened connections related to their infrastructure, landscape and economic development patterns.

URBAN DESIGN STUDIO II

Group work: Jenny Cadena Molina / Susanna Castiello / Qian Qi / Parul Sharma

22

Susanna Castiello - MSAUD Class 2015

unt

ty oun er C Ulst

!

Du

tch es

s Co

!

y

REGIONAL SCALE

! !

TO POUGHKEEPSIE

! ! !

!

!

!

!

Total population: 15,346 (2012)

!

Tot population (2012): 28,651

!

!

!

Retail/ Malls

!

METRO NORTH STATION

Passengers: 530,400 / year 95% from out of the county

!

! !

Historical society of Newburgh ! !

Karpeles Manuscript Library

BROADWAY

!

!!

! ( !

! !

15 min

!!

!

!

2.82 km

!

STEWART INTL. AIRPORT

.2 miles) walk 26 min (1 to S tat ion

!

!

Washington's Headquarters !

State Historic Site

Motorcyclepedia Museum

MAIN STREET

s)

(1.75 mile

!

!

!

$1 fare - one way

!

!

Funding by the DIA Arts Foundation

Service only on Monday - Friday

!

DIA BEACON

! !

!

!

Tourism 75,000 visitors/ year 95% from out of Dutchess County

!

!

!

Employment 168 Associated Jobs

Economic Impact $12.5 million (direct and indirect revenue) Funding by the DIA Arts Foundation

!

!

Tourism

Or an

y nt

!

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u Co

TO NEW YORK

!

m

na

! (

ge

STORM KING !

ART CENTER !

t Pu

80,000 visitors per year

Co un ty

!

!

500 acres of open fields.

More than 100 sculptures

! !

!

!

! !

NEW WINDSOR

The project draws on the existing tourism activity and economy of the Hudson River Valley, including Storm King and Dia: Beacon, in order to leverage both Newburgh and Beacon as a combined regional asset.

The proposal is based on a public-private partnership model and envisions the Cities of Newburgh and Beacon and the MTA working with the private sector to catalyze new waterfront developments along both sides of the Hudson River.

GSAPP - Columbia University in the City of New York

23

COMMUNITY/CULTURAL DINING AND NIGHTLIFE TRANSPORTATION

NEWBURGH PUBLIC LIBRARY

VISIBILITY POINTS ORANGE COUNTY COMMUNITY COLLEGE MUSEUM CONNECTION TO THE INNER CITY AND THE AIRPORT

1.2 $/SqFt

CONNECTION TO THE INNER CITY AND WASHINGTON HEADQUARTERS

ACCESS

4.57 $/SqFt AY DW OA BR

1.5 $/SqFt 3,6 $/SqFt 3 $/SqFt

TO THE HIGHWAY

WATER ST.

1.04 $/SqFt

25 $/SqFt

12 $/SqFt

TO NEW WINDSOR

LAND VALUE ($/SqFt)

18.8 $/SqFt

CONNECTION TO THE INNER CITY

WATERFRONT RESTAURANTS

NEWBURGH BREWING COMPANY 0.002 $/SqFt

FERRY FROM/TO BEACON

NEWBURGH WATERFRONT VIEW FROM BEACON TO MAIN ST.

39.4 $/SqFt

22.2 $/SqFt 15.4 $/SqFt

6.8 $/SqFt

Red

Flyn n

Be

Dr

ek

9.67 $/SqFt

ma

nS t

Dia:Beacon MUSEUM

METRO NORTH STATION 14.98 $/SqFt

FERRY FROM/TO NEWBURGH

24

Susanna Castiello - MSAUD Class 2015

TODAY

Fare

FERRY SERVICE: A CATALYST FOR DEVELOPMENT

Subsidy +

$1.75

$2.21

Beacon

8 rides 37,603 passengers in 2013

Passengers per day (in 2013): 144 Earnings per ride at actual capacity (in 2013 with subsidies): $40.71

Passenger in the morning (full capacity): 894 Passenger in the evening (full capacity): 1194 Earnings per ride at full capacity (with subsidies): $590

Cost: $570 per hour (medium catamaran)

Travel time: 10min (one way)

stration mini , Ad e c an

Insu r

6 rides

Newburgh

Mantein ance

No weekends

l Fue

Labor

Cost per ride: $95

Operated by private opertors under contract to Metro North

286 passengers per day

2020

Fare +

$1.75

Max capacity: 149 Passengers per ride

weekends included

Subsidy

Costs = Earnings

$2.21

Weekends included 6 rides

Newburgh

Beacon

8 rides

What keep this service in operation?

88,750 passengers in 2020

Federal Formula Fundings

Internal MTA Resources

+

Passengers per day: 250

+

$1.75

$2.21

Weekends included

Newburgh

12 rides

Beacon

16 rides

NYSDOT

213,000 passengers in 2025

Passengers per day: 600

2030

Earnings per ride at actual capacity (with subsidies): $61.52

Fare

City

Private Public

$940 million from State and local subsidies

$1 million Dollar Grant from FTA to reduce the gap between fares and costs

FTA Region (Allocated by the New York Metropolitan Transportation Council)

Dutchess County transportation council

$500,000 to support ferry operations in 2010-2011 from FTA

Section 5307 for capital project

Public Private

Subsidy +

$1.75

$2.21

+4.9%

Weekends included

Newburgh

City tax revenue

Subsidy

NY STATE

Fare

Department of Environmental Conservation

2025

Earnings per ride at actual capacity (with subsidies): $70.71

12 rides 16 rides 337,250 passengers in 2030

Passengers per day: 950

Beacon

Higher real estate values also coincided with an increase in residential and commercial building space of over 4.9% within 1/4 mile

+8%

FERRY IMPACT Residential property values within 1/8 mile of the closest ferry stop

Source: The New York City Economic Development Corporation

Earnings per ride at actual capacity (with subsidies): $99

GSAPP - Columbia University in the City of New York

25

TOUR ISM

I REG ED POS RS PRO ACTO R AT T AL ON

TRANSMIS

S LLY BENEFICIAL DEION TUA VEL MU OP ME NT

BIG BOX RETAIL NEWBURGH

BEACON

AXIS (BROADWAY)

ER V A

CO AT NSO RA LID CT ION ATED S - HU ST OR B FO M RR KIN EG G, ION DIA A :B L EA CO N

ES

AIRPORT

HU D S O N RIV

LL

SIS T

R

ER

CI

TI

P ECE

PROPOSED SITES

N

By increasing awareness of Newburgh’s and the Hudson Valley’s past by linking existing historic, built and natural assets via mobile and digital platforms our project will generate public interest in both cities as a cultural hub.

A public capital project investment in Newburgh would include an Industry Museum on the city’s long-vacant waterfront, traversing the freight line barrier between the riverfront and inner city. This initial investment would also include enhanced ferry services and building and an improved harbor and piers in both Beacon and Newburgh.

With improved access across the Hudson and a destination “up the hill”, the city would be able to better promote the redevelopment of the entrance of Broadway to become more pedestrian and bike-friendly, with the addition of retail, cafes, and a digital library and exhibition space. This would be further connected with a new bike loop with pedestrian streetscape improvements between the two cities that would connect key destination such as

TI

O

CAPITAL PROJECT CONNECTING LOOP (BIKE)

EY

FUTURE PRIVATE DEVELOPMENT

the Washington Headquarters and the Brewery in Newburgh, and Dia:Beacon and the Metro North Station in Beacon.

Mix-use: Residential + Commercial + community spaces PRIVATE DEVELOPMENT

Washington’s headquarters Mix-use: Museum + trasportation hub + open spaces CAPITAL PROJECT Brewery

G

Broad

Laneway

way

Retail

1st St.opened Public Park Connected to the museum Re-furbished warehouse Museum exibitions/events spaces

26

Susanna Castiello - MSAUD Class 2015

Waterfront restaurants

Ferry

WHAT?

NEWBURGH

SISTER CITIES

TRANSMISSION

104 manufacturing entities during industrial heyday

tombstones 19 ePr

agricultural implements

00

boilers, boats, ironworks

0-

19

30s

brickmaking

clothing & textiles

19

Bro

adw ay

DIGITAL ADVERTISING (MARKETING STRATEGY)

REGIONAL ATTRACTOR

IMPROVEMENT OF

NEW DEVELOPMENT

Ferry increased schedule

DIA:

NEW DEVELOPMENT

WATERFRONT ACCESS

ACCESS

patent medicines

WHY? IMPACT ON BOTH CITIES

lawnmowers

St.

DIGITAL ADVERTISING (MARKETING STRATEGY)

BEACON

INGRESSION

nd

Gra

MUSEUM AS A

0

REVENUE GENERATOR

NEW WATERFRONT ACCESS

EMPLOYMENT

INCREASE

STREETSCAPE

REVENUE

Bro

adw ay

TOURISM

Streetscape Amenities Infrastructure improvement

New Spaces

Community Development

Improved Connectivity

Riverfront Park Piers

en e r G

way

y

wa n e e r G

Mix-use: Residential + Commercial + community spaces PRIVATE DEVELOPMENT

Fishing pier

New Plaza: Seatings and passenger spaces Improved connection to Dia: Dia:Beacon

Increased ferry service Improvement of the pedestrian path

Scenic Hudson Dock Park

GSAPP - Columbia University in the City of New York

27

et

NEWBURGH: ZONING AND GUIDELINES

Retail Recreate the human scale of the past

Grant to improve existing facades

Laneway dway Broa

y nwa

Gree

32’

High degrees of internal connectivity

1st St.opened

Museum

Ferry station

Variety of stores and commercial activities

Mix-use: Residential + Commercial Max height: 3-4 floors to preserve the view of the Hudson River

Developers must provide a minimum of 10% of square footage for community spaces in order to have tax breaks Historical map Small plot size (max 32’ x 49’)

LANEWAY

28

Susanna Castiello - MSAUD Class 2015

BEACON: ZONING AND GUIDELINES

Street: comfortable, safe and inviting for pedestrian

Narrow, shaded streets conducive to pedestrians and cyclists Cross cutting strategy

High degrees of internal connettivity

On street parking allowed for residents

17’ Mix-use: Offices + Commercial Variety of stores and commercial activities on the first floor

Mix-use: Residential + Commercial

4-5 stories

250’

Max height: 5 floors to preserve the view Buildings close to street at a pedestrian scale

Transit hub: Parking + bikes + car rental

Hotel

120’

Parking and garages placed behind buildings and away from street frontages

Public use areas Access to the station

Metro North station

GSAPP - Columbia University in the City of New York

29

NEWBURGH

LAFAYETTE ST.

WATER STREET

BROADWAY

30

Susanna Castiello - MSAUD Class 2015

BEACON

NEW PIERS AND PLAZA

TRAIL FROM THE STATION TO FISKILL CREEK

GSAPP - Columbia University in the City of New York

31

TRANSITCULTURE

T ransit C ultural O riented D evelopment

URBAN DESIGN STUDIO III

TransitCulture is a development model that merges a strengthened social infrastructure with improved transit networks to revitalize Santa Cruz. It is an infill proposal that poses an alternative to the current government-led, green field development strategy that locates new housing in disconnected sites far from physical or social infrastructure.

32

Santa Cruz’s 447 year history has imbued it with a rich cultural legacy, from the Jesuit canals, to the current vibrant community, with its unique lifestyle and its tradition. The neighborhood is characterized by a lively street life that spills from the sidewalks into the street day and night and involves both formal and informal activities across private and public spaces. The neighborhood has grown rapidly over the past 5 years prompting the construction of a BRT system in 2012. The introduction of this new mode of transit has improved the commute to other areas of the city in both time and quality. It has also, however, destroyed the train station plaza at the end of Rua Felipe Cardoso, a large cultural space with a strong identity that was formerly the site of the popular, historic carnival parade. Even without the Phisical plaza, the train station area remains essential to Santa Cruz’s urban core where the evolution of social infrastructure is deeply related to the evolution of transportation infrastructure.

Santa Cruz’s rapid growth can be attributed to a number of factors including rising housing costs in Downtown Rio and low land costs at the western periphery. This has made Santa Cruz one of the main target areas for the Minha Casa Minha Vida (MCMV) state housing program. Currently, MCMV developments are built outside of the urban center without proper transportation support and are completely disconnected from the social infrastructure of the city. We see the population influx into Santa Cruz as an opportunity to densify the urban core rather than building irresponsibly on vacant agricultural land. Rerouting the BRT creates a continuous transit loop that serves as a connective armature tying existing cultural elements together and triggering further cultural development. Revitalizing historical sites and diverting the BRT route will return lost pedestrian space to the community and attract additional investments along the new route. An enhanced cultural network coupled with Santa Cruz’s rich historical heritage would make it appealing to a mixed income population. The TransitCulture strategy seeks to build a series of neighborhoods in the center of Santa Cruz, each with a strong identity and an accessible transportation network. A series of new building typologies will be introduced to create living spaces on the street level paired with robust social activities. A re-envisioned MCMV that combines market rate with subsidized housing and allow flexibility within the units, the new developments would provide 15,000 units, 3,000 of which will be low income. The design focus will bring a balanced growth between population and cultural density. The social-infrastructure based development of TransitCulture will transform Santa Cruz bustling urban center poised to absorb the projected increase of 100,000 inhabitants in the next 5 years as well as catering to an increasing flow of tourists from regional neighborhoods.

Group work: Susanna Castiello / Tzuyi Chuang / Zhimin Zhang / Zhengyang Wang

Susanna Castiello - MSAUD Class 2015

The first step will involve mainly the renovation of the cultural heritage in the center. This will be possible thanks to federal funds, allocated by the IPHAN, a federal agency under the Ministry of Culture or in partnership with private developers that will be able to build cultural facilities in exchange of additional FAR. On the second phase the train station frame will be implemented with mix use

development, with the creation of ramps to increase the north-south connectivity, and a new BRT station. At the same time on the densification frame a small scale armature will break down the big empty lots.

On phase 3, through a government land policy support, mixed use units will be developed as an alternative to MCMV, while the empty lot next to the Cultural Center will serve as a reaching point for the linear park. A new

FELIPE CARDOSO Rd.

Tram service will be operated by SuperVia and will connect Santa Cruz train station to the city of Itaguai and to the industrial area.

On phase 4 street scape and further private and public investments will occur along the new BRT route reinforcing the urban armature and creating a series of neighborhoods, increasing the cultural density in the area.

FELIPE CARDOSO Rd.

GSAPP - Columbia University in the City of New York

33

CULTURAL DENSITY OF RIO DE JANEIRO & LOCAL CULTURAL LIFE OF SANTA CRUZ

Residents 320,000 in 2015 (+100k from 2010)

Commuters 90,000 per day to Barra de Tijuca to Center

Festivals

Informal vendor

Informal sales in private apartment

Gathering in shaded areas

Itaguai Formal retail

Market

6

Gathering in sport fields

7 8

Informal vendor Gathering Market Festivals Residential sale Formal retail Sport

9

10

11

12

24

13

23 14 22 15

21 16

20 19

34

Susanna Castiello - MSAUD Class 2015

18

17

Santa Cruz

20%

0%

n -20%

Population Growth In 5 Years (2010-2015)

Concentration of Leisure Spots

Train to City Center

1h 30min

BRT to Barra

52min

Barra de Tijuca Campo Grande

Santa Cruz in characterized by a community that is growing really fast in the last few years.This happens mainly because several Rio residents were relocated to Santa Cruz from other neighborhoods through the Minha Casa Minha Vida housing program.The new BRT route system increased the quality of commuting from Santa Cruz. Is estimated that almost 90,000 passengers take the BRT every day, commuting mainly to Barra, neighborhood with a high concentration of leisure

Rio City Center

activities, shopping areas and work places.

Due to long travel times of the BRT and the lacking of a direct connection to the center of Rio, many commuters use the train as a main mode of transportation. As the diagram shows, while the population is increasing mainly in the periphery, the biggest amount of leisure and cultural activities remains, indeed, in Rio center and in the neighborhood of Barra. The periphery has also a different kind of culture and one of its main characters is GSAPP - Columbia University in the City of New York

Ipanema

the intense street life.This is characterized by markets and festivals that occupy the entire street, while other activities like the informal vendors are mainly on the sidewalks. All these formal and informal activities involve private or public spaces, facades and delimited areas and they often overlap in space and time.

35

ARMATURE, CULTURAL ACTIVITIES AND NEW BRT LOOP. ISSUES AND POTENTIALS

Train Station C Frame

Train Station

SO DO AR FELIPE C

TO DOW

.

Rd

NTOWN

RIO

B Cultural Center Frame

Cultural Center Zone

Densification A Frame n

Armature Cultural Activities New BRT Route Train Line Historical Heritage BRT Station

Santa Cruz is defined by an urban armature often hidden by the overlap of different layers. Especially in the Santa Cruz center it is possible to notice that the social infrastructure is deeply related to the transportation infrastructure. The role of the train station is still crucial for the Santa Cruz population, even without a proper public space.

The overlap of these layers creates several issues in the neighborhood. For example, the BRT system improved the time and the quality of commuting but, at the same time, the presence of this infrastructure in the center destroyed what used to be a big cultural space with a strong identity, home of the historical and very popular carnival parade, characteristic of Santa Cruz.

36

Also, the low density growth of the neighborhood center and the use of fences and walls are increasing the perception of enclaves.As previously addressed, Santa Cruz is also one of the main target areas for the Minha Casa Minha Vida housing program. These new areas are located outside the center and are completely disconnected from the social infrastructure of the city.

Furthermore, these new residential developments are surrounded by walls and don’t provide mix uses on the ground floor.

Our project wants to delineate and reinforce the elements of the built and unbuilt environment involved with movement, activity and cultural meanings. This will be supported also by the re-routing of the BRT that can give the lost pedestrian space

Susanna Castiello - MSAUD Class 2015

to the community and attract additional investments along the new route. The three frames chosen, the train station, the Cultural Center and the densification zone, are located along the new BRT route and include parts of the armature of the city and are all characterized by different cultural activities.

The frames are very different in terms of functions, connections and roles within the neighborhood. In either frames infrastructural or topographic barriers impact on the perception of the place and on the traffic congestion, delineating conflict zones.

Our methodology aims to increase the porosity of the lots, shifting from residential enclaves with private or semiprivate outdoor spaces to semipublic permeable ground floors and shared open public spaces.

Increased traffic Destroyed spaces for festivals, carnival, gathering

BRT

Trigger for investments MCMV

Actual Enclave

Market Rate Surrounded by walls Low density Private open spaces

Existing Fabric

Infill of small lots

MCMV

Proposed Porosity

No gathering spaces No mix use of the basement No connection to the center

Market Rate

Surrounded by walls

MCMV

Housing demand GSAPP - Columbia University in the City of New York

37

SANTA CRUZ STREET LIFE - THE ARMATURE VIEW

1

2

3

4

Balcony

Courtyard

5

6

7

As a potential development area along the BRT Loop, the densification zone suggests a break through strategy for the large parcels to infill the huge empty lots with a courtyard type neighborhood. The breaking-through path is another kind of proposed urban armature that will link courtyards, cultural facilities and the ground levels of a new floating housing typology.

This floating typology will capture the

38

Soft Barrier

Solid Barrier

Shading

Communal Space

Retail

Residential Core

8

living experience of the existing housing, looking at these moments and atmosphere as an important factor of culture as well. With two different types of living units, this typology suggests a mixed demographic living style for both middle and low income classes.

The courtyard in the middle will be shared by everyone in the community. This typology will free the ground level space and will create opportunities for informal retail and gallery

Susanna Castiello - MSAUD Class 2015

programs while will also offer flexibility for future expansions on top of the building. Together with the central courtyard, the building will work as a media rather than a separation between the community and the front street.

We envision that the new BRT route will be a catalytic agent for further investments and streetscape along the loop, reinforcing the urban armature.

n

DENSIFICATION FRAME

d.

IP

FEL

O

RD

A EC

R SO

Mid-Income Housing

Felipe Cardoso Rd.

Social Housing

CULTURAL AMENITY

Flexible Ground Floor

BR TL OO P

A

A GSAPP - Columbia University in the City of New York

n

ARMATURE

39

C B

BRT

TRANSIT PLAZA

LOO P

BRT TERMINAL

INTERFACE TYPOLOGY BRIDGING TYPOLOGY

1

IMPERIAL PALACE PLAZA

2 TRAIN STATION

3

1

2

40

Susanna Castiello - MSAUD Class 2015

3

CULTURAL CENTER AND TRAIN STATION FRAME

OLYMPIC CULTURAL VILLAGE CENTER

BR TL OO

P

LINEA R PA RK

SPORT MUSEUM

IMPERIAL PALACE

LOO P

n

BRT

C n

In the train station frame, we will delineate the social infrastructure through both pedestrian paths and building typologies, supported by different kinds of activities. The rerouting of the BRT will allow the design of some of the streets around train station for pedestrian use only. Together with the central ramp and the decking system, the pedestrian boulevard, that used to be an active walkway

for carnivals, will highlight this major axis towards the Imperial Palace. A linear park will start from the end of the active train line along the abandoned rail road, linking together the train station, a new BRT terminal and the future tram station and connecting them to the cultural center on the South.

Connected by the BRT loop and the linear park, the Cultural Center zone is designed to GSAPP - Columbia University in the City of New York

be a community shared zone with sports fields weaving with naturalscape. Thus, the isolated street between the actual empty site and cultural center will be developed as a main armature to incentivize the development on both sides. A new trail along the abandoned railway will be renovated around the slaughterhouse, behind the cultural center.

41

APARTMENT

RETAIL

CULTURAL CENTER

DECKING

LINEAR PARK

PARKING COMMERCIAL INTERFACE TYPOLOGY

Ă lvaro Alberto Rd. GROUND LEVEL PARKING

This design strategy takes some benefits from the existing Olympic Village and Cultural Center facilities to reinforce the role of this area within the neighborhood of Santa Cruz.

This new type of circulation will slow down the pedestrian flows with a series of open public spaces designed with different facilities to provide different experiences. The combination of ramps, steps, stairs and retail spaces

42

GREEN SHADING

will create a constellation of public spaces along the Carnival Boulevard for both formal and informal activities to happen.

The proposed housing typology will also emphasize the public use of the ground and second level areas to maximize the possibilities of social interaction. Supported by the huge number of pedestrian flows, the bridging typology located on top of a new

Susanna Castiello - MSAUD Class 2015

CROSSING DECK

COMMERCIAL PEDESTRIAN

bridge across the railway, will mostly be used as gallery and as an office tower and will be owned by the railroad department. Along the main boulevard, an interface typology will be characterized by two levels of retail an, on the decking level, a semi-public commercial corridor between the retail and the high-rise apartments.

SECTION OF NEW TRAIN STATION

OFFICE VERTICAL CORE GALLERY/WORKSHOP

CROSSING DECK PLATFORM TRAIN STATION PEDESTRIAN

BRIDGING TYPOLOGY

BRT TERMINAL

TRANSIT PLAZA

Pátio da Estação Rd. LINEAR PARK ENTRANCE

TICKET OFFICE

INFORMAL MARKET

CORNER PLAZA

LOCAL BUS STOP

C

GSAPP - Columbia University in the City of New York

43

LIGHTEN UP Using Adobe Maya and After Effect, we imagined to lift up Penn Station to provide a new passenger space on the ground level and a new open space.

This provocation is shown on a digital table in a constant interaction between reality and digital experience.

Video here: https://vimeo.com/103328812

READING NEW YORK URBANISM

Group work: Zhimin Zhang / Daniel Laimer / Long Xu / Susanna Castiello

44

Susanna Castiello - MSAUD Class 2015

GSAPP - Columbia University in the City of New York

45

OPENCARTOGRAPHIES Using unconventional way of mapping, like Processing and online platforms as CartoDB and MapBox, I explored different ways to represent and manage data flows.

Some of the maps are a combination of Facebook and Fouresquare APIs elaborated by Processing and, eventually, ArcMap. Interactive maps are made in MapBox, Tilemill and CartoDB.

OPEN CARTOGRAPHIES

Individual work

46

Susanna Castiello - MSAUD Class 2015

GSAPP - Columbia University in the City of New York

47

KALEiDOSCOPIC KNOTS

PRIVITIZATION OF PUBLIC SPACES IN NEO-LIBERAL BEIRUT Post-war, Lebanon, a weak-quasi state after being in war ever since 1975-90 resulted with sectarian divisions & political Corruption. This lead into privitization of the centre as well as various open spaces present within the city, leading to Displacement of local population to the peripheries.Current real estate boom has open doors to Expats & tourists in the city. Lack of interest in social reconciliation & growing vested interests of the private powers controlling the city has left no scope for social interaction within an already divided community.

Group work: Arshia Chaudhri / Jenny Cadena / Susanna Castiello

URBAN PRECONFIGURATIONS

Columbia University GSAPP Seminar Fall 2014

48

RE-ENVISIONING SAIDA ROAD

Susanna Castiello - MSAUD Class 2015

CITY MORPHOSIS WITH TIME 1975- 1978

1978- 1983

1975- 1978

War GSAPP zonesSeminar moving Columbia University Falltowards 2014 the central city creating a 1 ‘Green Line’ divide

3 2

1980- 1982

1978- 1983

Inhabitants moving out of the green line zone of influence to Soutern & Eastern fringes

CBD

1980- 1982

ZOKAK EL-BLAT

Elissar 2.

Zokak El-Blat 3.

1958

1975

1975

1990

2006

2007

Conflict between Chiyah and Ein El Remmeneh

30 days Istraeli war against Lebanon

Creation of Green Line

End of civil war

Begin of civil war

Civil war between Muslim and Christians

RECONCILIATION LIMITED TO PRIVATE SPHERE ERASURE OF PAST & MEMORY ARSHIA CHAUDHRI, JENNY CADENA, SUSANNA CASTIELLO

Strategies to recreate contextual architecture and provide a ‘traditional’ fabric and historic link to the past of the city has failed in the attempt to preserve the city’s rich history and character.

The mental image of Beirut Centre as remembered by people above the age of 68.

Areas typified by low rise, poor quality consruction and unplanned layouts.

Most of these areas are illegally occupied

Areas typified by medium rise, fair and Most of these good quality areas construction built on are legally occuplanned pied as The mental image of Beirut Centre subdivisions. remembered by people between the

ages of 48 and 68.

A6832 Urban Preconfigurations

Solidère’s concept of ‘Beirut reborn’, as a ‘layered city of memory’ in which ‘the past informs the future’ A6832 Urban Preconfigurations

Hazballah taking over centres as control areas

GENTRIFICATION OF NEIGHBOURHOODS

A6832 Urban Preconfigurations

Areas badly damaged during the civil war, have been developed since the 1990s under Solidere.

1983- 1990

Refugees infiltering through the North leading to Unplanned Development

ELLISAR

CBD 1.

Columbia University GSAPP Seminar Fall 2014

1983- 1990

Annexation of a Third to Solidere in 1990

Poor and non attractive area of the city

Developers created up market apartments for a population with higher spending Low income people power forced to move out (doubling of house The mental image of Beirut Centre as prices and rents) by the war generation remembered

below the age of 48.

ARSHIA CHAUDHRI, JENNY CADENA, SUSANNA CASTIELLO

Selective in the history it reproduces and the memory it evokes

The remnants of a traumatic and debilitating violent struggle have all but been erased, and replaced instead with an appeal to a more glorious, illustrious and heroic past.

GSAPP - Columbia University in the City of New York

ARSHIA CHAUDHRI, JENNY CADENA, SUSANNA CASTIELLO

49

Columbia University GSAPP Seminar Fall 2014

PROJECTED GROWTH OF URBAN AREA

260 KM

649KM

884KM

1960

1998

2030

260 KM 1960

CONCEPTUAL CONCEPTUAL PROPOSAL PROPOSAL

406 PPL/SQ.M

453

PPL/ SQ.M 649 K 199 M 8

BE

GI

NN

IN G

CITY

40SQ.M/CAPITA

88 20 4 K 30 M

TIO NS FO R2 050

OF GREEN SPACE W.H.O RECCOMENDS

INCREASE IN POPULATION BY

150% EQUIVALENT to 4.2 MILLION

PR OJ EC

0.8 SQ.M/CAPITA

PR ES EN TD AY

BEIRUT COUNTS ONLY.

406 SQ.M

INCREASE IN PUBLIC SPACES THROUGH TEMPORARY PARKLETS Columbia University GSAPP Seminar Fall 2014

PROVIDING PUBLIC GREEN SPACES MANAGED BY LOCAL ORGANISATIONS TO OVERCOME EXISISTING CHALLENGES OF PRVATE AND POLITICAL CONFLICTS

DETAILED BLOCK

A6832 Urban Preconfigurations

ARSHIA CHAUDHRI, JENNY CADENA, SUSANNA CASTIELLO

Guerrilla Gardening Mobile Vendors

Built a Better Block

De-Pave

Play Street

Pop-Up Cafes

Food

Public Market

Art

Micro Retail

MALL

Open Street

Site Pre-Revitalization 50 A6832 Urban Preconfigurations

DETAILED BLOCK

Susanna Castiello - MSAUD Class 2015 ARSHIA CHAUDHRI, JENNY CADENA, SUSANNA CASTIELLO

Columbia University GSAPP Seminar Fall 2014

STRATEGY: GENERATIVE STREETS STRA STRATEGY ASTREETS :ASGENERATIVE STREETS, A SOCIAL CONNECTOR

SCALE 1 : LARGE EVENT SPACES /SEASONAL

STR R STREETS AS A SOCIAL CONNECTOR

SCALE 2 MEDIUM & SMALL TEMPORARAL ACTIVITIES WHICH HAVE POTENTIAL TO BE SUSTAINED

ACTIVATING THE STREETS BY PUBLIC PLACE BY UTILIZING UNDERUTILISED SPACES IN FORM OF PARKING LOTS, VACANT LOTS

OPTIONAL STREET CLOSURE

RECLAIMING STREETS AS PUBLIC SPACES

BY BLOCKING THEM BAED ON SCHEDULING AND TIME OF THE DAY

SMALL SCALE TACTICAL INTERVENTIONS BOTH FOR FUND RAISING AS WELL AS SOCIAL INTERACTION

LOCAL PARTNERS AND INSTITUTIONS

BEIRUT GREEN PROJECT YOUTH ECONOMIC FORUM

CLUSTERED ACTIVITIES LEADING TO CLOSURE OF THE STREET

NETWORK OF TEMPORARY PARKLETS, PARKLETS, ON OLD SAIDA ROAD TO DISSOLVE SSOLVE THE GREEN LINE Columbia University GSAPP Seminar Fall 2014

tio

n

Truc k Foo d Feb

za

Dimension of the intervention

Jan

ali

c

vit

De

Re

ors

d ven

Cart /

bile

Sit eP re -

SEASONAL CHART

ARSHIA CHAUDHRI, JENNY CADENA, SUSANNA CASTIELLO

s

Mo

A6832 Urban Preconfigurations

Area of Interest No v

M

Blocks Closed Streets Sidewalks

Gard

enin

g

da y

r te k oc

bl

GSAPP - Columbia University in the City of New York

et

ab

fes

ild ors

d ven

p Ca

g)

bile

Pop -U

Jul

Au g

ts str ee

(in

Bu

en

rilla

Pa rk

Mo

A6832 Urban Preconfigurations

Play Streets

rk Pa

ile

b Mo

Guer

Jun

Ch

Ma y

Sep

Op

om air B

ve De-Pa

Apr

Oct

bing

ar

SEASONAL CHART 51

ARSHIA CHAUDHRI, JENNY CADENA, SUSANNA CASTIELLO

Susanna Castiello

Master of Science in Architecture and Urban Design - Class of 2015 GSAPP - Columbia University in the City of New York s.castiello@columbia.edu