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Archive of entries posted on May 2010

Union Station Update #17

On Monday, the truck pictured below arrived with a load of forms for concrete.  I believe the construction industry refers to it as “forming work.”  I’ve waited to discuss it in hopes of seeing exactly where it will be used, but the load remains staged on the edge of the bus box hole.  Perhaps, the forms will be used inside the utility boxes that are still being created with the sheet pile.  (See Update #16).

Here is a closer view of the crane that was delivered on May 20.  The boom that appears to be about 140 feet long has been assembled on the ground and attached to the crane.  But it has not yet been hoisted into the air.

On Wednesday, I uploaded another 14 photos to our Denver Union Station page at JobSiteVistor.com.  Several shots show the huge second dirt pile that is rapidly growing.  The current phase of digging appears to be nearing completion.


Denver Union Station Plan: 17th Street Gardens

We’ve reviewed the light rail station, the underground bus terminal, and the commuter rail station. Now let’s take a look at the plans for Denver Union Station’s signature public spaces, starting with the 17th Street Gardens.

First, an overview of the proposed public spaces at DUS. The public realm within the Union Station transit district consists of a network of spaces that flows above, below, through, and around the various transit elements, the historic station, and the future private development buildings. We’ve discussed some of these already, such as the commuter rail Train Hall, Light Rail Plaza, the pedestrian concourse inside the underground bus terminal, the areas around the three pavilions, and the pedestrian bridge over the commuter rail tracks. The streets are also an important part of the public realm. Wynkoop, Wewatta, Chestnut, 16th, 17th, and 18th streets will all contribute in different ways to the character of the district. There’s also the inside of the historic station—perhaps the premier public space of them all—which we’ll discuss in a future blog post. Today, however, it’s about one of the two new signature public spaces at Union Station, 17th Street Gardens (Wynkoop Plaza is the other and next up in this series). The following graphic came from a presentation prepared back in the fall of 2008 early in the conceptual stage of the public space design, but it still does a good job of showing the basic framework for the public realm at Union Station and the different character zones within the district. As with all Union Station plan maps, west (northwest actually) is at the top, and east (towards downtown) is at the bottom:

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The 17th Street Gardens is the main public space (aside from the rail platform areas) on the western side of the historic station. Labeled as the “linear gardens” on the map above, the short section west of Chestnut Street near the light rail station is now the Chestnut Pavilion Plaza and the short section east of Wewatta Street near the commuter rail station is now the Wewatta Pavilion Plaza. Both of these pavilion plazas will contain design elements from the 17th Street Gardens, but the main garden space is focused on the block in between Chestnut and Wewatta.

One of the earliest design changes recommended by SOM and Hargreaves (the transit and landscape architecture firms hired for the project) was to shift the 17th Street vehicle drive lanes to the south and eliminate the median. The original plan had a vehicle lane in each direction and a median centered within the wide 17th Street right-of-way. In fact, a few years ago this block of 17th Street was built (but never opened to traffic) and was removed only a few months ago when construction began:

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The new plan consolidates the public space by shifting most of the plaza to the north (sunny) side of 17th Street. Centered within the right-of-way are the skylights that provide light to the bus terminal below. Extending horizontally across the plaza from each skylight are raised planting beds with seat walls. These create the framework for the eight “rooms” that will feature different landscape and urban design elements. A 25-foot wide fire lane provides the main pedestrian walk zone, ending with a 10-foot wide zone for restaurant patio seating. Between the skylights and the street is an 8-foot sidewalk, and the south side of the street still enjoys a wide sidewalk and a cafe seating zone:

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A key aspect of a successful public space is a design that people feel comfortable hanging out in, yet also allows for a variety of programmed events to occur, such as stage performances, street fairs, games, vending carts, etc. The 17th Street Gardens layout provides that flexibility between programmed and passive use. For larger events, 17th Street can be closed down, providing even more space. Here are two images that show the variety of programmed uses that could be incorporated in different combinations throughout the seasons:

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The landscape plan for the gardens is intended to provide a variety of interesting plant colors and textures for all four Colorado seasons:

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Finally, here are some street-level renderings of the finished 17th Street Gardens:

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Of course, until both buildings along 17th Street facing the gardens are completed, the 17th Street Gardens won’t “feel” finished, as it is the sense of enclosure that buildings provide that is such a critical component to a successful urban space. Let’s hope for a speedy economic recovery so the private sector developments within and adjacent to the Union Station transit district can be built to complement this significant public infrastructure investment.


Judicial Building Mural Surprise: Asbestos Panels

Recently we’ve featured several blog posts discussing the Angelo di Benedetto mural at the soon-to-be-demolished Colorado Judicial Building. The Denver Post reports that workers have run into a bit of a problem in the process of removing the mural: when one of the panels broke, they discovered it was painted on panels made of 30% asbestos. The state wasn’t having much luck in finding a new home for the huge mural. Now, according to an earlier version of the Post story that you can read here, whoever takes the mural will also have to take responsibility for the asbestos liability. Unfortunately, that doesn’t bode well for the mural’s future. As planned, the mural will be placed in storage.


Metro State Student Success Building Design

Back in December 2009, I blogged about the new Student Success Building planned by the Metropolitan State College of Denver for the corner of 9th Street and Auraria Parkway on the Auraria Campus. At that time, only a few massing-model type renderings were available. Today I’m happy to publish our first look at the proposed design by architecture firm RNL Design and Saunders Construction. These images came from a schematic design submittal from April, so while they may not represent the building’s final design, they give us a good idea of the general look of the proposed structure.

First, an aerial view looking north. Auraria Parkway is at the top and 9th Street is on the right. The L-shaped building encloses a pedestrian plaza (as always, click to enlarge):

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View from the plaza:

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View from across Auraria Parkway looking east:

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View from across Auraria Parkway looking west:

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View from 9th Street:

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View from plaza entry:

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The Metro Student Success building will be approximately 145,000 square feet in size and will hold the college’s Registrar’s office, Financial Aid, Student Academic Success, New Student Orientation and other critical support services. The $62 million project is being financed through federal stimulus subsidized bonds, backed by a special assessment approved by Metro State students Spring 2009. The project is aiming for LEED Gold certification.

Construction of the Metro State Student Success Building is slated to begin as early as December of this year with a planned opening of April 2012.


The Slow Home Project

The blog today was written by Caroline Tracey, a college student from Denver in the Urban Studies program at Yale University. She contacted me and offered to research and author a blog post for DenverInfill. Around the same time, I was contacted by John Brown, a Professor of Architecture at the University of Calgary, who suggested a great design topic for this blog. I put the two of them in contact with each other and… here we go: Caroline’s well written blog article on John’s Slow Home project. Thank you both for your contribution.

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Do you live in a fast house or a slow home?  Do you know how to tell the difference?  Though everyone reacts to design intuitively, most people do not know how to interpret it, or understand how it affects them.  If you have felt allured by design but unable to understand its language, Slow Home has an antidote for you.  And it has arrived in Denver.

After observing “a lack of understanding about the fundamental problems of the housing industry and a disconnect between the understanding that professionals learn and what builders are doing in practice,” John Brown, a professor of architecture at the University of Calgary, started Slow Home.  He recognized the need to raise awareness about good design, and hoped to foster widespread understanding about the importance of good design.

Brown came up with the idea of a “slow home” during a conversation about the Slow Food movement with his sister, a chef. He found that the more he developed the analogy, the more it seemed appropriate to explain the current housing industry in North America.  “I started to tell my clients,” he says, “that houses in suburbia are the fast food of housing – all standardized and homogenized.”  In the same way that Slow Food considers the source of ingredients, their composition, and the act of preparing meals, Brown’s Slow Home Project intends to raise awareness about the sourcing of materials for homes, the decisions that go into the design of a home, and its workmanship.

So what does the project do? At is foundation is the Slow Home Test, which Brown describes as a tool that gives people a skill set through which to understand design and evaluate design quality.  Fourteen indicators are weighted to add up to a possible twenty points.  Points are earned in the categories, “the house in the world,” “the house as a whole,” and “room by room.” Continuing the analogy of Slow Homes to Slow Food, Brown says, “until we knew about trans fats, we didn’t have a language to talk about the problems they cause.”  The understanding of the language of design afforded by the test allows it to be a tool to influence consumers’ buying decisions and to understand what could be improved in one’s own house.  It allows consumers to be educated about how to “vote with their dollars.”

Next, Brown took Slow Home on tour.  This is where Denver comes in.  Brown recognized a “sizeable online community” at theslowhome.com, and decided to put it to work surveying design in nine large North American cities.  Denver follows Los Angeles, Toronto, and Dallas.  Members of the online community evaluate floor plans of new houses in each city using the Slow Home test, in order to create a data set about the quality of new home design in the cities.  So far, 2,100 homes, in the categories apartments/lofts, townhouses, and single-family detached homes, have been evaluated.

The preliminary results about Denver “are essentially an inversion of the results from other cities,” says Brown.  In the apartment/loft and townhouse categories, the percentage of plans meeting Slow Home’s minimum design quality standards is lower than in other cities.  But in the detached single-family home category, in which the percentage meeting the minimum standards – thirteen out of twenty points on the test – is generally the lowest, Denver’s results are higher than other cities.  More than forty percent of new single-family homes surveyed meet minimum design standards.  Eleven percent meet standards to be considered a “Slow Home,” which Brown says is an impressive fraction – to be considered a “Slow Home,” a home must earn seventeen of twenty possible points on the Slow Home Test.  It must be well designed inside, well located, and meet environmental standards.  Seven percent of single-family homes in Dallas were “Slow Homes,” and just three percent of those in Toronto.  And Miami? “Miami is just out to lunch,” says Brown.

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Brown attributes Denver’s higher quality of design of single-family homes to a citywide interest in the environment and in community.  There are several urban renewal projects in the city that are doing well, he adds, including the redevelopments of Lowry and Stapleton.  Whereas “in other cities, all the new single family houses are way out in the suburbs where no one cares about them,” these projects in Denver are closer to the center of the city, and are under more scrutiny than new suburban projects.  Their design was considered more carefully, and in turn they score higher on the Slow Home test, shifting Denver’s results towards slowness.

Brown asserts that where we choose to live affects our lives.  To illustrate this point, he turns to an analogy about shoes: “wearing a pair of shoes that doesn’t fit is unpleasant – it makes your life harder, not better.”  In the same way, buying a house that has a “large unused front living room, a garage that blocks the whole front of the house so that there’s no natural sunlight, or that requires you to commute two hours each day” will not improve your quality of life.  Brown hopes that Slow Home’s design education tools will allow consumers to demand better design.  It values not expensive design, but simple, intuitive considerations by developers.  “People who understand design will refuse to buy a house without front entry closets, bedrooms with natural light, or a walkable neighborhood,” he says.

“There are people doing good work,” he continues; and with the right tools, “people will see the differences.  It’s not about telling people they’re living the wrong way, it’s about providing entertaining, educational tools to be a more informed consumer.”

Anyone can join the entertainment and education at theslowhome.com, where Brown posts daily video design exercises including analyzing and comparing floorplans and voting for the Slow Home awards for the surveyed cities.  The Slow Home awards for good new design in Denver are viewable at http://theslowhome.com/slow-home-project/denver-wrap-up/#comments.  WashPark Green, the winner for a single-family home, is pictured below.

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Union Station Update #16

There are three recent events to talk about today. First, the conveyor system was shut down last Friday (May 14). Evidently, the space allocated for dirt on the northeast side of the bus box hole reached its capacity. It took several days to reassemble the conveyor at a new location closer to Wewatta Street. On Wednesday, I took this photo of the beginning of another pile of dirt that is rapidly growing on the parking lot at the intersection of Wewatta and 16th streets.

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Second, long angular pieces of  metal (sheet pile) are being driven into the bottom and near the northwest end of the bus box hole.  The following photo shows the sheet pile forming a box that will hold back dirt and ground water from an eventual hole that will house utilities under the floor of the  bus box.

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Third, a new piece of gear showed up at the project site yesterday afternoon.  It appears to be a crane and is being assembled on site probably because it is too large to be transported on public roads.   I took the following photo showing a couple of workers walking nearby to provide a sense of scale.  I’m looking forward to seeing this new toy in action.

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Also notice the ground under the new crane in the last photo.   Over the past two days, Kiewit resurfaced a most of the northwest side of the project area.  They trucked in what appears to be crushed limestone, smoothed it out with a grader, and packed it with a roller.   I assume it is time for a cleaner, more stable surface on which to work.

I uploaded 16 more photos to JobSiteVistor.com this week.  Please check them out.