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Archive of entries posted by Ken

Justice Mural, History Museum, Are History

Sadly, the colorful Justice Through The Ages mural at the soon-to-be-demolished Colorado State Judicial Building will not be finding a new home anywhere after all. A few weeks ago we reported that it had been discovered that the mural had been painted on asbestos panels and that its future was in doubt. Recently, project and state officials have concluded that the mural cannot be saved and that it will be destroyed. Here’s an article from Law Week Online (thanks to Vicki for the link) about the mural’s fate.

And speaking of things being demolished… the Colorado History Museum was torn down this past week, and it appears its neighbor, the Colorado State Judicial Building, will follow any day now. Both buildings are being cleared for the new Ralph Carr Colorado Judicial Complex, which will occupy the entire block and look like this:

The new state judicial complex is scheduled for a 2013 opening.

You Are Invited: The Social Life of Small Urban Spaces

William Whyte was an American urbanist who used the direct observation method for understanding and analyzing how people use public spaces. Whyte authored numerous books on cities and public spaces and was considered a leading expert on pedestrian behaviors. One of his most regarded books was the 1980 title “The Social Life of Small Urban Spaces” which was made into a one-hour movie in 1988. The film is quite interesting, surprisingly humorous at times, and a must-see for anyone interested in urban public spaces.

With the design currently underway for several significant public spaces at Denver Union Station, the Union Station Advocates has teamed up with real estate firm Urban Market Partners and the local chapters of the American Planning Association and the American Society of Landscape Architects to arrange for a public viewing of Whyte’s “The Social Life of Small Urban Spaces” movie, followed by an open discussion about Union Station’s two major public spaces (17th Street Gardens and Wynkoop Plaza). The discussion will be facilitated by Ellen Ittelson, senior planner with the Denver planning office, and your DenverInfill blogger, Ken Schroeppel.

The event will be held Thursday, June 17 from 5:00 to 7:30 PM at 1430 Delgany (white building with the flowery facade next to the Waterside Lofts, just down the street from the Museum of Contemporary Art). The event is FREE to the public, although a small cash donation at the door would be greatly appreciated to help cover our costs. Light refreshments will be available. YOU are invited!

Here’s a flyer:

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We hope to see you Thursday for urbanism-at-the-movies night!

Denver Union Station Plan: Wynkoop Plaza

Today we’ll review the other major public space planned for Denver Union Station: Wynkoop Plaza.

Wynkoop Plaza is proposed for the east side of the historic station along Wynkoop Street. It’s hard to not call that side the front of the station, since that has effectively been the case for decades. But with the new transit elements going in to the west and with all the new vertical development in the Central Platte Valley, both sides will now be the “front”. Fortunately, the historic station was designed with equally attractive east and west facades.

Currently, ugly surface parking lots occupy the key corners of 16th and Wynkoop and 18th and Wynkoop. Both of these will be replaced with “wing” buildings as they’ve been called, given their location at the end of the historic station’s two wings. The north wing building at 18th and Wynkoop will be the new home of IMA Financial and will look something like this. The design of the south wing building hasn’t been completed yet but it will be of similar scale and quality. Both buildings are critical to the success of Wynkoop Plaza for two reasons: they define the plaza edges and help visually enclose the space to make it feel more intimate, and they provide the ground-floor retail and restaurant uses that will help enliven the plaza with people and activity.

Wynkoop Plaza consists of north and south sections, with each having a different programmatic and design emphasis. Here’s an overview:

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The south (left) plaza will be more open and sunny than the north (right) plaza. Given the south plaza’s proximity to the 16th Street Mall and the end of the commuter rail platforms, it will experience more pedestrian traffic, which the open design facilitates.

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The south plaza will also include an area with pop-up fountains that, during the warmer months, will engage the senses and draw more people into the plaza. The fountain will be computer programmed to allow for a variety of effects, such as the jets of water popping up in different shape and timing patterns. The height of the water jets can also be adjusted depending on wind speed and other factors, and up-lighting can make for dramatic nighttime displays. Of course, during the colder months and during larger events in the plaza, the fountain can be turned off entirely to create an unobstructed hardscaped area. A row of trees closer to the historic station will provide shade to restaurant patios. Movable chairs will be used throughout the plaza along with a few permanent seat walls that will help delineate the primary pedestrian paths.

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While the south plaza is the sunnier, more open and active section, the north plaza will be a bit more quiet and shady, although still a great people place.

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The north plaza will feature a bosque of trees that provides plenty of shade for both permanent seat walls/planters and movable tables and chairs. The far north end of the plaza closest to the IMA Financial Building will remain open to provide a sunny space and clear sight lines to the pedestrian bridge/plaza spanning over the commuter rail tracks.

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Like the 17th Street Gardens, the Wynkoop Plaza has been designed for both passive use as well as programmed events, such as stage performances, festivals, vending carts, games, etc. The diagrams below show two of the many ways different events can be configured into the space.

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Regarding Wynkoop Street itself, many people have suggested that the street be rebuilt between 16th and 18th so that the Wynkoop Plaza’s paving surface and streetscape elements can extend across to the storefronts on the other side of the street, thereby making the street itself part of the public space. Everyone thinks this is a great idea, but currently there is no money in very-tight project and city budgets for this to occur at this time. However, nothing in the Wynkoop Plaza design would preclude that from occurring in the future when funding is available, so it’s just something we have to keep on the front burner and eventually we’ll find a way to get it done.

About the revival of the Welcome/Mizpah Arch: You may recall Union Station Advocates held a big gala event in the historic station to start raising money for the return of the arch. Currently, there’s no consensus among the Downtown community as to the arch’s design or location. Some people feel it should be an exact replica of the original arch (at the same scale or perhaps at a smaller scale) and some people feel it should be a contemporary arch inspired by the original. Some people favor the original location at 17th and Wynkoop, while others favor a new location on the west side where there are more potential sites available. Regardless of the ultimate design and location, it would be several years at the earliest before the arch could be constructed and installed anyway, given the funds that will need to be raised to pay for it. So for now, a healthy debate over the arch continues while a longer-term fundraising plan and decision-making process is devised.

Finally, it is the hope and goal of Union Station Advocates and many of us throughout Denver that Union Station becomes much more than a transportation hub. The station’s location between our beloved Lower Downtown historic district and the exciting contemporary developments in the Central Platte Valley, along with the infusion of masses of people every day, creates the opportunity for Union Station and its surrounding public spaces to become a nearly perfect urban nexus for Downtown. It can become the place where, when asking what not to miss when in Downtown Denver, first-time visitors are told “go to Union Station”. It can become the place where locals hang out even if they have no plans to travel by transit. Paired with its likely-to-be-very-dramatic Calatrava-designed sister station at Denver International Airport, Union Station will be the gateway to Denver for millions of people every year and may become Downtown’s most important single place.

Some patience will be required for Union Station to achieve its full potential. While the basic layout and urban design elements of the public spaces are being constructed now, the area will evolve and improve over time as the trees and plantings mature, public art is added, the private-sector developments are built out, and other enhancements (like the Mizpah Arch or extending the plaza across Wynkoop) are implemented. Union Station won’t be perfect on opening day, but the planning and design framework is in place for it to get off to a great start.

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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Denver Union Station Plan: Commuter Rail

The third and final major transit element of the Denver Union Station plan is the commuter rail station. The light rail station and the regional bus terminal are the other two transit elements we’ve already reviewed. The commuter rail station will be the closest transit element to the historic station, located immediately to the west of Union Station where the Amtrak and light rail platforms are today. Commuter rail involves trains similar to those used by Amtrak—they’re bigger and longer than light rail and come in electrified (overhead wire) or diesel engine varieties. RTD doesn’t yet have any commuter rail trains in operation, but later this year the first FasTracks commuter rail lines (Gold Line to Arvada/Wheat Ridge and East Line to Denver International Airport) will begin construction. Eventually, the commuter rail platforms at Union Station will accommodate not only the Gold and East lines, but the North and Northwest (Boulder) lines, as well as Amtrak, private excursion trains (such as the Ski Train) and room for future lines/expansion.

The commuter rail station area includes several components. First, the commuter rail platforms will be surrounded and partially enclosed by a large canopy shelter. This is the area often referred to as the Train Hall or the Train Shed, and should not be confused with the Great Hall inside the historic structure. Then there’s the Wewatta and Union Station Pavilions, and the pedestrian plaza/bridge over the tracks north of the platforms. Here are two images that give you the layout in this area. On the left is an illustrative image that shows the historic Union Station structure, the north and south “wing” buildings to either side, the white canopy Train Hall over the platforms with the oval opening in the center, the Wewatta and Union Station Pavilions directly on the 17th Street axis, future private-sector development buildings south and west of the Train Hall, and the parking garage structure straddling the tracks off to the north. The image on the right identifies which train lines will utilize the eight platforms within the commuter rail station.

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The first element one would encounter after crossing Wewatta Street from the west is the Wewatta Pavilion. Like the Chestnut Pavilion, the Wewatta Pavilion will include escalators, elevators, and stairs to provide vertical access to the underground bus terminal. The area surrounding the pavilion also functions as a public space, with room for outdoor cafe patios for the adjacent buildings, ticketing machines, landscaping, seating, and other plaza features. Along Wewatta in this area will be the primary drop-off point for vehicles and queuing areas for taxis and other private shuttles. Below are two images that show the Wewatta Pavilion in plan view (left) and street-level view from across Wewatta Street (right):

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The train platforms will be surrounded by a dramatic swoopy canopy, 500 feet long and 180 feet wide, that will provide some cover from the elements while still keeping the whole Train Hall area generally open air. Within the Train Hall, the center platforms under the “hole” in the bigger canopy will have lower canopies to provide shelter, information signs, and the like. The height of the big canopy goes up to over 40 feet on the ends but dips down to around 21 feet in the center to not block the view of the big windows and neon lights of the west facade of the historic station.  The four images below show the Train Hall area from different angles:

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Between the Train Hall and the historic station is the Union Station Pavilion. Like its counterparts, it offers multiple options to access the underground bus terminal below. A new door in the center of the historic structure will allow one to walk from inside the Great Hall directly out to the Train Hall and go either to the commuter rail platforms or down via the Union Station Pavilion to the bus terminal. Here are two images that show the Union Station Pavilion area:

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The three main pavilions are not the only ways to get underground to the bus terminal. The center two platforms within the Train Hall—those sandwiched in between the other two sets of tracks—will have their own stairways and elevators down to the bus terminal.

The final element is the pedestrian plaza/bridge over the commuter rail tracks just north of the Train Hall. The original DUS plan called for the private-sector development building north of the Wewatta Pavilion (Block B) to be “L” shaped like its counterpart to the south. At that time, a wide plaza spanning the tracks was planned (called Kinetic Plaza) that would be incorporated into the facade of the building. The Union Station master developer team is currently evaluating the feasibility of the portion of that building spanning over the tracks. In the event the building over the tracks is not built, the plaza will be narrowed to a pedestrian bridge. Either way, the plaza/bridge will provide vertical access to the east down to Wynkoop Plaza, to the north down to the corner of Wewatta and 18th, and to the south down to the two center commuter rail platforms. Additionally, the Denver Union Station Project Authority is currently evaluating the feasibility of the parking garage that spans over the tracks farther north. Consequently, the plan for the area around the pedestrian plaza/bridge is still somewhat in flux. The issue in both cases is that the building/parking garage over the tracks must be built within the next couple of years before the new commuter rail station becomes operational; otherwise, to build either structure over active tracks in the future would be extremely complex and most likely prohibitively expensive. Anyway, here are two images that show this pedestrian plaza/bridge area:

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That pretty much covers the commuter rail station area. Next, we’ll take a look at the plans for the public spaces within the Union Station transit district, followed by a wrap-up of the private-sector developments that will eventually complete the entire project and make the Union Station district one of Downtown Denver’s best urban places.

Wewatta Tail Tracks are History

We interrupt our review of the Denver Union Station plan to bring you some breaking news about… Union Station (sort of).

The tail tracks that stretched past Union Station, crossed 15th Street, and ran along Wewatta Street to just before the bridge over Cherry Creek: they were removed this past weekend. Their removal is part of the grand plan for Union Station, and the timing of their removal was contingent upon other work on tracks north of the station being completed first.

The importance of the Wewatta tail tracks removal, however, is that the unhappy state of Wewatta between 15th and Cherry Creek will finally be fixed. That’s the last piece of Wewatta Street that hasn’t been reconstructed in concrete and reconfigured to four lanes. When Opus Northwest completed their 1400 Wewatta project in 2008, they did install nice wide sidewalks and streetscaping, but they still had to work around the tail tracks as it was too early to take them out. Meanwhile, there’s no sidewalk at all along the west side of Wewatta.

With the removal of the tail tracks, Denver Public Works plans to reconstruct this last stretch of Wewatta in concrete to match Wewatta’s 4-lane configuration between Cherry Creek and Speer, and north of 15th Street. They’ll also complete the sidewalks and improve the pedestrian crosswalks at the Wewatta/15th intersection. I believe they also plan to add left-turn arrows at the intersection. Exactly when all this will take place, I’m not sure, but I assume it will happen some time this year. Also, new traffic signals will be installed at 15th and Delgany, which will further improve mobility in the area and give pedestrians a sorely needed crosswalk to get to the Museum of Contemporary Art.

Here are a few pics I took with my phone yesterday afternoon. Top left: chopped-off tracks behind the EPA Building. Top right: former RR crossing at 15th looking south. Lower left: same crossing looking north. Lower right: stretch of Wewatta due for reconstruction.

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Denver Union Station Plan: Bus Terminal

The next component of the Denver Union Station plan we’ll look at is the underground regional bus terminal. This facility will replace RTD’s existing Market Street Station. It will span the width of the 17th Street right-of-way (about 140 feet) and run from the new light rail station to the historic Union Station, a distance of approximately 970 feet. The terminal will include 22 bus gates: 16 for regional RTD buses, 4 for the Downtown Circulator, and 2 for commercial carriers or for future expansion.

Within the bus terminal’s overall footprint is a pedestrian concourse 44 feet wide and about 780 feet long. The concourse connects the Chestnut Pavilion (discussed in the previous post on the light rail station) with the Union Station Pavilion, a similar portal immediately west of the historic station structure. In between, the Wewatta Pavilion provides yet another vertical access point to the bus terminal. Surrounding the pedestrian concourse is the bus drive loop and a bus parking lane along the north side of the terminal.

The upper-left image below shows how buses will access the terminal. Buses coming in from the I-25 HOV lane will descend a ramp just south of 18th Street. Buses from surface streets in Downtown, including the Downtown Circulator, will cross Wynkoop, pass in between the north wing building (IMA Financial) and the historic Ice House, turn left, and descend the same ramp. Once inside the terminal, buses will circulate in a clockwise rotation. Downtown Circulator stops are planned for under the commuter rail platforms and for under the Chestnut Pavilion. An additional bus ramp north of the light rail station will provide secondary access for the underground facility.

The upper-right image includes, at the top, a longitudinal section of the bus terminal, which shows the location of the three pavilions that provide escalator, elevator, and stairway access, as well as additional access points along the length of the terminal. At the bottom is a plan view of the facility, which shows the bus gates, bus parking area along the north side, and the pedestrian concourse.

The lower-left image compares the new DUS bus terminal with the existing Market Street Station, which is slightly wider but only one-third as long as the new facility at Union Station.

The lower-right image shows a cross section at approximately half-way between Chestnut and Wewatta. In the foreground are the 17th Street Gardens above the bus facility. Beyond is the Wewatta Pavilion, the commuter rail station, and the west facade of the historic Union Station.

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Initially, moving sidewalks (a/k/a “travelators”) were proposed for the pedestrian concourse. However, after further analysis, the project team concluded it would be advantageous to remove them from the terminal’s design. Given the numerous vertical access nodes and concourse cross-over points that necessitate interrupting a travelator path, there was ultimately room for only two travelators (74 and 143 feet in length), which totaled only about one-quarter of the length of the concourse. Additionally, the width of the travelator took up valuable space and reduced the room available for seating and general passenger circulation. The top two images below show “with and without travelator” diagrams and their impact on pedestrian circulation and amenities within the concourse. The bottom two images show conceptual views from inside the concourse.

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Many people have asked about Greyhound, and if they are moving to the new DUS bus terminal. Greyhound did considered moving to DUS at one point, but they ultimately declined to participate in the project. Meanwhile, it is my understanding that Greyhound is looking elsewhere within the greater Downtown area for a suitable new location.

One other notable attribute about the underground bus terminal is the skylights. Unlike Market Street Station which is a rather drab space, the new Union Station bus facility will enjoy plenty of natural light coming from seven skylights located between Chestnut and Wewatta. The diagrams below show the location and design of the skylights:

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The underground bus terminal will open late 2013. Next up: the commuter rail station.