GP Final Report Greg Freer

dist-URBAN
HIGH SPEED RAIL DESIGN IN EDMONTON AB
dist - URBAN : Edmonton High Speed Rail Station

by GREG DOUGLAS FREER B.Arts, The University of Alberta, 2005 SUBMITTED IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE DEGREE OF MASTER OF ARCHITECTURE in THE FACULTY OF GRADUATE STUDIES School of Architecture and Landscape Architecture Architecture Program COMMITTEE CHAIR / ARCH 548 Supervisor : Jerzy Wojtowicz, B.Arch., M.Arch., Dr.Des., MAIBC David Harding, B.Arch., MAIBC Martin Nielsen, M.Arch., P.Eng., MAIBC Anna-Lisa Meyboom, B.A.Sc., M.Arch., P.Eng, MRAIC We accept this report as conforming to the required standard .......................................................... George Wagner .......................................................... Anna Lisa Meyboom THE UNIVERSITY OF BRITISH COLUMBIA Jan 2011 Greg D. Freer
ABSTRACT
The worlds cities are rapidly increasing in population density, and that density needs to be served by more housing, industry and infrastructure. As less space is available for expansion, we need to look at less conventional sites for opportunities. Institutional, historical and environmental sites are all places that are considered to resist change. They are preserved, protected and hold a deep sense of place. It is for this reason that most people are prevented from using them as potential building sites. High speed rail (HSR) travel is becoming arguably one of the most proven forms of mass transportation the world has seen. The networks they create have helped nations improve by shrinking the world around them, and their success can be seen in examples across Europe and Asia. Now North America is jumping on the band wagon and even Canada is planning for potential lines in Quebec, Ontario and Alberta. This begs the question as to how we will design our stations in such a widespread country that has not relied on rail travel as a primary form of transportation since the early 1900s. This project is an architectural investigation of how an invasive building can engage an area that resists change. It will specifically target the urban context of downtown Edmonton and its involvement with the Edmonton-Calgary HSR proposal. The site proper is situated between the Alberta Legislature Grounds, the Edmonton High Level Bridge and the River Valley Parkland. The project design aims to integrate the elements that make the site important into an architectural solution while being sensitive to the concerns of preservationists, environmentalists and the public. ii
CONTENTS
i ii iii iv v Title Page Abstract Contents Acknowledgment List of Illustrations 39 41 43 45 49 Urban Sprawl Existing Public Infrastructure Defining Urban Elements: Edmonton River Valley Edmonton High Level Bridge Alberta Legislature Grounds
PART I RESEARCH 1 2 3 4 5 6 7 8 9 10 11 13 15 17 19 21 23 25 27 28 29 31 33 35 36 37 Station Analysis: Finding the Baseline Railway Architecture: What are Railway Stations? Stations as Malls Stations as Bridges Urban Gateway and Landmark Urban Intrusive Catalysts for Architecture Anticipating the Growth Non-place: Existence in Infrastructure Resilient Cities Precedent Evaluation Liege Guillemins Station, Santiago Calatrava Lehrter Station, Von Gerkhan, Marg + Partners Bijlmermeer Station, Nicholas Grimshaw and Partners Kyoto Station, Hiroshi Hara International Terminal Waterloo Station, Nicholas Grimshaw Oriente Station, Santiago Calatrava Precedent Comparison Geographical Context: Alberta Queen Elizabeth Highway II Uniting Two Cities: Alberta HSR Context in Time: Edmonton Origins Edmonton and Rail Edmonton in Context: Present Day Edmonton Edmontons Values Edmontons Climate
PART II : BUILDING DESIGN 51 53 54 55 57 59 61 63 65 67 69 71 73 75 77 79 81 83 85 88 89 97 99 100 101 Site Analysis: HSR Station in Downtown Edmonton Using Existing infrastructure Opportunity for development Existing Traffic Patterns Reusing the bridge: Upgrades and Preservation Building Form: Using the sites natural topography Lowering 109 St. Restructured Traffic Uniting the Existing Urban Elements Roof Cross Section Over the Edge Form Creation Diagram Structural Systems Program: Layering Lower Level Main Concourse Intermodal Connection Platform Waiting Area Conclusion Drawings Bibliographies: Image Bibliography Bibliography Reports / Statistics Websites
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ACKNOWLEDGMENT
I would first and foremost like to acknowledge my mentor Jerzy Wojtowicz, and my committee members for taking time out of their busy schedules to assist me in this project. You were all available for me whenever I needed your help, and for that I am truly grateful. I would also like to thank Ralph Garret of the Alberta High Speed Rail Inc. You took much time out of your busy schedule to assist me on this project, and your knowledge and expertise was of great service to me. Thank you for your help. I would like to thank my Family for their support and understanding through these past 10 years. Without you, I would not have been able to accomplish this, and for that I am eternally grateful. Thank You Mom (Judy Freer), Dad (James Freer), Patrick and Kelly. I would also like to thank my girlfriend Meghan Linsdell for her help and baking during this past year. And finally, I would like to give a special thanks to Arash Atash, Jonathan Griffiths, Doug Gibbons, and Jenny Chan for helping me finish my project in its dire hours. You guys are all life savers, and I am in your debt.
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LIST OF ILLUSTRATIONS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 Liege-Guillemins Station, Belgium, Santiago Calatrava Kyoto Station, Japan, Hiroshi Hara Oriente Station, Portugal, Santiago Calatrava Transbay Terminal, USA, Perkins and Will SMWM Fresno Station, USA, Non-place Diagram Liege Station Site Diagram Liege Station Plan Liege Station Section Liege Station Elevation Liege Station Interior Liege Station Platform Lehrter Station Site Diagram Lehrter Station at Night Lehrter Station Platform Lehrter Station Aerial artwork Bijlmermeer Station Site Diagram Bijlmermeer Station Site Plan Bijlmermeer Station Section Bijlmermeer Station Interior Bijlmermeer Station Aerial View Kyoto Station Site Diagram Kyoto Station Plan Kyoto Station Interior Kyoto Station Section Kyoto Station Exterior Waterloo Station Site Diagram Waterloo Station platform Waterloo Station Perspective drawing Waterloo Station Exterior Oriente Station Site Diagram Oriente Station Plan Oriente Station Section Oriente Station Exterior Oriente Station Entrance Precedent Comparison Chart Alberta Corridor Alberta Collage Auto Traffic Growth for Edmonton-Calgary Queen Elizabeth Highway II Preliminary HSR Route from Alberta HSR Inc. Siemens Velaro and Alberta HSR Logo Parade Celebrating anniversary of the Hudson ya Company 1920 Edmonton 1910 Edmonton 1969 - 2009 Aerial View of Edmonton 1935 Edmonton Population Timeline City of Edmonton 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 City of Edmonton Strategic Plan Cover Edmonton in Winter Year Round Temperature for Edmonton 2010 Edmonton Ground Temperature Edmonton wind speed/direction Edmonton Surface Parking Lots Vehicles effect on Jasper Avenue Development Figure ground illustration 1967 - 2008 Approved LRT routes LRT Long Term Potential Future LRT plans Edmonton River Valley Edmonton River Valley Edmonton River Valley Land Stability Two Towns 1883 High Level Bridge 1930 High Level Bridge Drawings Peter Lewis Waterfall Edmonton High Level Bridge High Level Progression through time Alberta Legislature Grounds Alberta Legislature Building 1914 Alberta Legislature Grounds Map Alberta Legislature Building 2008 Edmonton Site Diagram Edmonton City District Diagram Edmonton Underground Networks Site Development Opportunity 109 St Division Intersection Panoramic Existing traffic patterns Bridge Upgrades Bridge Progression Lifting the land River Valley Layers East Elevation Lowering 109 St. 97 Ave. Section New Traffic Patterns Uniting Urban Elements Concept Art Site Plan with Paths Responding to the wind Snow Drift Opening to the Legislature Light Diagram Over the Edge Snow Drift
97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126
Overhang Render Approach Render Overhang Form Diagram Aerial Render Structure Diagram 97 Ave. Section Program Lower Level Program Drop off Zone Main Concourse Program Main Concourse Render Intermodal Connection Drawing Intermodal Connection Render Platform Program Platform Render Waiting Area Program Waiting Area Tip Site Model Site Model Render Site Model Render at Dusk Lower Level Floor Plan Level 1 Floor Plan Level 2 Floor Plan Level 3 Floor Plan Roof Plan East Elevation East - West Section North South Section West - East Section
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STATION ANALYSIS
FINDING THE BASELINE
In order to investigate how to design a HSR station, a critical analysis of what stations are, and who use them is needed. What are their shortcomings, benefits and impacts to a city? This information is necessary in order to find a baseline to improve upon. In addition to this analysis, precedents need to be investigated to see how planners in the past have addressed the issues posed by station implementation. How do current stations differ from one another, and what factors influenced their end result?
RAILWAY ARCHITECTURE
WHAT ARE RAILWAY STATIONS? Railway stations of today are no longer limited to being a transient space oriented around travel. It is a place in its own right, with retail, social and cultural facilities enclosed within its shell.1 The train station has become its own urban venue, one that you actually not need to travel in order to visit. Train stations are increasingly becoming a cross between malls, bridges, squares, gateways, leisure facilities, office space and traditional stations. As more functions are being introduced to stations, their form becomes more complex, and the station itself becomes more like a tiny city then a building. Like airports, the adjacent programs tend to produce more revenue then the actual railway activities themselves. Rail stations primarily only differ from airports by the fact that airports keep the planes adjacent to its facilities and railway stations have trains intersect them. This dynamic should not be seen as a downfall, but as an opportunity to create a more enriched spatial experience. This enriched experience created by the spectacle of travel and the variety of programs being included in the modern train station, are increasingly becoming places to watch people and be seen. The spectacle of travel, expressed both in the mechanical forms of trains and in the human drama of rushing people, is an entertainment to many1. Recognizing this dynamic of station life helps put into perspective that designing a station is merely one aspect of a bigger picture; that of a tiny city that needs to address the needs of a variety of users. It is this reason that you must look at all the types of roles a station can play first, before understanding what a station is.
1 Edwards, Brian. The Modern Station: New Approaches to Railway Architecture. London: E & FN Spon, 1997. Print.
Liege-Guillemins Station, Belgium
STATIONS AS MALLS There is no denying that stations today typically include retail and leisure activities. This trend of creating stations as a blend of traditional station design and shopping mall is merely a response of people trying to exploit the time that passengers wait around for their trains. There positioning within a station is carefully selected to monopolize off of passengers arriving and leaving the station. Because of the convenience of the retail units location, they are able to raise their prices knowing people have little choice but to use them lest they miss their train. This bustling activity of commerce becomes a powerful source of wealth and employment creation, describing the station more as a tiny city. In some cases though, this creation of a mall can be given more attention then the actual train station itself as a whole. There needs to be a balance between business space and what some people refer to as dwell time. Dwell time is what station managers call the deliberate exploitation of the natural desire to stand, wait and gaze upon the spectacle of movement.1. Recognizing there is a need for dwell time is important to prevent a station from becoming too congested. The balance of dwell time to retail space could be compared to an art gallery with its souvenir shops, where the shops are treated as if they are piece of art themselves. Regardless of the balance, the presence of retail within a station begins to evolve the station from being only transport oriented to a place where people can go without having to travel. The station creates another reason for its existence economically, socially and culturally.
Kyoto Station, Japan
STATIONS AS BRIDGES Typically railway lines have divided cities. The presence of a railway line can separate original urban programs, leaving them self sufficient, no longer able to monopolize off of their neighbors. This is why railway stations tend to act as bridges. They serve as a bridge between the existing surrounding programs affected by the railway line, becoming a significant urban link of a city. The station itself is the solution to the problem the railway line creates. This puts the station into the role of stitching together a city divided, creating new roles of programmatic elements within a station. The roof of a station can, for instance, be seen as a square - A public deck that people can use to cross a physically divided city... Hence the bridge becomes a civic element rather than merely part of the railway station.1 The cognitive decision to create space within a station to serve the purpose of connecting people to the rest of the city ends up giving the station a larger role then being a waiting area for travelling passengers. It creates a space that needs to act as public domain, making it just as an important element as all the other functions of the station. It is also in this area that the speed of the station is different from other areas, and in so recognizing this, the space must accommodate individuals of different agendas while synthesizing it within those who are just passing by.
Oriente Station, Lisbon, Portugal
URBAN GATEWAY AND LANDMARK The advantage of railway travel is that it can be a direct link from city centre to city centre effectively making the station a part of the fabric of cities, not appendages at the edge. It is in the city centre that facilities that define a city are located, and not in the suburban edge. This notion changes the role of the station into an urban gateway for large amounts of people arriving and departing from the city. The station has a task of humanizing trans-port - Of giving journeys a dignified beginning and end1. The station is both a city square and part of what should be a smooth transition from public street to a seat on the train.1 Stations typically are one of the few programs that have a publicly enclosed space, a place where people can gather, something that could be considered a trait of civilized life. It is at the station where people move from one mode of transportation to another, and it is at these moments that need to be expressed structurally acting as a right of passage. Railway stations tend to be iconic buildings because they mark the identity of a city, and it becomes your first and last impression of your visit. To publicly identify the station is to showcase it to the public, representing itself as monument to forward thinking. The plan for the new Transbay Terminal in San Francisco, California is a station that intends to be an urban gateway for the city. The lead planning team has stated that the new building should be designed to encourage and accommodate new transit ridership while also being a memorable public structure - a celebratory building that is an appropriate gateway to and from San Francisco.2 5
Transbay Terminal, San Francisco, USA
1 Edwards, Brian. The Modern Station: New Approaches to Railway Architecture. London: E & FN Spon, 1997. Print. 2Thorne, Martha. Modern Trains and Splendid Stations: Architecture, Design, and Rail Travel for the Twenty-first Century. London: Merrell, 2001. Print.
URBAN INTRUSIVE The introduction of a station into a city affects it on a macro and micro scale. On the macro scale, the stations are usually bold, heavily engineered geometries, which are superimposed onto the urban fabric with much drama and contrast in scale and the rail line itself generally alters the citys pattern of movement. At the micro-level the character of neighborhoods, shopping patterns, and social life are all greatly altered. The introduction of rail into a city presents itself as a double edged sword. On the one hand you receive many benefits of bringing a station into the city, on the other hand you get many of the barriers that come along with it as well. They bring economic benefit but at the cost of environmental intrusion and community disturbance. The task today is to reconcile the scale of engineering and visual impact of modern railway infrastructure (stations and track) with the civilizing human qualities that cities have traditionally represented.1 With urban stations being so large, you cannot hide them, but this is not necessarily something you cannot monopolize off of. Instead, you can celebrate them publicly and turn them into landmarks. Stations need to be treated as quasi public buildings, linking internal volume to external space with a sense of procession, dignity and scale. This means the management of surrounding public space is an important consideration. How the station blends into the surrounding existing program is just as important as how the surrounding environment blends into the station.
CATALYSTS FOR ARCHITECTURE Every so often a major event occurs that can trigger a massive change within a city. This event can be considered as something that happens of some importance; one of a significant change. These events can come in a variety of forms: hosting a World Expo, the Olympics, or the creation of a major transportation hub. They are events that involve a massive influx of people into a region, which creates a catalyst for change in a city. The inclusion of a major transportation hub onto a city can be considered an event as well, considering the extreme effects they can have on a citys population, density and growth. The difference between this type of event and say an EXPO would be that infrastructure is more permanent. The transportation hub experiences both pre-event architecture and post-event architecture, which both can affect the urban fabric of a city. Typically the pre-event architecture of an intermodal transportation hub is the design of the system and the stations. This system (not the architecture) becomes a catalyst for a citys growth, and typically this growth stimulates denser in fill developments. The dense, in fill development built near and around the new station is the post-event architecture. The high level of accessibility can provide the critical demand for the development of particular activities.
ANTICIPATING THE GROWTH The anticipation of area redevelopment that occurs around a high speed rail station is now a necessary step to consider when deciding where to situate a station in an urban environment. Most cities tend to put the station is an area that could use a boost in development, a perfect weapon against urban sprawl. The state of California, who just received 2.25 billion in federal high speed rail funding, recognizes this fact. The California High-Speed Rail authority displays there anticipation of future development due to station insertion on their website, with their video time lapses showcasing San Jose, the Transbay Terminal Area, Fresno, Sacramento, and Anaheim stations1. This poses an interesting issue when Implementing a station within an urban context. While the design of the station has to be ready to incorporate itself into the existing environment, just as much consideration has to go into designing the station so it will also incorporate itself with future developments. Not only can surrounding development be anticipated, but so can the opportunity of expansion. While initial networks are created with a beginning and an end, it is easy to anticipate that in the future those networks could expand. The station must be designed knowing that one day in the future it might be called upon to expand to another city centre. And with this comes a new flow of people into the station, and unless properly designed in the first place, it will not have the required capacity to accommodate the influx of new people.
1 California High Speed Rail Authority. State of California. Web. 3 Feb. 2010. http://www.cahighspeedrail.ca.gov/
Fresno Station, Fresno, USA
NON-PLACE : EXISTENCE IN INFRASTRUCTURE According to Marc Auges book, non-places: Introduction to an anthropology of supermodernity, non-place are spaces formed in relation to certain ends (transport, transit, commerce, leisure), and the relations that individuals have with these spaces 1. Non places occur in space and time just like places, but they are the spaces that reside in between anthropological places. Non space is dominated by signs, texts, and images that describe places other then the one you are currently in. For example, a highway connects to distinct places, and they tend to run outside of towns that are in between. But these places are present by the signs on the side of the road. So a sign saying historic site, food and beverage, hotel, etc. describes a place for you without you ever actually being in it. The place being described becomes present in your mind, and with that information, you can decide whether or not you would like to visit it. As anthropological places create the organically social, so non-places create solitary contractually1. So while in a nonplace you might be surrounded by like minded individuals, say a waiting room in an airport, people tend to remain solitary, because they did not come to the waiting room to meet people like a bar, it is merely a intermediary space to which to wait further instruction on how to reach your intended place. The waiting room is never a destination. Infrastructure has a large amount of non-places in them, areas of transit, guided by signs, imagery and text directing you to potential places. A waiting room in an airport, a lineup to board, the large expanses of space in between different check points. These spaces need to be considered when designing any new transportation hub.
Non-place Diagram
1 Aug, Marc, and John Howe. Non-places: Introduction to an Anthropology of Supermodernity. New York: Verso, 2000. Print. pg.94
RESILIENT CITIES Resilient City, as defined in Resilient Cities, is a citys ability to respond to a natural resource shortage and respond to the recognition of the human impact on climate change1. Resilient cities are cities that can substantially reduce their dependence on petroleum fuels in ways that are socially and economically acceptable and feasible, and have built in systems that can adapt to change, such as diversity of transport and land-use systems and multiple sources of renewable power that will allow a city to survive shortages in fuel supplies1. Resilient cities focus on two major categories that can significantly help a city become more resilient, the built environment and transportation. The two categories are dealt with by putting a focus on transit oriented design (TOD), pedestrian oriented design (POD) and green oriented design (GOD). Focusing ones attention to these areas can help create a city less dependent on natural resources making the city more prepared for future crisis. What is interesting about Resilient cities, is that there principles and goals can be applied to a smaller scale such as a building. This creates a building that becomes a building block to a resilient city, while acting as resilient city itself. Creating buildings in this manner can also act as precedents for buildings in the future to follow. In transportation, there are 7 elements that help propel a city into becoming a resilient city1. These elements do not need to only respond to the city, but can also be applied to a building if that building has a large enough impact on the city as a whole. Element-1 A transit system that is faster than traffic in all major corridors. Element-2 Viable centres along the corridors that are dense enough to service a good transit system. Element-3 Walkable areas and cycling facilities that can mean easy access by non-motorized means, especially in these centres. Element-4 Services and connectivity that can guarantee access at most times of the day or night without time wasted. Element-5 Phasing out freeways and phasing in congestion taxes that are directed back into the funding of transit and walk/ cycle facilities as well as traffic calming measures. Element-6 Continual improvement of vehicle engines to ensure emissions, noise, and fuel consumption are reduced, especially a move to electric vehicles. Element-7 Regional and local governance that can enable visionary green transport plans and funding schemes to be introduced.
1 Newman, Peter, Timothy Beatley, and Heather Boyer. Resilient Cities: Responding to Peak Oil and Climate Change. Washington, DC: Island, 2009. Print.
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PROGRAM INCLUSION BUS DEPOT RETAIL HOTEL LEISURE PARKING OFFICE SURROUNDING CONTEXT RESIDENTIAL / PARK NON RESIDENTIAL RAIL LANDS
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Any area that is dominantly residential buildings, parks or areas deemed living / open public leisure. Any area that is not residential, which includes commercial, industry, retail, or government type buildings. Any area that is only rail company access. This area is usually occupied by tracks and has no public access.
PRECEDENTS
PRECEDENT EVALUATION Station precedent studies were done on a variety of station types in order to understand what types of stations are ideal for what types of situations. The stations were evaluated based on their size, location and programmatic inclusion. While all information was not available to compare each to every category, their was enough information to give a basis to analyze. The following is criteria looked at for each station to analyze its given context.
RAIL TYPE VIADUCT RAILWAY
STATION TYPE TERMINUS STATION
Elevated rail ways do not disrupt the existing infrastructure below and allow people to pass under without additional constructions. Can be cheaper then tunnelling, but is more intrusive then underground methods.
Stations such as these are the end of the road so to say. The connect to no other rail options, but will connect to other options such as park n ride, cabs, buses, or rented cars. These stations tend to be quite large.
GROUND LEVEL RAILWAY
Is the least construction intensive method, but is the most space occupying of all choices. The barrier created by building on ground level usually involves additional structures to cross the tracks and usually requires a buffer zone from pedestrians.
THROUGH STATION
These stations are merely a stop on the way. Not the end or beginning, and it to contains all other vehicular options for passengers.
TRENCH RAILWAY
This method is more cost efficient then underground, but it occupies the same space as the ground level option and requires additional construction to bypass it. On a positive note, ventilation issues are not a concern.
TERMINUS INTERMODAL STATION
This station type is the end for one network, but is a connection point to another network, usually a light rail system for the city it is located in.
UNDERGROUND RAILWAY
This method requires the most construction, but does not interfere with existing circulation on the surface. Tracks are covered and the system is hidden from sight. Systems such as these require extensive emergency exits and ventilation treatments.
THROUGH INTERMODAL STATION
This station type is a connection point to transfer to different destinations. They can be quite large and are usually places to transition from heavy rail to light rail systems.
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LIEGE GUILLEMINS STATION

Completion: 2008 Location: Liege, Belgium Architect: Santiago Calatrava Levels: 3 Size: 49 000m2 Context: Urban Edge Tranportation: HSR, Rail, LIght Rail, Bus, Loop Program: office, retail, parking Client: SNCB Holding, Infrabel and Euro Lige TGV Start of Construction: 1996 Opening: September 18, 2009 Construction Area: 49.000 m2 (including roads) Overall Length: 488 m Total Length of Steel Work Built: 410 m Total Width of Steel Work Built: 160 m Maximum Distance Between Supports: 158 m Total Area of Glass Roof: 33. 000 m2
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Liege Station Site Diagram
Liege Station section
This station was conceived as a link between two distinct areas of the city of Lige, which previously had been separated by the railroad tracks. On the north side of the site is a rundown urban area, laid out in a typical 19th century scheme. On the south side, on the slopes of the Cointe Hill, is a less dense, landscaped residential area. Calatravas design bridges these two areas with a 200 m (656 ft) passenger terminal. The station is covered by a monumental vault, constructed of glass and steel, which allows for a sense of interpenetration between the station and the city. The pedestrian bridges and a walkway under the tracks allow for fluid communication between the two sides of the station. On the lowest level, a strip of commercial units helps reinforce the station to the given commercial of the existing surrounding area. In essence, the building acts as a bridge to Cointe Hill to the city of Liege, and as a gateway with its monumental structure. This project is an excellent example to compare to the city of Edmonton in scale and context.
Liege Station plan
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Liege Station elevation
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Liege Station interior
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Liege Station platform view
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LEHRTER STATION
Completion: 2006 Location: Berlin, Germany Architect: von Gerkhan, Marg + Partners Levels: 5 Size: 175 000m2 Site: 100, 000m2 Context: Urban Edge Tranportation: HSR, Rail, LIght Rail, Bus, Loop Program: office, retail, leisure, hotel, parking Client: DB Projekt Verkehrsbau GmBH Start of Construction: 2002 Opening: 2006
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Lehrter Station Site Diagram
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Lehrter Station platform level
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Lehrter Station at night
This station was conceived on the historic Lehrter Bahnhoff, where an east-west and a north-south InterCity Express railway line intersect, combined with suburban and underground railway lines. The central design principle of the Lehrter Bahnhoff is the prominent emphasis of the existing railway tracks in the urban landscape. Large filigree glass roofs as well as two bridging office buildings translate this principle with architectural means.1 The site for this station was selected because of its proximity to centre of Berlin. The area at the time of construction was in area that was not heavily populated and composed of mainly government buildings.
1 http://gmp-architekten.de
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Lehrter Station aerial view rendering
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BIJLMERMEER STATION
Completion: 2007 Location: Amsterdam, the Netherlands Architect: Nicholas Grimshaw and Partners/ Jan van Belkum and Neven Sider, Arcadis Architects Levels: 2 Size: 60 000m2 Context: Urban Edge Tranportation: Rail, LIght Rail, Bus, Loop Program: retail Client: City of Amsterdam Start of Construction: 2002 Opening: 2007
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Bijlmermeer Station Site Diagram
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Bijlmermeer station plan
The district of Bijlmermeer is an example of the failure of urban planning of the 1960s and 70s. Built as a satellite town after the precepts of the Athens Charter, the area for living, working, shopping, and entertainment are all strictly separated. The intention was to create the modern city of the future, but instead a monotonous district was built that was later plagued by high unemployment and a reputation as a poor and unsafe area.1 Bijlmer Arena Station was part of a master plan proposed by Dutch architect Pi de Bruijn, which included a wide pedestrian boulevard aligned diagonally to the railway tracks to connect the two districts. This master plan is directed towards fixing the mess left behind, and the station is an integral part in this transformation. The building has been warmly received in Amsterdam and is generally perceived as a catalyst for the development of the area on both sides of the tracks.2
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Bijlmermeer station section
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Bijlmermeer station interior
1 Thorne, Martha. Modern Trains and Splendid Stations: Architecture, Design, and Rail Travel for the Twenty-first Century. London: Merrell, 2001. Print. 2 http://ca.urbarama.com/project/amsterdam-bijlmer-arena-station-2576
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Bijlmermeer station aerial view
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KYOTO STATION
Completion: 1997 Location: Kyoto, Japan Architect: HIroshi Hara Levels: 15 Size: 238 000m2 Context: Urban Tranportation: HSR, Rail, LIght Rail, Bus, Loop Program: retail, office, leisure, hotel, parking Client: City of Kyoto Start of Construction: 2002 Opening: 1997
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Kyoto Station Site Diagram
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Kyoto Station plan
Kyoto Station interior
Kyoto was one of the least modern cities in Japan due to its many cultural heritage sites, but with the introduction of Hiroshi Haras futuristic station, a new wave of high-rise developments threatened the very image of traditional 1200 year old Kyoto. The ensuing buildings built near and around the station were drastically different then the vernacular architecture of Kyoto, which consisted primarily of 3 to 6 story buildings. In essence, the transportation hub acted as a catalyst for modern architecture in what was considered a traditional city. Kyoto station is not merely a train station; it has movie theatres, a mall, a hotel and other amenities. The sheer size of the building is also impressive given the incredibly small site it had to work with (38 000m2 site with 238 000m2 gross space). The project is an excellent example of utilizing small space to still create a large facility which has become a central hub within Japan.
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Kyoto Station section
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Kyoto Station exterior
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INTERNATIONAL TERMINAL WATERLOO STATION

Completion: 1993 Location: London, England Architect: NIcholas Grimshaw Levels: 4 Size: (International Terminal) 60 000m2 Context: Urban Edge Tranportation: HSR, Rail, LIght Rail, Bus, Loop Program: retail, office, leisure, parking
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Waterloo Station Site Diagram
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Waterloo Station platform level
The International Terminal Waterloo Station is an intermodal transport facility that is situated in the heart of London. The building was an extension onto the existing station to allow for the cross channel connection. While the roof is the dominant feature of the building, providing an excellent view of Westminister, 90% of the building is situated underground. The building acts much like an airport, with departures and arrivals on separate floors of a double via duct system. This is to ensure the flow of movement in the building is confined to one direction. While the building includes many amenities, it is more focused on the transportation movement. It is a primary gateway into London.
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Waterloo Station section / perspective
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Waterloo Station exterior
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ORIENT STATION
Completion: 1998 Location: Lisbon, Portugal Architect: Santiago Calatrava Levels: 6 Size: 80 000 m2 Context: Urban Edge Tranportation: HSR, Rail, LIght Rail, Bus, Loop Program: retail, police, parking
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Oriente Station Site Diagram
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Oriente Station section
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Oriente Station plan
Oriente Station was built as a gateway to Expo 98, but was also supposed to help Lisbon achieve its far reaching, long term goals. Not only was the project an important interchange between HSR and other modes of transportation, but it was also important in the revitalization and transformation of the formerly decaying industrial area called Doca dos Olivais. By 2010, some 25,000 people should be living in the new residential area along the Tagus River, which was once occupied by military barracks, oil refinery tanks and industrial facilities1 The building is composed of 2 different distinct parts, the elevated train platforms and the bus terminal adjacent to it. There is a bridge on the eastern side of the building that connects the building closer to shore of the Tagus River.
1 Thorne, Martha. Modern Trains and Splendid Stations: Architecture, Design, and Rail Travel for the Twenty-first Century. London: Merrell, 2001. Print.
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Oriente Station exterior
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Oriente Station entrance
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Precedent Comparison Chart
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ALBERTA
GEOGRAPHICAL CONTEXT
Situated between British Columbia and Saskatchewan, lies the prairies economic power house of Alberta. Primarily fueled by the Oil and petrochemical industries and to a lesser extent agriculture, forestry and technology; Alberta posted 291 billion GDP, the third largest in Canada behind Quebec and Ontario1. Naturally, such a booming economy has attracted the attention of other provinces and the world. Permanent and nonpermanent residents are flooding into Alberta from international and interprovincial migration to take advantage of the job opportunities provided by the resource rich land. It boasts the countrys highest demographic growth at .60% 2, which is more then triple the national rate. There is no question that Alberta is on the up and up.
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Precedent Comparison Chart
Alberta is the fourth most populated province in Canada, with a population of 3,632,483 people as of Jan 1st 2009 1, with the majority of the population situated in the Edmonton Calgary Corridor (also known as Canadas Western Tiger), a region that extends 260km from Edmonton to Calgary. The Corridor consists primarily of the two major metropolitan areas of Edmonton and Calgary, which in 2006 accounted for about 67% of the total of Albertas population3. This area is the primary urban corridor of Alberta, and is connected via the Queen Elizabeth II Highway (QE2).
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Alberta Collage
1 Canada. Statistics Canada. Statistics Canada. Statistics Canada, 11 Oct. 2009. Web. 20 Jan. 2010. http://www40. statcan.gc.ca/l01/cst01/econ15-eng.htm 2 Canada. Statistics Canada. Statistics Canada. Statistics Canada, 26 Mar. 2009. Web. 20 Jan. 2010. http://www. statcan.gc.ca/daily-quotidien/090326/dq090326a-eng.htm 3 Canada. Statistics Canada. Statistics Canada. Statistics Canada, 2006. Web. 20 Jan. 2010. http://www12.statcan. gc.ca/census-recensement/2006/dp-pd/hlt/97-550/Index.cfm?TPL=P1C&Page=RETR&LANG=Eng&T=202&PR =48&S=0&O=A&RPP=50.
QUEEN ELIZABETH HIGHWAY II The QE2 is one of the busiest highways in Canada and is the preferred mode of travel in the Calgary-Edmonton corridor. It is a dual divided highway, with interchange connections at key roadways and facilitates Albertas love affair with motor vehicles. Auto travel composes of 91% of the estimated trips between the metropolitan areas of Edmonton and Calgary, with the remaining 9% of the market being divided between air travel and bus travel. It is estimated that roughly 6,900 oneway vehicle trips between the metropolitan areas of Calgary and Edmonton occur each day 1. In 2006, 8,927,00 made trips between Calgary, Edmonton and Red deer by vehicle, and 616,000 by air passenger flights 1. During the winter months, extreme snow conditions and white outs cause hundreds of vehicular accidents a year. Currently the only alternative for commuters going between Calgary and Edmonton is by air. But by the time you have gone through all of the airport procedures, the time taken to get from Calgary to Edmonton or vice versa is the same if not more time then it takes to drive, approximately 3 hours. Because of this, more people opt to drive the highway then take flights. As the population increases so will the traffic on the QE2 along with it the need to expand the highway. This in turn will result in the increased cost of maintenance on the highway, more accidents per year, and higher CO2 emissions.
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1 Oliver, Wyman, and TEMS Inc. MARKET ASSESSMENT OF HIGH SPEED RAIL SERVICE IN THE CALGARY--EDMONTON CORRIDOR. Rep. Alberta Infrastructure and Transportation, Feb. 2008. Web. 20 Jan. 2010. http://www.transportation.alberta.ca/Content/publications/production/AIT_Market_Assessment_Full_Rpt_022008_FINAL_rev.pdf.
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QE II in summer and winter
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ALBERTA HSR
UNITING TWO CITIES
Enter the High Speed Rail (HSR) option, a transportation system that could shuttle passengers between the two metropolitan areas slightly over an hour. The proposed stops are at the three major urban cities in the corridor, Edmonton, Red Deer and Calgary. Calgary would have three stations within its metropolitan area and Edmonton would have two. The HSR system is intended to be an answer for rising oil prices, traffic congestion, airport delays and CO2 emissions. Travelers by auto or air will benefit as the HSR system will contribute to highway congestion relief and reduced travel times for users not using the HSR1. A HSR option would significantly decrease the amount of emissions caused by vehicles and help slow the increase of Albertas overall CO2 emissions. The addition of HSR system could also be used politically. Not only is it projected that a HSR system could drastically boost Albertas economy, but also make it more appealing to international immigration.
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Preliminary HSR Route from Alberta HSR Inc.
1 TEMS inc., Government of Alberta Ministry of Transportation. Economic Benefits for Development of High Speed Rail Service in the Calgary - Edmonton Corridor. Alberta Infrastructure and Transportation, Feb. 2008. Web. 20 Jan. 2010. http://www.transportation.alberta.ca/Content/publications/production/Economic_Benefits_of_ HST_02-2008_rev.pdf.
Alberta High-Speed Rail Inc., a private for profit company, was formed in the late 1990s to be the operator of this passenger rail service. Their sole purpose is to bring high-speed passenger rail service to the Edmonton, Red Deer, Calgary corridor in Alberta, Canada1. The company has done studies on the ideal route for a rail line to go into Alberta, and have dubbed it the greenfield route. The route is a mile west of the QEII highway and will use a dedicated double track passenger line which uses bridges and tunnels to bypass existing roads. The government has already begun to purchase farmland in the route to anticipate the construction of the line in the not too distant future. For Edmonton, many decisions have been made about the line. Edmonton will have two stations, a downtown location and a large park n ride station on the southern outskirts of the city boundary. But what the city has yet to figure out is where the downtown station will be located, and how the train will pass over the North Saskatchewan River. Some have suggested a new bridge be constructed to accommodate the line, while others have suggested reusing the Edmonton High Level Bridge could be a viable option. As for the station, should it renovate the existing CN tower which used to facilitate rail travel, or will an alternative new station provide more benefits for the city?
Departure frequency: Departure capacity: Estimated Annual Ridership: Time of journey:
1 every hour 10 per/hr 3,000,000 per/year 84 minutes
1 http://www.albertahighspeedrail.com/
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Siemens Velaro and Alberta HSR Logo
CONTEXT IN TIME
EDMONTON ORIGINS In 1754, Anthony Henday, an explorer for the Hudson Bay Company, was sent near to the present day site of Edmonton to make contact with the natives of the interior to establish a closer connection to the people who would normally travel to the Hudson bay for trading1. In 1808, New Fort Edmonton and New Fort Augustus were built on the site that is now the present site of the City of Edmonton, on the edge of the North Saskatchewan River. The two forts were eventually combined with the amalgamation of the North West Fur Company into the Hudsons Bay Company. The new Fort Edmonton became the distribution centre of the North West, and a major supply post for the HBC trans Canada route. The surrounding fertile ground soon attracted more settlers, which helped turn Edmonton into a major regional commercial and agricultural centre.
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Parade celebrating anniversary of the Hudson Bay Company, Edmonton 1920
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Edmonton 1910
1 History of the Edmonton River Valley. Edmonton River Valley : Information and Images. 1 Jan. 2008. Web. 14 Jan. 2010. http://www.edmontonrivervalley.com/history.html
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Edmonton 1969 -2009
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EDMONTON AND RAIL Up until 1904, when Edmonton was incorporated as a city, the North Saskatchewan River was the only major transportation line into the region. It was at this point when Canadian Rail companies began to rapidly change Edmonton by bringing in rail lines connecting Edmonton to Calgary in the south (1891 by Canadian Pacific Railway), Eastern Canada (Canadian Northern Railway 1905) and the Peace River district of northern Alberta (Dunvegan and British Columbia Railway 1915). These railways formed the basis for what became the Northern Alberta Railways between 1929 and 19801. The flooding in of Railway companies into Edmonton began the development of many freight yards, stations, and the historic High Level Bridge, finally bridging the rail gap over the North Saskatchewan River. Following the development of infrastructure to support the rail lines came other significant landmarks; the Hotel MacDonald, Edmontons premier Hotel1 and the Alberta Legislature Building. The railways also caused a spike in the population shortly after their arrival. In 1901, the town of Edmonton had only 2,626 inhabitants, but by 1914 the population was rising to more than 70,000 2.
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Aerial view of Edmonton 1935
The railways made Edmonton the major terminal for Canadian Nationals operations in the region, which resulted in the company stationing their regional headquarters at the CN tower in the downtown district. Today, CNs network Operations Centre is responsible for all CN operations across the North American Network, and remains an important local employer and corporate citizen1.
1 Edmonton AB (2204). Canadian Railway Hall of Fame. The Canadian Railway Hall of Fame, 01 Jan. 2004. Web. 14 Jan. 2010. http://www.railfame.ca/sec_ind/communities/en_2004_Edmonton_Ab.asp 2History of Edmonton. City of Edmonton. City of Edmonton. Web. 14 Jan. 2010. http://www.edmonton.ca/ city_government/planning_development/history-of-edmonton.aspx
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Edmonton population time line
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EDMONTON IN CONTEXT
PRESENT DAY EDMONTON Edmonton is the Capital of Alberta with a metropolitan population of 1.5 million, about 700 000 of which live in the city. The city is the most northern in Alberta and because so experiences cold winters and hot summers. The city has been in a constant rivalry with its southern neighbor Calgary for decades ever since Edmonton was chosen to be the capital over Calgary. Since then the cities are always competing for large events and businesses to come to their city over the other. Calgary got the 1988 Winter Olympics and now Edmonton is bidding for the 2017 World Expo. The NHL hockey teams, the Edmonton Oilers and the Calgary Flames, are probably the best representation of the so called battle of Alberta. A high speed rail solution in Alberta might be able to begin to put this rivalry to rest, much like the Edmonton High Level bridge ended the rivalry between the town of Edmonton and the town of Strathcona.
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35
City of Edmonton
EDMONTONS VALUES Every city has their own set of values that help shape their identity. And it is this identity that must always be considered before introducing an urban intrusive element. Edmonton is no different and it states their goals directly in their strategic plan for development from 2009-2018. In it states 6 primary goals that it is aiming to achieve1: 1 Preserve and Sustain the Environment 2 Improve Livability 3 Transform Urban Form 4 Shift Transportation Modes 5 Ensure Financial Sustainability 6 Diversify the Economy
1 Print.
The Way Ahead: City of Edmonton Strategic Plan. Edmonton: City of Edmonton, 2009.
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Edmonton Strategic Plan
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ENVIRONMENTAL CLIMATE Edmonton is a city that experiences two different extremes when it comes to climate. During the winter months from November to March, the city experiences extremely cold conditions. The city is blanketed in snow and can experience temperatures as low as -40 degrees Celsius. This climate helps support a wide variety of activities that go on in the city such as ice skating, skiing, etc., but it also contributes to vehicular accidents, delayed traffic, and in some extremes death by hypothermia. On the opposite end of the spectrum Edmontons summer is very hot and dry, which can reach temperatures around 30C. This weather supports Edmontons other leisure activities such as bike riding, hiking, swimming, etc. Albertan skies are rarely cloudy during the summer, and during this time it is hard to escape the heat. In order to design for the city of Edmonton one must take into consideration that they are designing for two specific seasons, and they need to be designed in such a way so as not to compromise the comfort level of individuals.
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Edmonton in Winter
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51
Year Round Temperature for Edmonton
The temperature of the ground in Edmonton is consistently warm throughout the year averaging at roughly 3 degrees Celsius. This feature poses some advantages, to which Edmonton has monopolized off of before. Many of Edmontons downtown core is connected by an underground network, primarily for the reason of sheltering the public from the brutal winter temperatures. The warm ground temperatures can also be seen as a potential heating aid for a building using geo-exchange technology. Another factor to know about Edmonton is its wind primarily comes from the North west. This becomes important not only when considering things such as natural ventilation or building stress, but also considering design strategies to circumvent the formation of snow drifts.
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Edmonton Ground Temperature
53
Edmonton wind speed/direction
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URBAN SPRAWL Edmonton is a city that was built alongside the evolution of the car. When the motor vehicle was introduced, it replaced the horse and carriage and reduced peoples dependency on the streetcar. The motor vehicle became the main mode of transportation for the city, drastically affecting how the city was designed. Increased roads and surface parking lots began to infect the urban fabric of the city. The worst thing about them, is that a city so dependent on the car is not building up or down, but rather out, creating urban sprawl. The space used by these parking lots could easily be used for much larger parkades, with mixed use complexes or office buildings above them. The car may be the cause of the sprawl, but it is the owners of them that are responsible for the hindrance on the city. With the introduction of the HSR system, these areas become prime real estate for new developments. These developments in turn will help to repair the damage that has been done, which will benefit the city as a whole.
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39
Edmonton Surface Parking lots
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Vehicles effect on Jasper Avenue Development
1967
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Figure ground illustration: Downtown Edmontons Urban Fabric between 1967 - 2008
1981
2008
40
EXISTING PUBLIC INFRASTRUCTURE Besides personal motor vehicles, Edmonton does have a progressive public transportation system. Currently the city has one light rail transit (LRT) line extending from the north east of the city to the south west (as shown in blue in the right image). This line services many of the people of Edmonton, providing them with park n rides on the outskirts of the city so people can use the public system to get into the downtown area. The LRT connects the outskirts of the city to its major urban elements such as the University of Alberta, the government district, the downtown business core, and the Rexall Place stadium. While the system is small now, the city of Edmonton has already approved the routes of two new lines (shown in green to the right image). One that connects the north east of the city to the downtown area and another that connects west Edmonton to the south east side of Edmonton. All of the lines will cross in the major downtown area, and it is estimated that 120 000 people will pass through this zone any given day. These two lines are not Edmontons only vision, they plan on expanding the system even further, along with connecting to Edmonton International Airport. Edmonton also boast an intricate bus network that connects with the LRT system, allowing anyone in the downtown area to access almost anywhere else in the metropolitan area. All of these existing infrastructure elements provide people opportunities to access any part of the city, and all of them connect to the downtown core.
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Approved LRT routes
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LRT Long term potential
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Future LRT plans
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DEFINING URBAN ELEMENTS

1 EDMONTON RIVER VALLEY The Edmonton River Valley is the longest stretch of connected urban parkland in North America and is nicknamed the Ribbon of Green. The park covers 27,400 acres of parkland, including 11 lakes, 14 ravines, and 22 major parks. The River Valleys recreational facilities are all connected by an intricate network of bike paths, walking trails, and hiking paths. During the winter some of these paths double as cross country skiing paths. The river valley includes such tourist features such as the Valley Zoo, Fort Edmonton Park and the Muttart Conservatory.1 The river valley supports a wide variety of wildlife, and is the home to one of the largest remaining concentrations of healthy American Elm trees in the world. The river is over 2 millions years old, originating at the Saskatchewan Glacier and the Columbian Ice field, and continues on to the Hudson Bay. The river valleys exposed wall reveals Edmontons geological history displaying evidence of volcanic eruptions, the Devonian sea and coal seams created by tropical forests of the past. The River Valley is prone to erosion because of the nature of the banks and the river flow.2 The inside Bend of the river accumulates material from the river while the bank side experiences undercutting from the increased speed of the water. This undercutting causes the instability of the cliff side. This valley parkland system has become a defining feature for the city of Edmonton, and a place where Edmontonians can go to escape the busy confines of the city.
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Edmonton River Valley
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Edmonton River Valley
1 Parks and River Valley. City of Edmonton. Web. 19 Jan. 2010. http://www.edmonton.ca/parks-rivervalley.aspx. 2 Geological History. Ed. John Godfrey. The River Valley Alliance. Web. 19 Jan. 2010. http://www. rivervalley.ab.ca/media/uploads/rva-geological-history.pdf
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Edmonton River Valley Land Stability
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2 HIGH LEVEL BRIDGE The high level bridge (1910-1913) in Edmonton is a double deck truss bridge that was used for tramcars, trains, vehicles and passengers. The bridge was designed by P. M. Motley, and is owned by Canadian Pacific Railway (CPR). It was one of the four great steel truss bridges constructed by the CPR in Canada before World War I. The bridge links 109 Street on Edmontons south side with downtown Edmonton to the north. Currently the upper level is the property of the Province of Alberta.
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Two Towns
The bridge was built when Edmonton was finally connected to Eastern Canada, which spurred a huge influx of people into the region. The bridge united the two rival town of Edmonton and Strathcona and shortly after its construction, Edmonton amalgamated the town of Strathcona and became the city of Edmonton. The bridges width is 13.11m wide, 755.29m long, and sits 47.85m above the valley floor 1. Its design employs two distinct steel truss types, the Pratt Truss and the Warren Truss2. The project cost 2 000 000$ at the time and 4 people lost their lives during the construction 3.
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HIgh Level Bridge 1930
1 High Level Bridge. Nicholas Janbergss Structurae. Web. 17 Jan. 2010. http://en.structurae.de/structures/data/index.cfm?id=s0007331. 2 Alberta Register of Historic Places: High Level Bridge. HeRMIS. Web. 17 Apr. 2010. https://hermis. alberta.ca/ARHP/Details.aspx?DeptID=1&ObjectID=4664-0031 3 Infofile: Bridges - Edmonton. Edmonton Public Library. Web. 17 Jan. 2010. http://www.epl.ca/InfoFile/ EPLInfofileDetail.cfm?subject_detail=Bridges%20-%20Edmonton.
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High Level Bridge Drawings
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The bridges significance in Edmonton was further celebrated when it was designated as a national historic site by the Canadian Society for Civil Engineering (CSCE). The structure now only serves as a one way vehicle bridge and passenger bridge connecting downtown Edmonton to the south side of the North Saskatchewan River. In 1989 an art piece was added to the bridge by Peter Lewis, designing a man-made waterfall that is turned on for special events. Railroad service over the bridge ended in 1989, and streetcar traffic ceased in 1951. The many series of changes the bridge has gone through has shown its resilience through history, helping it become a major landmark and icon of the city of Edmonton.
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Peter Lewis Waterfall
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47
Edmonton High Level Bridge at Dusk
STREETCAR
STREETCAR
STREETCAR
STREETCAR
RAIL
RAIL
HSR
68
1913-1951
High Level Progression through time
1951-1989
1989-NOW
PROPOSED
48
HSR
3 ALBERTA LEGISLATURE GROUNDS The Alberta Legislature building was built between 1907 and 1912 by architects Allan Merrick Jeffers and Richard Blakey. The building is surrounded by 57 acres of parkland, and was built on the original site of Fort Edmonton (shown in the bottom left of this page). The building has served as the centre of political activity for the province. The Legislature building, conspicuous by its size and classically inspired design spoke of an optimism about the future of Alberta on the part of its designers and builders.1 The decision to put the building in Edmonton was a controversial one being that it had to be placed in either Calgary or Edmonton, of which the cities were rivals. The insertion of the building guaranteed civic growth for which ever city received it, and once Edmonton was decided the capital of Alberta, the buildings placement was sealed. The buildings materials came from a variety of destinations outside of Edmonton. The basement, first storey exterior and front steps are of a granite shipped from Vancouver Island. The rest of the exterior is constructed of the yellowish Brown Paskapoo sandstone obtained from Calgarys Glenbow Quarry.1 The building and its grounds include a wading pool, outside skating rink and lawn bowling centre. The grounds during the summer is a popular spot for citizens to gather. The popularity of the building and its grounds have made it an icon and landmark of the city of Edmonton.
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Alberta Legislature Grounds
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Alberta Legislature Building 1914
1Macauley, Moragh. The 75th Anniversary of Alberta s Legislative Building. Canadian Parliamentary Review. Web. 17 Apr. 2010. http://www2.parl.gc.ca/Sites/LOP/Infoparl/english/issue. asp?param=122&art=735
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Alberta Legislature Grounds Map
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Alberta Legislature Building 2008
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SITE ANALYSIS
HSR STATION IN DOWNTOWN EDMONTON The site chosen for the stations insertion is just north of the Edmonton High Level Bridge on the edge of the river valley parkland, adjacent to the Alberta Legislature Grounds. The train will approach from the south on the old CN line currently left unused. The site is in between 3 major urban elements of Edmonton: the University of Alberta, the Government district and the Business district. The station is also located between the two major nightlife streets in Edmonton; Whyte Avenue and Jasper Avenue. The project will use these surrounding elements to improve the iconic nature of the station and in return the station will help promote them to travellers. The synthesis of the two will help create a dignified beginning and end to ones journey that clearly defines Edmontons identity. Being on the edge of the river valley will also make the station more visible to a larger audience of the city, becoming a visual reference point in the form of a landmark, a beacon for travellers. The site is 14 000 sq.m in size, owned by the provincial government. Because the site, parkland, bridge and surrounding parliament grounds are all owned by the province, there is some flexibility in how the station connects to them. These existing urban elements can help provide the station with transitional grounds for passenger to pass from train station, to city.
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51
Edmonton Site Diagram
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Edmonton City District Diagram
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4
GRANDIN COURT
GRANDIN SCHOOL
14
2.5 5 1 2 1 13
FEDERAL PUBLIC BUILDING (HISTORIC) 6 2 10 2
4 1
GOVERNMENT TRANSIT CENTRE
GRANDIN STATION
4 2
GS
12 ADMINISTRATION BUILDING (HISTORIC)
BUS DEPOT
8 1 2
14
USING EXISTING INFRASTRUCTURE The site is situated adjacent to the existing Grandin LRT Station. This station connects to the rest of the downtown core, the university of Alberta and the outskirts of the city. The site is also nearby an existing bus terminal used for the government centre. This too can become an alternative mode of travel to and from the station. These infrastructural elements are currently connected via an underground network of tunnels which are used to unite all of the existing government buildings without making people have to travel outside when the worst of winter hits. Its location to other modes of transportation poses other advantages as well. Each system is served by its own park n ride systems, providing parking lots at locations outside of the city. These parking lots for the LRT and bus system can double as park n ride systems for the train station as well. Due to the downtown stations proximity to multiple modes of public transportation, the building will not need any additional parking, and therefore not contribute further to the existing urban sprawl problem of Edmonton. And those who insist on driving, can use the other proposed station on the southern outskirts of the city, which will be designed specifically for vehicle parking.
UNDER GROUND PARKING ACCESS
3 15 3 4
2 2 2 2 1 7
16
17
1
5 2
3 2 1 2 3 3 3 18 16 1.5
SITE
13 1.5
UNDERGROUND NETWORK
8
1 12
3 11 2 6 9
5 3 7
+4 LEGISLATIVE BUILDING
LEGISLATIVE BUILDING (HISTORIC)
3 5 4 3.5
+3
1 3
L.R.T. R/W
1 11 4 10
1 2
PROV POWE . STAT R ION
2
TERRACE BUILDING
4 3 3
LRT LINE
GREENHOUSE
75
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Edmonton Underground networks

1 1 1
4 17 4
GRANDIN COURT
GRANDIN SCHOOL
14
2.5 5 1 2 1 13
FEDERAL PUBLIC BUILDING (HISTORIC) 6 2 10 2
4 1
OPPORTUNITY FOR DEVELOPMENT There is no shortage of sites to be developed in Edmonton, the key is to bring the influx of people to develop them. The train station will do this on a local scale and international. To the north west of the site is an area which is relatively underdeveloped. The area is sparse, with few high rises and scattered two story homes. With the introduction of a train station nearby, the value of those properties will rise and will be ideal for new developments. While the northwest of the site is an ideal development ground for new businesses, their are other areas of the city that will benefit as well. Just north of the station there is the old warehouse district of Edmonton which is plagued with surface parking lots and single story warehouses. It is anticipated that this area too will begin to fill up with high rise developments.
8 1 2
1 2
GS
3 15 3 4
2 2 2 2 1 7
17
1
5 2
3 2
2 3 3 3 18 16
13 1.5
11
2 6
SITE
1.5
12
5 3 7
3 5 4
+3
3.5 3 3
1 3
L.R.T. R/W
1 11 4 10
1 2
PROV POWE . STAT R ION
TERRACE BU
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Site Development opportunity
1 1
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1 1 1
EXISTING TRAFFIC PATTERNS While rail lines are known for dividing cities, in this sites case, the Alberta Legislature Grounds and the western residential area are divided by the 6 lane 109 st. (shown in pink on the left image). Crossing the road requires using the government underground network or using the melee of island intersections to the south, which contributes to rush hour congestion where 109 St meets with 97 Ave. These 4 intersections maintain the traffic, but in turn cause much congestion on the road. This circulation of traffic could occur more efficiently with less intersections. Currently 109st is a major route in and out of the city. During rush hour congestion can back up the street all the way to Jasper Ave. Because of this, people try to bypass it by using the residential streets of 111th and 110th. While 111th street is a secondary road, 110th is reserved for a residential area not meant for increased traffic. The high level bridge contains a one way two lane street to the south, and is a primary route for exiting downtown. This small exit way causes people to bottleneck right before entering the bridge, which contributes to traffic buildup to the north. 97 Ave. also serves the bridge and downtown Edmonton from people approaching from the east. Usually used for coming into the city, it is also used as a secondary route for people to access the bridge when leaving the city. The street is also an access point for the underground parking for the Alberta Legislature Building. Needless to say, a building introduced into this site could increase the congestion of the area if not properly planned. It is for this reason the building must be designed in a manner that can improve the current traffic situation.
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55
109 St. Division
2 1 13
GOVERNMENT TRANSIT CENTRE
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Intersection panoramic
4
8 1 2
3 15 3 4
2 2 2 2 1 7
109 ST
17
111 ST
2 1 1.5 1.5
110 ST
1 12 13
2 3 3 3
18
16 11
97 AVE
5 3
+3
4 2 3.5 3 3
79
L .R.T . R/W
Existing traffic flows
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REUSING THE BRIDGE

UPGRADES AND PRESERVATION In order for the station to be located in this vital node of the city, the train needs to cross the High Level Bridge. Because the bridge is a historic resource, changes to the bridge can only happen if it prolongs its lifespan. The bridge has gone through many versions of itself throughout its life in order to accommodate changes in the cities patterns of movements. Reusing the bridge for the rail station will be yet another version for the bridge to embrace. This project proposes that the bridge still be used for vehicular, pedestrian and streetcar use, but will add an additional two lines for the HSR train. In order to do this, the street car must remain in the center and the two HSR lines be placed on the edges of the bridge. The bridge is wide enough for this to happen and has done so in the past, but in order to compensate for the increased weight on the edge of the bridge, the structure on the edges needs to be upgraded as shown in blue on the right hand image. The bridge will also have to be widened on the northern edge to begin to separate the tracks to provide for proper platform widths in the station. By reusing the bridge you save resources and construction costs that would be necessary to create a new one. It will also prolong the life of the bridge now that it becomes a vital piece to the HSR system. Upgrades done to it will still maintain the bridges defining elements and it will also provide a dramatic entrance and exit for travellers using the train. The bridge was created primarily as a rail building block, and once again it will reclaim its original role for a modern day society.
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Bridge Upgrades
STREETCAR
STREETCAR
STREETCAR
STREETCAR
RAIL
RAIL
HSR
1913-1951
81
Bridge Progression
1951-1989
1989-NOW
PROPOSED
58
HSR
BUILDING FORM
USING THE SITES NATURAL TOPOGRAPHY The station needs to be level for boarding and alighting, which means the track will need to be level to the bridge it crosses. If the train were to proceed on a level trajectory with the bridge, it would begin to go underground as the sites topography begins to slope upward towards the north. This situation is actually convenient for the station, because if future expansion to the north (Fort Mc Murray) were to be added to the system, and underground route through the city would be the least intrusive on the existing urban fabric. In order to accommodate this though, the station will cut through a now forested island between the legislature grounds and the river valley park to the west. To allow for the station to proceed in this manner while respecting the nature of the site, the ground is lifted up from the south to create an opening for the train to disappear into. By doing this, the slope of the building would no longer be able to support the plant life. So the existing plant life is repositioned further north on the site where the slope is not too extreme, helping to populate an area scarce of vegetation and providing a natural buffer zone between 109 St. and the residential high rises to the west. This will also create a treeline for the building form separating the parkland from an emerging building shell defined by a change in slope. This gesture not only preserves the existing plant life of the site, but also begins to emphasize the topographic nature of it as well.
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82
Lifting the Land
60
LOWERING 109 ST Because the station will need to accommodate for a concourse and platform access, vehicles will no longer be able to cross the rail line unless they go underneath it. For this to happen, 109 St. and west 97 Ave. need to be lowered to proceed under the station. This will ensure that all existing traffic patterns will not be interrupted by the new station. The lowering of the land gesture is also used to emphasize the river valleys geological layers. The edges will now be exposed showing off the stratified layers of the river valley, further engaging the river valley as an entity to be glorified.
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River Valley Layers
61
84
East Elevation
85
Lowering 109 St.
62
RESTRUCTURED TRAFFIC Changes are made to the existing traffic patterns in order to; minimize congestion, separate bridge traffic from station traffic and maintain the peaceful nature 110 St. Station traffic has been separated from 109 St. traffic by forcing the vehicle to approach the station either from the north by 111 St. or from the east by 97 Ave. This allows multiple approaches to and from the station, allowing anyone who leaves the station by vehicle can either head into the city or south using the High Level Bridge. This forces the person heading to the station to do some forward planning, which will help reduce congestion on 109 St. knowing one cannot access the station via that route. Two 109 St. lanes will not be lowered so it can go directly through to the bridge without having to pass through an intersection, which will reduce the northern congestion during rush hour. 110 St. is capped with a roundabout at its southern tip which will ensure people no longer use this street as short cut to the bridge. This will help maintain the peaceful nature of the neighbourhood and will keep traffic to the primary roads of 111 St and 109 St.
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63
97 Ave Section
GS
GS
3 15 3 4
111 ST BACK INTO CITY
109 ST
45
2 17
110 ST
5 2
1
50
42.5
2 1 1.5 1.5
47.5
40
1 13
37.5
2 3 3 3
12
18
16 11
BACK INTO CITY 97 AVE

5
LEGISLATIVE BUILDING
35
35
+4
3
37.5
45
3
42.5
+3
4 3.5 3 3
L.R.T
. R/W
87
TO SOUTH EDMONTON
New Traffic Patterns
40
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1 3
UNITING THE EXISTING URBAN ELEMENTS The Legislature Grounds, the River Valley Park and bike path from the north into it are all divided by 109 St. and 97 Ave, and introducing a new station on the site will further this divide unless a solution is incorporated into the building form. So the next design move was intended to unite all of these urban elements together through the roof design. Doing this begins to benefit the area in a variety of ways. It prevents people from using the intersections to cross the streets and increases the connectivity of the river valley bike path system, providing an uninterrupted path from the city to the river valley and the Alberta Legislature Grounds. The pathways also help direct people into Edmontons defining sites, increasing public use and making them easily accessible for tourists and citizens alike. Because the site was originally parkland and natural vegetation, it seemed only appropriate to maintain this approach for the new building design. The buildings roof will have an accessible green roof with a bike path system that connects directly into the Alberta Legislature Grounds and River Valley pathway network.
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Uniting Urban Elements
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Uniting Urban Elements
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Roof Plan with paths
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ROOF CROSS SECTION The roof form in cross-section is created by referencing the wind direction of the site. While the northern part of the building is sheltered by tall buildings to the west, the southern part is exposed to the open river valley. The form begins to resemble a snow drift, a common form created in the harsh climate of Edmonton. The form also begins to open up the east side of the building towards the Alberta Legislature building. This gives passengers an impression of the city of Edmonton, helping to create a more memorable beginning or end to ones journey. The form is also tailored to control natural daylight that comes into the building. Controlled by overhangs, light is blocked out of the building during the summer to help maintain a cooler temperature inside the building. During the winter months, the morning sun is used to flood the station with direct light to help raise the temperature.
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Responding to the wind
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67
Snow Drift
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Opening to the Legislature
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Light diagram
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OVER THE EDGE Finally the building form takes another opportunity to engage the bridge and the topography of the river valley visually. The building extends over the High Level Bridge, appearing as if it is levitating above the bridge. This helps emphasize the topography of the river valley showing a huge contrast in the change of elevation to a level structure above it. The edge of the building is an occupiable space open to the public and accessible by bike path that originates from the roof bike path. It brings people closer to the edge, and allows them to have a unique perspective of both the river valley, the bridge and the city of Edmonton. The bridge also becomes a viewing platform to witness incoming and outgoing trains, putting the dynamics of the station on display from a distinct perspective to all. A visual connection of the warren truss system used on the bridge is carried over into the steel structure of the building, becoming a physical and visual example of how the bridge begins to engage with the building. With the building reaching over the bridge, the building becomes an iconic piece that can be seen throughout the valley and its edge condition. It now becomes more of an iconic presence itself, fit to belong by its surrounding landmarks.
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Over the Edge
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Snow Drift
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Overhang render
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Approach Render
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Overhang
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1 2 3
5 6 7
4
100
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Form Diagram
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Aerial Render
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STRUCTURAL SYSTEMS
The building can be broken up into three different types of structural systems: Sire Wall Retaining walls, Concrete columns, and a Steel Truss system to support the roof. 1. The building begins with excavating the site. 2. The soil from the excavation is used to fill up the trench just north of the site and is used in a Sire wall rammed earth mixture to create retaining walls. The exposed edges appear as stratified layers resembling those of the actual river valley and also serve as insulation. 3. Then a system of columns, spaced out in 24m intervals are distributed throughout the entire building. The columns are used to support the platform level and concourse levels. 4. The columns are connected by long beams that span the entirety of the building from north to south. Two of which directly support the rail line. These columns are used to span the platform levels in between. 5. Using the Sire wall Retaining walls as a base, a steel truss frame is used to create the platform space. Using steel allows large spans to be made and allows the platform to be column free, creating a wide open space. 6. A secondary steel structure is used to span a steel deck over the entire building to create a base shell to be constructed on.
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1 2
4 5
6
Structural Diagrams
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PROGRAM
LAYERING The station has a large program consisting of a platform, main concourse, train operations, intermodal links and retail. For this project in particular, the building has a program of about 35000 sq.m, a number determined by comparing precedents and their track/population numbers to Edmontons. Since the site is only 14000 sq.m, the program must be distributed vertically in layers in order to fit onto the site. As shown in the diagram to the right, services were situated on the lowest floor, beneath a continuous concourse the length of the platform. Above the concourse is the platform and above that is a unique waiting area that spans over the edge of the river valley. Situated to the north of the building is the intermodal connection, which is surrounded by retail to monopolize off of the highest area of traffic.
97 Ave. Section
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75
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Program
Total program 35000 m2 Site footprint 14000 m2

26m wide 250m long Enclosed platform for colder climate On board and platform passenger information Includes informational signs, travel indicator board, Checkpoint for staff and facilities necessary to monitor station (cameras, viewing room, emergency poles, lost + found) Necessary for providing transfer information to LRT, Buses, Taxis, Hotel Bookings, car rentals etc. Staff not necessary, but room with necessary medical assistance untill help arrives Examples: Magazine/books, Refreshments, Convenience
6500 m
PLATFORM
TICKET HALL SECURITY POINT TRANSPORT / TRAVEL CENTRE FIRST AID POINT LIGHT RETAIL
18500 m
MAIN CONCOURSE
PUBLIC WASHROOMS LUGGAGE LOCKERS WAITING AREA BUSINESS AREA RESTAURANTS EXECUTIVE LOUNGE SIGNAL CONTROL ROOMS 20m2 TELECOMMUNICATIONS ROOM 20m2 EMERGENCY POWER SYSTEM ROOM JANITOR ROOM 10m2 HEATING (BOILER ROOM FOR SERVICES) ELECTIRCAL POWER ROOM 10m2 WASHROOMS GOVERNMENT BUS DEPOT LRT GRANDIN STATION TACI AND KISS N RIDE SHOPS
Seating, valley views, wifi, passenger information, entertainment, kids corner Private quiet areas with phones, internet, etc. Inclusion of sit down restaurants, fast food, and refreshment convenience Similar to airport, bar, higher end finishes, valley views These program inclusions were taken from Neufert Third Edition. How the programs interact with each other is somewhat provided, there exact function and space
7000 m
TRAIN OPERATIONS SERVICE AREA
1000 m (DROP OFF) 2000m

2
INTERMODAL TRANSPORTATION RETAIL
Government Bus Depot exists, merely needs connection to station Grandin LRT station exists, merely needs connection to station Drop off needs to be large, and prevent disruption of existing traffic. Taxis need priority access to station entrance Needs to be extremely flexible space to accommodate high turnover of individual businesses
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Lower Level Program
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LOWER LEVEL
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40
11
The lowest level is defined by its drop off zone. The zone is divided into 5 lanes, 2 drop off lanes, 2 thru lanes, and one turning lane for the High Level Bridge. Both sides of the drop off zone are serviced by entrances into the station which are the locations of the two main vertical circulation cores. These cores have elevators, escalators and stairways to service all types of people and speeds of travel. It is at these points where electronic ticketing kiosks can be located for those a little more technologically savvy. The lower level is also where all the train operations and services are located. The drop off zone is 5.5m tall, enough to accommodate loading trucks. This keeps services and loading trucks at the same level making it convenient for the service employees to move parcels throughout the building without using the main concourse as their main route. This also helps separate the train operations from the publics experience of the station.
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Drop off Zone
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Main Concourse Program
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MAIN CONCOURSE The main concourse is wide open space dominantly meant for the circulation of passengers. It serves as a transition for passengers from the city to the train platforms. Because it is an area that will see high traffic, its finishes will be designed to be more resilient then the platform area. Space underneath the stairs is prime for convenience stores, washrooms, and shops, allowing access for people on both sides creating a double facade for any facility located here. In the centre of the building is the ticket hall and information. And at the southern tip of the building is an opportunit for a restaurant/bar.
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Main Concourse Render
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109
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Intermodal Connection Drawing
INTERMODAL CONNECTION The main concourse is level to the underground network connected to the Grandin LRT station and the government buildings. It is at this juncture, where shops are strategically located to monopolize off of the traffic that will flow through the zone. Rail traffic and government traffic will be separated by the northern entrance stairways to help reduce congestion at this point. Electronic ticketing systems can be placed hers as well for those who have become more technologically savvy. Because this portion of the building is dominantly underground, a large skylight will be used to brighten up the space, and give a peak of parkland above it, giving the user an experience of being within the earth.
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Intermodal Connection Render
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111
Platform Program
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Platform Render
PLATFORM The platform area is designed to be a warm environment, similar to an airport lounge, completely separate from the outside elements with the exception of views. It is an area open to the public, where one can wait for a train, people watch, or a place to sit and use their laptop. The idea is to give the rail experience just as much, if not more dignity then an air experience. Providing a more dignified experience will help raise the attitude that rail travel can be just as prestigious as air travel. The trains are enclosed from the platform, protecting people from the winter elements and providing some protection from the tracks. Along with access to the HSR lines, there will also be access to the Streetcar at the southern tip of the station. This will allow the line to be retained and also further its use as a viable connection to Whyte Avenue, one of Edmontons most vibrant streets. 84
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Waiting Area Program
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WAITING AREA Above the platform on the southern tip of the building is more unique, calm space dedicated for business and dwell time, separate from the busier traffic in the platform area. It is an ideal place for people to witness the vibrant movement of a train station, from the trains entering across the bridge to the people moving about the River Valley paths. The space cantilevers over the bridge to give a unique view of the surrounding site, helping to further define the stations identity by producing an experience that cannot be felt elsewhere. The space would include a bar/restaurant of a higher class nature, much like an executive lounge would in an airport, defined by an unrivaled view of the river valley.
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Waiting Area Tip
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Site Model
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CONCLUSION
Designing buildings destined to be intrusive does not have to have a negative impact on a given area, even areas which can be considered to resist change. Understanding that all places go through change is the first step, coordinating to make the change a positive one requires in depth analysis and research of a given site and the people who use it. Respecting historical and environmental significance is a concern for todays society, but being a concern does not ensure that these elements will always remain forever. This project has shown, environmental and historical resources can prolong their lifespan if they are incorporated with uses that are necessary for a cities growth. The HSR station has been able to preserve and prolong the life spans of the existing resources, increase their connectivity to Edmontonians and travellers, and develop its own iconic presence, all while maintaining the existing atmosphere that defines the site and its surroundings. The introduction of the station has also provided unique spaces that allow one to experience the city and its vibrant motion in a new perspective. The urban elements contribute to the station by enriching a passengers identification with the city by providing a dignified and iconic entrance and exit to the city. They begin to mute the intensity associated with a rail station and serve as a peaceful transition point from train to city and vice versa. The station and urban elements benefit from one another, acting in a symbiotic relationship, helping to propel the city of Edmontons future growth while respecting and promoting its values and goals.
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Site Model
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Site Model
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Lower Level Floor Plan
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Level 1 Floor Plan
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Level 2 Floor Plan
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Level 3 Floor Plan
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Roof Plan
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East Elevation
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East - West Section
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North - South Section
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126
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West - East Section
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BIBLIOGRAPHIES
IMAGE BIBLIOGRAPHY 1.http://upload.wikimedia.org/wikipedia/commons/3/3f/Guillemins-27-mai-2007.jpg 2. Nicholas Graves: http://upload.wikimedia.org/wikipedia/ en/1/18/Kyoto8.png 3.Hugo N.: http://www.flickr.com/photos/higaara/228673603/ 4.Acquired from Perkins and Will SMWM Architects 5.http://www.cahighspeedrail.ca.gov/ 6. Greg Freer 7. Greg Freer 8-10. Santiago Calatrava: http://www.calatrava.com/ 11.James Ewing : http://archrecord.construction.com/projects/ bts/archives/transportation/10_TGV_Railway_Station/ 12.Santiago Calatrava: http://www.calatrava.com/ 13.Greg Freer 14. http://en.wikipedia.org/wiki/File:Opening_Berlin_Central_ Station.JPG 15.Daniel Schwen: http://en.wikipedia.org/wiki/File:Berlin_ Hauptbahnhof_pano_06.jpg 16. Vivico Real Estate: http://www.vivico.de/en/properties/objekte/lehrter-stadtquartier-berlin-1/projektbeschreibung.html 17 Greg Freer 18-19.Nicholas Grimshaw and Partners: http://www.grimshawarchitects.com/launcher.html?in_projectid= 20-21.Nicholas Grimshaw and Partners http://ca.urbarama. com/project/amsterdam-bijlmer-arena-station-2576 22. Greg Freer 23.Hiroshi Hara: taken from Thorne, Martha. Modern Trains and Splendid Stations Architecture, Design, and Rail Travel for the Twenty-First Century. London: Merrell, 2001. Print. 24.http://commons.wikimedia.org/wiki/File:Kyoto_Station_ C0392.jpg 97 25.Hiroshi Hara: taken from Thorne, Martha. Modern Trains and Splendid Stations Architecture, Design, and Rail Travel for the Twenty-First Century. London: Merrell, 2001. Print. 26. http://en.wikipedia.org/wiki/File:JR_Kyoto_sta01nt3200.jpg 27. Greg Freer 28-30: Nicholas Grimshaw and Partners: http://www.grimshawarchitects.com/launcher.html?in_projectid= 31. Greg Freer 32-33: Santiago Calatrava: http://www.calatrava.com/ 34. http://en.wikipedia.org/wiki/File:Gare_do_Oriente.JPG 35.http://upload.wikimedia.org/wikipedia/commons/5/54/ Gare_do_Oriente.jpg 36. Greg Freer 37. Altered Image: http://en.wikipedia.org/wiki/File:Alberta_ Census_divisions_-_population_density.svg and http:// en.wikipedia.org/wiki/File:Alberta-roads-2.png 38. 6 images: http://en.wikipedia.org/wiki/File:Field_150.jpg http://upload.wikimedia.org/wikipedia/commons/c/c5/Moraine_ Lake_17092005.jpg http://upload.wikimedia.org/wikipedia/commons/5/5b/DinosaurProvincialParkHoodoo.jpg http://upload.wikimedia.org/wikipedia/commons/e/e2/Albertawindmills.jpg http://www.celsias.com/article/urgent-threat-world-peace-canada/ http://upload.wikimedia.org/wikipedia/commons/7/79/Wb_deichh_drei_kuhs.jpg 39. Oliver, Wyman, and TEMS Inc. MARKET ASSESSMENT OF HIGH SPEED RAIL SERVICE IN THE CALGARY--EDMONTON CORRIDOR. Rep. Alberta Infrastructure and Transportation, Feb. 2008. Web. 20 Jan. 2010.
40.http://albertafirst.com/uploads/RockyViewCounty/commuteSM.jpg and http://www.freedominion.com.pa/phpBB2/viewtopic. php?p=1439770 41.Alberta High Speed Rail Inc. http://www.bowpartnership.ca/ rail/httpdocs/routeMap.html 42. Logo http://www.albertahighspeedrail.com/ and http://nervibes8.goodadi.com/velaro-train.html 43.http://en.wikipedia.org/wiki/File:Parade_celebrating_anniversary_of_the_Hudson%27s_Bay_Co.,_Edmonton.jpg 44.McCord Museum: http://www.mccord-museum.qc.ca/ scripts/viewobject.php?Lang=1&accessnumber=MP0000.367.1&section=196 45. http://cms.eas.ualberta.ca/dif/sites/cms.eas.ualberta.ca.dif/ files/Edmonton%20panorama_1969-2009.jpg 46.http://www.mccord-museum.qc.ca/scripts/viewobject. php?Lang=1&accessnumber=MP-0000.25.114&section=196 47. Greg Freer 48. http://cms.eas.ualberta.ca/dif/sites/cms.eas.ualberta.ca.dif/ files/Edmonton%20panorama_1969-2009.jpg 49. The Way Ahead: City of Edmonton Strategic Plan. Edmonton: City of Edmonton, 2009. Print. 50.http://expeditionoftruths.com/2010/11/19/enjoy-the-weekend/ 51-52.Taken from Climate Consultant version 5 53.http://www.windfinder.com/forecast/edmonton_city_airport 54-56. City of Edmonton, comp. Capital City Downtown Plan. Edmonton: City of Edmonton, 2009. Print. 57-59. http://www.edmonton.ca/transportation/ets/future-lrtprojects.aspx 60.http://en.wikipedia.org/wiki/File:North_Saskatchewan_River_Valley_Edmonton_Alberta_Canada_04_A.jpg 61.http://en.wikipedia.org/wiki/File:North_Saskatchewan_River_Valley_Edmonton_Alberta_Canada_01A.jpg
62. Greg Freer 63. Greg Freer with http://www.acmla.org/maps.html 64. McCord Museum: http://www.mccord-museum.qc.ca/ scripts/viewobject.php?Lang=1&accessnumber=MP0000.25.986&section=196 65. Courtesy of the City of Edmonton Planning Department 66.Edmonton Economic Development Division: http://www. flickr.com/photos/edmontonliveallyear/2345571687/ 67. http://upload.wikimedia.org/wikipedia/commons/f/fc/High_ Level_Bridge_Edmonton_Alberta_Canada_01_A.jpg 68. Greg Freer 69.Mikkel Paulson: http://en.wikipedia.org/wiki/File:Edmonton_ leg_grounds.jpg 70.William James Topley: http://en.wikipedia.org/wiki/ File:LegislatureFortEd.jpg 71.Taken from Print: Self-guided Tour, Alberta Legislature Grounds 72.http://en.wikipedia.org/wiki/File:Provincial-LegislatureBuilding-Edmonton-Alberta-Canada-01.jpg 73-82. Greg Freer 83. Taken from Geoscape Brochure: http://www.ags.gov.ab.ca/ publications/abstracts/INF_126.html 84-91. Greg Freer 92.http://fantasystock.deviantart.com/art/Winter-Snow-DriftTexture-5-109612513 93-95. Greg Freer 96. http://www.sticksite.com/snow/index.html 97-126. Greg Freer
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PRINT BIBLIOGRAPHY Aug, Marc. Non-places introduction to an anthropology of supermodernity. London: Verso, 1995. Print. Bruinsma, Frank. Railway Development Impacts on Urban Dynamics. Heidelberg: Physica-Verl., 2008. Print. Dr. Newman, Peter. Resilient cities responding to peak oil and climate change. Washington, DC: Island, 2008. Print. Edwards, Brian. Modern station new approaches to railway architecture. London: E & FN Spon, 1997. Print. Griffin, Kenneth W. Building Type Basics for Transit Facilities (Building Type Basics). New York: Wiley, 2004. Print. Ross, Julian. Railway Stations Planning, Design and Management, planning, design and management. New York: Architectural, 2000. Print. Thorne, Martha. Modern Trains and Splendid Stations Architecture, Design, and Rail Travel for the TwentyFirst Century. London: Merrell, 2001. Print. Tschumi, Bernard. Event-cities praxis. Cambridge, Mass: MIT, 1994. Print. Tschumi, Bernard. Event-Cities 2. New York: MIT, 2001. Print. Tschumi, Bernard. Event-cities 3 concept vs. context vs. content. Cambridge, Mass: MIT, 2004. Print. Tschumi, Bernard. Architecture and disjunction. Cambridge, Mass: MIT, 1994. Print.
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REPORTS / STATS Canada. Statistics Canada. Statistics Canada. Statistics Canada, 2006. Web. 20 Jan. 2010. http://www12.statcan.gc.ca/ census-recensement/2006/dp-pd/hlt/97-550/Index.cfm?TPL=P 1C&Page=RETR&LANG=Eng&T=202&PR=48&S=0&O=A&RP P=50. Canada. Statistics Canada. Statistics Canada. Statistics Canada, 11 Oct. 2009. Web. 20 Jan. 2010. http://www40.statcan. gc.ca/l01/cst01/econ15-eng.htm Canada. Statistics Canada. Statistics Canada. Statistics Canada, 26 Mar. 2009. Web. 20 Jan. 2010. http://www.statcan.gc.ca/ daily-quotidien/090326/dq090326a-eng.htm City of Edmonton, comp. Capital City Downtown Plan. Edmonton: City of Edmonton, 2009. Print. TEMS inc., Government of Alberta Ministry of Transportation. Economic Benefits for Development of High Speed Rail Service in the Calgary - Edmonton Corridor. Alberta Infrastructure and Transportation, Feb. 2008. Web. 20 Jan. 2010. http://www. transportation.alberta.ca/Content/publications/production/Economic_Benefits_of_HST_02-2008_rev.pdf. Oliver, Wyman, and TEMS Inc. MARKET ASSESSMENT OF HIGH SPEED RAIL SERVICE IN THE CALGARY--EDMONTON CORRIDOR. Rep. Alberta Infrastructure and Transportation, Feb. 2008. Web. 20 Jan. 2010. http://www.transportation. alberta.ca/Content/publications/production/AIT_Market_Assessment_Full_Rpt_02-2008_FINAL_rev.pdf. The Way Ahead: City of Edmonton Strategic Plan. Edmonton: City of Edmonton, 2009. Print. 100
WEBSITES Alberta Register of Historic Places: High Level Bridge. HeRMIS. Web. 17 Apr. 2010. https://hermis.alberta.ca/ARHP/Details.aspx?DeptID=1&ObjectID=4664-0031 California High Speed Rail Authority. State of California. Web. 3 Feb. 2010. http://www.cahighspeedrail.ca.gov/ Edmonton AB (2204). Canadian Railway Hall of Fame. The Canadian Railway Hall of Fame, 01 Jan. 2004. Web. 14 Jan. 2010. http://www.railfame.ca/sec_ind/communities/en_2004_ Edmonton_Ab.asp Olympic Venues. Beijing 2008. The Beijing Organizing Committee for the Games of the XXIX Olympiad. Web. 3 Feb. 2010. http://en.beijing2008.cn/venues/ Foster + Partners. Web. 18 Apr. 2010. http://www.fosterandpartners.com/Practice/Default.a spx Gmp Architekten: Meinhard Von Gerkan. Gmp Architekten: Aktuell. Web. 18 Apr. 2010. http://www.gmp-architekten.de/ GRIMSHAW-ARCHITECT. Ed. Nicholas Grimshaw and Partners. Web. 18 Apr. 2010. http://www.grimshaw-architects.com Haynie, Anne W. No Matter the Season, Kyoceras World Headquarters Building Is Green. Home Power Magazine. Home Power Inc., Mar. 2000. Web. 3 Feb. 2010. http://homepower. com/article/?file=HP75_pg44_Haynie High Level Bridge. Nicholas Janbergss Structurae. Web. 17 Jan. 2010. http://en.structurae.de/structures/data/index. cfm?id=s0007331. 101 History of Edmonton. City of Edmonton. City of Edmonton. Web. 14 Jan. 2010. http://www.edmonton.ca/city_government/ planning_development/history-of-edmonton.aspx History of the Edmonton River Valley. Edmonton River Valley : Information and Images. 1 Jan. 2008. Web. 14 Jan. 2010. http://www.edmontonrivervalley.com/history.html Infofile: Bridges - Edmonton. Edmonton Public Library. Web. 17 Jan. 2010. http://www.epl.ca/InfoFile/EPLInfofileDetail. cfm?subject_detail=Bridges%20-%20Edmonton Macauley, Moragh. The 75th Anniversary of Alberta s Legislative Building. Canadian Parliamentary Review. Web. 17 Apr. 2010. http://www2.parl.gc.ca/Sites/LOP/Infoparl/english/issue. asp?param=122&art=735 Minutillo, Josephine. Lige-Guillemins TGV Railway Station, Santiago Calatrava - Building Types Study - Architectural Record. Architecture Design for Architects | Architectural Record. Web. 18 Apr. 2010. http://archrecord.construction.com/projects/bts/archives/transportation/10_TGV_Railway_Station/ SMWM. Web. 18 Apr. 2010. http://www.smwm.com/ City of Edmonton. City of Edmonton :: Home. Web. 28 Jan. 2011. http://www.edmonton.ca/
READING ROOM AUTHORIZATION

In presenting this report in partial fulfillment of the requirements for the advanced degree in the Architecture Program at the University of British Columbia, I agree that the Architecture Reading Room shall make it freely available for reference and study. I further agree that permission for extensive copying of this report for scholarly purposes may be granted by the Chair of Architecture or by his or her representatives. It is understood that copying or publication of this thesis for financial gain shall not be allowed without my written permission. Name of Author: Greg Freer Date: Feb 4 2010
Signature Title: dist-URBAN: HIGH SPEED RAIL DESIGN IN EDMONTON AB
Degree: Program: Year of Graduation Ceremony:
Masters of Architecture School of Architecture and Landscape Architecture : Architecture Program 2011

GP Final Report Greg Freer

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GP Final Report Greg Freer

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dist-URBAN

HIGH SPEED RAIL DESIGN IN EDMONTON AB

dist - URBAN : Edmonton High Speed Rail Station

Liege-Guillemins Station, Belgium

Oriente Station, Lisbon, Portugal

Fresno Station, Fresno, USA

RAIL TYPE VIADUCT RAILWAY

STATION TYPE TERMINUS STATION

GROUND LEVEL RAILWAY

TERMINUS INTERMODAL STATION

THROUGH INTERMODAL STATION

LIEGE GUILLEMINS STATION

Liege Station Site Diagram

Liege Station section

Liege Station plan

Liege Station elevation

Liege Station interior

Liege Station platform view

Lehrter Station Site Diagram

Lehrter Station platform level

Lehrter Station at night

Lehrter Station aerial view rendering

Bijlmermeer Station Site Diagram

Bijlmermeer station plan

Bijlmermeer station section

Bijlmermeer station interior

Bijlmermeer station aerial view

Kyoto Station Site Diagram

Kyoto Station interior

Kyoto Station section

Kyoto Station exterior

INTERNATIONAL TERMINAL WATERLOO STATION

Waterloo Station Site Diagram

Waterloo Station platform level

Waterloo Station section / perspective

Waterloo Station exterior

Oriente Station Site Diagram

Oriente Station section

Oriente Station plan

Oriente Station exterior

Oriente Station entrance

Precedent Comparison Chart

Precedent Comparison Chart

QE II in summer and winter

UNITING TWO CITIES

Preliminary HSR Route from Alberta HSR Inc.

Departure frequency: Departure capacity: Estimated Annual Ridership: Time of journey:

1 every hour 10 per/hr 3,000,000 per/year 84 minutes

Siemens Velaro and Alberta HSR Logo

Parade celebrating anniversary of the Hudson Bay Company, Edmonton 1920

Edmonton 1969 -2009

Aerial view of Edmonton 1935

Edmonton population time line

Edmonton Strategic Plan

Year Round Temperature for Edmonton

Edmonton Ground Temperature

Edmonton wind speed/direction

Edmonton Surface Parking lots

Vehicles effect on Jasper Avenue Development

Approved LRT routes

LRT Long term potential

Future LRT plans

DEFINING URBAN ELEMENTS

Edmonton River Valley