RISD ARCHITECTUREUDP | FALL 2011

URBAN ANALYSIS

Contents

Introduction

Chris BardtHighway Residue

DensityWaste/Rain/Water

James BarnesCoherent Connections

Cathedral SquareRiver as a Threshold

Almin PrsicTrash as a Thread

TextilesExposure

Market House: A Center for Change

Anne TateProgrammatic Adjacencies

?Visual Corridors

51626

385163

75818793

99120132

4

Project #1: URBAN ANALYSIS:

The city can be considered a giant work of architecture: spatial, morphological, ordered, materialized, functioning and valued as a cultural work. The city may also be considered analogous to a living organism, made of overlaid networks and infra-structure, organized in zones and by rules, in short a vast and complex set of inter-dependent systems. A city can also be understood as an ongoing process, both additive: rooms form buildings which accumulate to form blocks, in turn organizing themselves to larger systems of construction and infrastructure, and subtractive: topography, culture, climate, zoning, and other forces cut, shape, carve urban mass, leaving behind the residue of a long almost geological process. Through observa-tion, documentation, mapping, diagramming, drawing and modeling you will study the city, in particular, the center of Providence.

Analysis, i.e. to take apart, is a process involving the creative and careful deploy-ment of instruments, such as drawings and models. Through selectivity, point of view and operations these instruments have the capacity to reveal what normally cannot be seen or understood.

For this analysis each section will break into 4 groups of 3 to 4 students. Each group will determine one aspect of the city to study, document and analyze. Subjects such as history, infrastructure, transportation, zoning, future propositions, movement, uses of space, topography, vegetation, materiality, program use, physical form, precedents, typology, light, visual corridors, demographics, activity, memory, trans-formation, hydrology, geology can be considered starting points. Think of the analy-sis as a process developing from the subject matter itself. Decisions about how and what to draw or model should be determined by the questions being asked and the subject being studied.

Each group of each section must analyze their chosen subject/topic of the city at 6 scales. Where one starts or ends (big-to-small or small-to-big) is up to each group to determine.

The Scales:

The RoomThe BuildingThe BlockThe NeighborhoodThe City The Region

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s This analysis explores the spaces that cant be seen on a map -- underpasses -- and the way that speed affects our per-ception of urban space.

We began by looking at historical maps of Providence and mapping the highway onto them. this allowed us to gain an un-derstanding of what was removed to put the highway in place and the way that it isolates areas in the city.

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s The 500-block of Eddy Street became the focal point of our analysis. It is here where Providences I-195 relocation project creates a comprehensive array of uncultivated urban space, challenging our conceptions of a typical city block. The overpasses have generated unique urban conditions that are measurable as both a two-dimensional area and a three-dimensional volume, allowing us to imagine the land under the overpasses as a collection of usable architectural space. Indeed, one resident of Providence has established a home here, utilizing the highway infrastructure as shelter from rain, wind and sun. By removing the context of the overpasses, we can understand the role the infrastructure plays in creating such spaces, and further illuminate the neglected landscape below.

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s After visualizing the unused area near the 500 block of Eddy St, we wanted to quanitfy these spaces all around Providence. After researching these urban rooms both on foot and by way of maps, we were able to determine their cumulative area.

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s Because the cumulative area was so large, we wanted to create a relatable, visual context in which to display the information. We took the area calculation of the spaces and redistributed them at the scale of the city in Kennedy Plaza. The unused space under the highway in the city takes up the entire block.

Zooming in, we wanted to explore the intricacies of the highways time and speed distortion. The following page shows a diagram in which walking speed is compared directly to highway speed.

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s The introduction of highways in cities challenges our ability to cohesively defi ne the scope of an urban neighborhood. Comparing the two extremes of urban velocity - street-level walking and highway-level driving - were able to see the notion of neighborhood distorted by the automobile. The individual under the overpass at Eddy Street hits a spatial limit in the time it takes to smoke a cigarette on a short walk from her dwelling, the neighborhood encompassed therein. In the same amount of time, an automobile passing overhead will reach the airport or the Massachusetts border, its notion of neighborhood artifi cially mutated to the size of a city. At a regional scale, the highways tether urban centers closer together and diminish everything in between, creating a conglomerated urban landscape that in turn challenges our ability to cohesively defi ne the scope of a city.

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Porfolio Cafe -15 Westminster Street

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15 Westminster Street Night Occupancy

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= 10 people

allowable space = 305.64 cubic ft

sq. ft

140,000

94,300

42,300

8,000

even distribution at downtown denstiy9341.56 sq. ft/person

vacancytotal: 669,773 sq. ft

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Westminster Street

8324 occupants

974 occupants

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density

1 Downtown 9,3422 College Hill 2,7803 Fox Point 3,4664 Wayland 4,0555 Blackstone 7,2986 Hope 4,6277 Mt. Hope 5,6478 Charles 4,7029 Wanskuck 3,60710 Elmhurst 3,22311 Mt. Pleasant 4,35012 Manton 5,56713 Hartford 3,83214 Olneyville 3,17815 Valley 3,89516 Smith Hill 3,70817 Silver Lake 2,80618 Federal Hill 2,499 19 West End 2,12020 Upper South Providence 4,52421 Lower South Providence 4,31922 Elmwood 220.823 Reservoir 8,35324 South Elmwood 17,10025 Washington Park 5,387 condensed volume

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100 people

even contribution at respective density density topographydensity topography

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The daunting task of dissecting the urban as-sembly of Providence, RI began for our group at an offi ce complex set in the Jewelry District- One Davol Square.

Three indivduals became subjetcs for our research.

Thomas Donovan- The general manager of Cushman & Wakefi eld (A massachusetts based real-estate agency.

Dianne- Receptionist at the One Davol complex.

Dana- Co-owner and waitress at Cafe on the Square, the complexs eatery.

Their task was to interact with the city and ours was to document the conversation, a conversation that began at a courtyard.

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Operated by Brown University this courtyard sits central in the building. Multiple rennovatons, restorations and reprogramming have always been a feature here. Joseph Davols rubber factory space became the Davol Marketplace by the 1970s. Struggling to rival Bostons Quincy Market, the local Atrium and the neighborhood Garden city center, its faliure provided an opportunity for the districts most recent redevelopers, the Maguire Company, to step in. Reminisces of its history remain as gargantuan chimneys and vents track the bricked enclosure to the canopy. The canopy; refurbished in 2008; does well to mediate natural light into this central space, allowing for indoor vegetation to thrive. These plants, amongst other elements are attempts made by Tom and his co-workers to revive its social potential. Granted, a number of events have been held in the courtyard: A Rhode Island Center for Innovation and Entrepreneurship conference for 67 seated, four medal distribution ceremonies organized by the Marines recruiting station (located on the 3rd fl oor) and an event hosted by Rhode Islands Representative and former Mayor, Congressmen David Cicilline. Diane, the receptionist, reiterated that the lack of benches was not the biggest obstacle. Neither is the lack of effi cient air-conditioning/heating that bricked walls limit. In her opinion the ten executive offi ce suites that encompass you make the private event of eating a sandwich a public spectacle. She heads instead to 3 Davol, a complex connected to 1 Davol but fi tted with a caf, Caf on the Square.

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Here we fi nd a breakfast sandwich, cup of coffee and cinnamon packed cake routinely prepared by Dana. She thoroughly enjoys the space, remarking time and time again on the eloquence of the three bridges, cantilevering conference rooms and again, the impact of fi ltered daylight. However, her business aims to provide for a crowd of executives the morning snack for the tired commuter. As lunch approaches employees at both Davol complexes begin to branch out in search of a meal.

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Print of existing conditionPrint of existing conditionPrint of existing condition

Narrative through Cathedral Square

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Diagram from 1937 Historic Map

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Diagram from 1937 Historic Map

1910 Historic Print

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Historic Photograph (December 1960) Historic Photograph (1967)

Constuction of Interstate 95

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Weybosset Hill Project (1963)

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Boston Logan Airport 164,495 flights in 2011

T. F. Green Airport 27,403 flights in 2011

J. F. K. Airport 185,747 flights in 2011

LaGuardia Airport 176,257 flights in 2011

Connection: Providence to Region

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Connection: Downcity to Providence

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Disconnection: Cathedral Square to Downcity

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s Activity within Cathedral Square 10:00 pm

print of existing condition

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Historically, the growth of cities has followed the devel-opment of its industry. With the founding of Providence Harbor in 1636, the citys evolution has been largely driven by its ability to be transformed into an interna-tional seaport. To create a city capable of signifi cant sea trade, the city focused on building its industry on both sides of it . The necessity of utilizing both sides meant that the river would bisect the city both physically and expressively. As a result, the Providence River is a linear threshold to the city.

In order for the city to embrace the river as a threshold and not as a gapping seam, the axis grain needed to run perpendicular to the river. Roads and bridges served this purpose and subsequently created new thresholds that helped to determine further districts of the city within the context of the river.

Four bridges and the hurricane barrier along the river help to demonstrate this threshold over the course of its history.

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Providence Harbor founded at the convergence of two rivers and the Naragansett Bay.

1636

Weybosset Street Bridge built to connect the original settlement with the Pequot Path.

1660

1670

Gideon Crawford bought water from the fi rst colonial landowner and built a house where the Old Stone Bank building now stands.

The city decreed that a gangway be cut through Crawfords property from Towne Street (S Main Street) to the waterfront for public access. This was the fi rst of 46 gangways to be cut along the East Bank.

1704

1738

Crawfords gangway, or Crawford Street, was widened from alley to street width due to heavy use.

Market Square Bridge, a fi xed-span bridge, replaces the Weybosset Street Bridge.

1816

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Crawford Street be-comes Crawford Street Bridge.

1837

1840

The Cove is renovated to accommodate the Provi-dence and Worcester Railroad.

The Market Square Bridge decking was expanded south-ward to reach the Crawford Street Bridge; and the Point Street Bridge was con-structed.

1873

1868-1899

In a series of 8 annexa-tions from the surrounding towns of Cranston, John-ston, and North Providence, the city tripled its physical size. The population grew from 54,595 in 1865 to 175,597 by 1900.

1890s

By this time, the Cove had been completely fi lled, and retaining walls had been built by 1892 to confi ne the Woonasquatucket and the Moshassuck rivers to their new courses.

August 2006

The new Providence River Bridge was fl oated down the river from Quonset Business Park to its fi nal resting place in Providence.

Today, the market served today by the Port of Providence covers 2,000 square miles, includes Rhode Island, Northeastern Connecticut, and South-eastern Massachusetts. Approximately 20 water-dependent facilities utilize the port and provide services to the region. Ships from around the world utilize the deep-water federal channel. The majority of the regions energy passes through Providence Harbor via four petroleum facilities: Sprague Energy and Motiva in Providence, and Exxon Mobil and Capital Terminals in East Providence.I-195 built

1950s

1956

The Hurricane Barrier, just south of Point Street, cut the citys inner harbor off from most commercial ac-tivity due to the overhead clearance of the barrier and the silting-in of the river.

The Washington Bridge, once a bascule (move-able) bridge, was closed permanently to make way for Interstate 195.

1968

1984

River Relocation Plan

The federal government re-affi rmed it commitment to Rhode Islands maritime in-dustries by carrying out a $63 million dredging project in the Providence River. Dredging brought the channel back to a controlling depth of 40, allow-ing vessels up the channel that were once forced to lighten their cargo into barges before transiting the river.

2000-2004

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1660Weybosset/Market Square Bridge

1837Crawford Street Bridge

1873Point Street Bridge

1950sI-Way Bridge

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room building block

regioncityneighborhood

At the scale of the room, the Weybosset Bridge, constructed in 1660, serves both as the origin of our analysis and as the fi rst bridge built on the river. Its construction connected the original settlement with the Pequot Path and it marked the citys edge.

At the scale of the building, the Crawford Street Bridge, built in 1937, marks the second river threshold.

At the scale of the block, the Point Street Bridge, built in 1873, connected Wickenden Street and Point Street. At this time, Provi-dence was in its golden age of industry and its robust trusses are an indication of that time. Additionally, the distance that this bridge moved down the river shows how the growth of industry expanded the size of the city.

At the scale of the neighborhood, the I-Way Bridge, built in the 1950s, marks the end of the threshold before it merges into the harbor. When the hurricane barrier was built in 1956 the citys inner harbor was cut off from most commercial activity due to the overhead clear-ance of the barrier.

At the scale of the city, by continuing with the concept of the river as a threshold, the bound-aries of all the scales followed the extents of the river. The watersheds pouring into the Providence River acted as the city boundary to understand the main rivers of the area.

At the scale of the region, the boundary took form as a connection between all the ends of the water sheds from the city scale map.

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To further identify the effects of the river on the city we compared all of the cross sections within the neighborhood boundary to visually see the program-matic differences along the rivers edge as it widens.

The same comparisons were made looking at longi-tudinal sections of the bridge, one side looking west and the other looking east.

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