R A I L S T O

R I C H E S

Master Thesisby Colin Gridley

Bauhaus-Universität Weimar

Winter Semester 2014/2015

Supervisors:

Prof. Dr. Steffen de Rudder

Prof. Dipl.-Ing. Dipl.-Des. Bernd Rudolf

R A I L S T O

R I C H E S

Transforming a former rail line into a thriving

bicycle corridor

C O N T E N T

PART I Program

6-7 Abstract

8-11 The Context: Minneapolis, Minnesota

12-15 Bike Culture in Minneapolis

6-17 Benefits of Cycling

8-19 Architectural Expression of Mobility

20-25 Positive Examples

26-41 The Site: Midtown Greenway

42-45 Approach

46 Bibliography

PART II Proposal

50-51 Early Sketches

52-53 Outdoor Living Rooms

54-55 Massing Diagrams

56 Building Types

57 Axon

58-63 Plans

64-65 Sections & Elevations

66-71 Perspectives

72-75 Site Model

76-77 Thesis & Statutory Declaration

PART I

Program

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A B S T R A C T

Mobility is something that everyone is more or less effected by. It is something that we do almost on a daily basis and it can consume a considerable amount of our day. In the United States, public policy and investment decisions in the late twentieth century created much growth, but it also encouraged sprawl, which also increased driving. This ultimately had a negative impact on community, livability, resource consumption, and the environment. However, in recent years, people have become more drawn to America’s urban centers and a new way of living. Urban life with its opportunities, amenities, and mobility options now seem more desirable than the fragmented and car-dependant life of the suburbs. People are looking for the community and active lifestyle that only dense urban environment can provide.

Currently, cycling is the fastest growing means of transportation. According to the US Census Bureau, between 2000 and 2012, the number of people commuting by bike has increased by 60 percent.1 However, the current infrastructure does not support this trend as most streets are not accessible by bicycle. Commuting by bike still only makes up 1 percent of the US average. Streets are favorable towards heavy car usage. Still, as we slowly move away from car dependency, we can start to envision what car-free streets and neighborhoods could look like.

Industrial rail lines in disuse offer direct routes though the city without coming into conflict with car traffic. There is a special opportunity to transform these areas into vibrant bicycle corridors that people can use to conveniently move through the city on.

In the city of Minneapolis, there is currently an old rail line that has recently been converted into a 9 km bike trail. However, the trail is almost exclusively used for leisure and not for daily activities. It has not reached its full potential because of its lack of connection with the surrounding urban fabric. With this project, I will investigate how architecture can be integrated with bicycle infrastructure along this bike corridor in a way that brings new life to it and makes bicycle mobility more enjoyable and convenient. This will also addresses the need for a better urban environments and a sustainable future in Minneapolis. Proposed structures and spaces will engage with the corridor to activate it as a living street, making cycling the best mobility option. The project aims also serve as an example for other cities that have similar postindustrial rail lines that can be reused as car-free mobility zones.

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“Thinking of the city of bicycles as one

contribution among many which are intended

to promote an attractive urban environment,

has turned out to be highly effective: the city

of bicycles, the pedestrian city, the healthy

city, the attractive city and the accessible city

are all facets of the same issue. Planning for

pedestrians and cyclists is thus an obvious

place to start in order to create a sustainable

and people-friendly city.”7

- Jan Gehl

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T H E C O N T E X T : M I N N E A P O L I S , M I N N E S O TA

Minneapolis is the largest city in the North American state of Minnesota with a population of 400,000. The second largest city and state capital, St. Paul, is a few kilometers down the Mississippi River. Together they form a larger metro area called the “Twin Cities” with a population of about 3.8 million.

5.5 million people live in Minnesota of which roughly 60 percent live within the Twin Cities, making it a relatively unpopulated state. The geography of the state consists of many forests, lakes, and wetlands; thus earning it the motto of “Land of 10,000 lakes”. The climate is quite extreme with cold snowy winters and hot and humid summers. Minnesotans has a strong Scandinavian cultural heritage due to large amount of immigrants from Scandinavia that settled in the area in the late 1800’s. In comparison to other states, Minnesotans have a more active lifestyle and enjoy outdoor/wilderness activities. The appreciation for nature is reflected in the fact that there are 72 protected state parks.

The city of Minneapolis first began as a military fort at the converging point of the Mississippi and Minnesota River in 1819. As it grew, it developed one of strongest milling industries in the world, which earned it the nick-name “Mill City”. Originally timber was milled from the forests of northern Minnesota, but later transitioned into flour milling. A larger rail network used to connect the Twin Cities with Milwaukee and Chicago. But the network was greatly reduced after the introduction of the automobile. In the 1950’s, the city underwent many large scale urban renewal projects that destroyed much of the old urban fabric of the city. Many areas were viewed as troubled slums and cleared for new development. Many of the remaining gaps were left unfilled and later became parking lots.

The city is now a large finance and commerce center, home to many fortune 500 companies. It also houses many high-profile cultural venues designed by "starchitects" like Herzog & de Meuron, Frank Gehry, and Jean Novel. A large number of Minneapolis’ inhabitants are students due to the many universities, including the University of Minnesota, which alone has over 50,000 students.

The city is surrounded by a series of lakes called the Minneapolis Chain of Lakes. They are all connected by a bicycle trail network. Minneapolis is known for its extensive trail network and was one of the first cities to adopt a public bike sharing program. It is also repeatedly ranked as one of the best bicycling cities in the US.

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Minneapolis, Minnesota

The second friendliest city for bicyclists in the US

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The typical Minnesotan landscape: Forests and lakes.

The Natural Minnesota

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The Stone Arch Bridge in downtown Minneapolis

The Urban Minnesota

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Minneapolis has a strong existing bicycle culture. For years, the city has pushed for an extensive bike trail system and legislation that favors cyclists. It is repeatedly ranked as on of the best cycling cities in the Country. Even at an early stage in city’s history, bicycle trails were important to planning officials. The city has a cycling master-plan where there are many bike infrastructure improvements planned for the future as well. Even on the front page of the official city website, the first thing shown is a video on how to properly use bike-lanes.

In the past 4 years, bike ridership has greatly increased. In the city of Minneapolis, bike-sharing ridership has doubled since it began in 2010. It was one of the first municipal bike programs in the US. Minneapolis is only the 47th largest city in the U.S., but has the second largest bike sharing program (only toped my New York City). 2

Much of Minneapolis’ bicycle culture is still represented in the “alternative” cycling scene, which consists of cyclist that are viewed as enthusiasts or activists. The scene has a certain style and attitude associated with it as well. There is still a lack proper bicycle infrastructure that invites the average person to use a bike for everyday tasks.

Even though Minneapolis residents view bicycle mobility as something very positive for their community, there is still much improvement necessary to make the city come close to actually being a bicycle-friendly city. It has been well observed that, “The city’s relatively high bicycle use, five times the national average, is attributable to the great paths in all the wrong places”.3 Cycling is still viewed as more of a sport and less as a way to move though a city. Bicycle infrastructure should be celebrated and made spatially compelling. Much can be learned from cities like Copenhagen, Amsterdam, and Groningen; where bicyclists make up over one third of all commuters. Even the less dense US city of Portland is striving to reach a similar number (25%) of commutes to be made by bike by 2030. If Minneapolis wants to reach a similar goal, there needs to be a proper incentive for people use their bikes, even during the region's less-than-pleasant weather.

B I C Y C L E C U LT U R E I N M I N N E A P O L I S

Portland

Madison

Minneapolis

Boise

Seattle

San Francisco

Washington DC

Sacramento

Tucson

Oakland

Denver

New Orleans

United States Percentage of population %

0 1 2 3 4 5 6 7 8

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Bicycle Commuting in the U.S.4

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A group of women using the bicycle trail around Lake Harriet, 1896. Even during this time, bicycle trails where an important part in city and park planning in Minneapolis.

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“Norther Spark” is an all-night art festival in Minneapolis that features video projections, temporary installations in the streets, and experimental performances in green spaces and under bridges. A big part of the festival is also promoting bicycle mobility.

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T H E B E N E F I T S O F C Y C L I N G

It is no secret that cycling as a means of transportation has many benefits: Personal health, economic, social, psychological, and environmental. One of the best and easiest ways a city can improve the quality of life for its citizens, is to invest in quality bicycle infrastructure and promote bicycle-friendly development.

Some businesses are realizing the potential. They are shifting from car-centric suburban locations, to the city for better mobility options for their employees. In New York City for example, large tech companies like Foursquare and Tumblr are pushing the municipality for better biking options as a means to “attract and retain the investment and talent” necessary to be competitive.5 Many other companies that have moved to bicycle accessible areas have claimed employees to be healthier, happier and more productive. According to NYC transportation authorities, retail sales on Ninth Avenue have gone up 49 percent since the street’s protected bike lanes were installed, which is 16 times higher than the normal area growth rate.6 With bike lanes close to amenities, passersby are traveling at a pace were they can engage with their surroundings and not speeding by at 50 kmh in a car. It also makes personal economic sense to use a bicycle. The American Public Transportation Association (APTA) reported that the “average person” in 16 of 20 large US cities would save over $10,000 a year by using public transit or bicycle instead of driving.7

If more people took trips with the bike, there would be significantly positive impacts on health-care cost. The US Centers for Disease Control and Prevention (CDC) has identified the positive impact of making cities more bike-friendly: “Integrating health-enhancing choices into transportation policy has the potential to save lives by preventing chronic diseases, reducing and preventing motor-vehicle-related injury and deaths, improving environmental health, while stimulating economic development, and ensuring access for all people."8

Cycling is a socially inclusive activity. All walks of life can enjoy and afford to use a bicycle. Everyone that is riding a bike, is sharing the same public space. Car drivers however, physically isolate themselves from their environment. Investing in bicycle infrastructure is also investing in social infrastructure. When people see each other in the streets, they feel the initiative to come out more.

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There is an experiential factor as well. On a bike, one can appreciate the sites, sounds, and smells. We physically feel the sun, the rain, and the wind. Cycling requires that we dress for the weather, a struggle sometimes, but it connects us with nature and our physical environment. On a bike you are able to make eye contact and recognize faces, even at a fast pace.

The burden on the environment would be greatly reduced if driving a car became the exception. Less recourses would be consumed and there would be less pollution.

While the automobile itself has been a helpful tool and symbol of progress, car-oriented design has had a negative impact on society. Knowing this, we have the responsibility to design healthier environments. The positive impacts of riding a bicycle have been studied and are well know. Now the questions is how we shape our cities to promote a bicycle-friendly attitude.

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A R C H I T E C T U R A L E X P R E S S I N G O F M O B I L I T Y

We live in a world planned for the automobile. Everything around us expresses the fact that cars occupy our public spaces and dictate the way we live. For example, often the most prominent feature on the average suburban house is the parking garage. The garage then blocks much the visual connection to the street from inside the house.

There is no more intimacy on the streets due to a planning strategies focused on cars. No matter how much redevelopment, reinvention, urban repair occurs ... too many cities were planned for cars and will never be fully walkable. Bicycling is a reasonable hope for comfortably moving through a city.

Cars have influenced the way we design buildings in the past ... can bicycles influence the way we design in the future? Can there be an architecture that takes an active role in encouraging cycling?

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Where the cars live

Where the humans live

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L E A R N I N G F R O M C O P E N H A G E N

Copenhagen is know as the best cycling city in the world, and by no coincidence does it also happen to be the most livable city, have the happiest people, and highest quality of life. There is a correlation between High-quality bike infrastructure and quality of life. The local government is proud to claim that it is a cyclist’s heaven with 390 km of dedicated bike lanes. Over 40% of the city commutes by bicycle. The “Copenhagen Bicycle Strategy for 2025” even calls for that number to rise to 50%. Planners have successfully created a bicycle network that is safe and convenient, which is vital for making a bicycle network function. Urbanist/consultant Jan Gehl, who promotes livable cities world-wide, has had a lot of influence on making Copenhagen the way it is today. He stated: “Thinking of the city of bicycles as one contribution among many which are intended to promote an attractive urban environment, has turned out to be highly effective: the city of bicycles, the pedestrian city, the healthy city, the attractive city and the accessible city are all facets of the same issue. Planning for pedestrians and cyclists is thus an obvious place to start in order to create a sustainable and people-friendly city.” 9

Denmark's climate actually does not offer favorable conditions for biking. The winters are long, cold, and dark; and all seasons experience a lot of rain. It is the right planning, mind-set, and value placed on bicycle-friendly developments that make the city a haven for cyclists.

To get a better understanding of a successful urban bicycle network, I made a short study trip to Copenhagen. I sought to experience and explore the city personally via bicycle; see how architecture and bicycle infrastructure respond to each other, experience what a proper bike lane size feels like and how large groups of people can ride comfortably side-by-side, see how riding a bicycle affects your perspective of the urban environment as apposed to walking or driving, and see how one interacts with other people on the street.

My experiences will help guide my thoughts and act as a reference throughout the design process.

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Many bicycle paths lead though parks within the city that offer an escape from the busy urban environment.

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P O S I T I V E E X A M P L E S

The “Twisted Valley” (by Grupo Aranea) in Alicante, Spain; is a good example of connecting a gap in an urban landscape. The project knits together a community that has been divided by a valley. Many small organic paths twist though the valley, creating multiple crossing options for pedestrians and bicyclists. The architectural language is clean and fluid, making the connection feel natural.

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Superkiln (by BIG) in Copenhagen is a bicycle/ pedestrian corridor that features many playful elements that display urban diversity while making non-vehicular mobility more experiential

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The Highline (by James Corner Field Operations) in New York City is a raised rail line that has been transformed into a unique, amenity-rich pedestrian avenue through the city. While cycling is not allowed, it is a good example of reusing old rail lines.

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This house breaks the boundary of the wall and creates a connection with the street. The architecture expresses a desire to have a relationship with passersby

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T H E S I T E : M I D T O W N G R E E N WAY

The Midtown Greenway was formerly a rail corridor that has been converted into a 9 km bike trail in midtown Minneapolis, running between Lake Calhoun and the Mississippi River. The rail line was originally built in 1879, but after it lost its use in the late 1900’s, it was converted to a bicycle trail in 2000 through the advocacy of grass-root organizations that sought to improve the community. The conversion included decontaminating the soil and the removal of several industrial buildings.

The trail consists of a two-way bike path and a two-way pedestrian path. Since the conversion, it has been viewed as a valuable asset to the community. The trail runs below grade, allowing cyclists and pedestrians to cross town unimpeded by car traffic that passes over-head on bridges. The Greenway connects to other trails around the Minneapolis Chain of Lakes, Mississippi river, and the downtown area; serving many different communities. It runs parallel to Lake Street, which is the main arterial street in the area with many businesses and amenities. The problem with the trail, is that it is physically separated from its urban environment. Because of its industrial nature, the architecture adjacent to the corridor has its back turned towards the site. For the future, the municipality is considering the idea of having street car tracks run parallel to the bike lanes.

In the past, the Midtown area had a reputation of being the run-down, less desirable part of town. But in recent years it has experienced an upswing in development and revitalization. In response to the new developments, the Midtown Community Works (MCW) states: “Successful revitalization of the Midtown Corridor is dependent upon three essential and interdependent components: a multi-modal transportation system; open space and infrastructure improvements; and mixed-use compact development ... We are strongly pro-growth and density, and rarely oppose development projects along the Greenway.”10 Land on both sides of the Greenway were rezoned in 2007 to accommodate increasing demand for housing, especially by cyclists reorientating their lives around the "fast route" across town.11

Through the topography the site, there is an opportunity to create a unique space that isn’t possible in the very flat inner-city. Steven Flemming, an architect and lecturer on bicycle planning issues, explains in his book “Cycle Space” how these kind of sites have great potential for future bicycle infrastructure: “Renewed industrial tracts, naturalized urban waterways and former rail routes turned into Greenways are providing opportunities to build chains of non-vehicular avenues throughout cities. I have argued that planning for cycling should focus on these as arterial routes and sites for bicycle-oriented development.”12 The site has potential to be a vibrant bicycle corridor that could improve the area and initiate other bicycle-oriented projects in similar industrial corridors across the US.

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The rail line as it used to be. The corridor was mostly used to transport goods from the local milling industry.

Rail LinePast (1879 - 2000)

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The corridor has now been converted into a bike trail that connects to a large bicycle trail network around Minneapolis

Bicycle TrailPresent (2000- Present)

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The Midtown Greenway

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For a bicycle corridor to be successful, it needs to connect destinations. At a large scale, the Midtown Greenway connects the largest attractors in the metro area: downtown Minneapolis, downtown St. Paul, the chain of lakes, the airport and America's largest shopping center. It also connects to many other bicycle trails throughout the metro area.

Connectin the metro area

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/ A /

The Site

8 km

The surrounding urban fabric is made up of a very strict grid. Most blocks consist of single family house. Retail is located on the wider arterial streets. Most of the few multi-use buildings in the area are located along the Greenway.

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L O C A L T Y P O L O G Y

Almost all block variations include large amounts of parking and no public spaces (excluding sidewalks). These three blocks were chosen from the area directly adjacent to the Greenway and

represent most of the local urban fabric.

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The House BlockConsists mostly of single family homes with a full yard and a back alley. Some blocks include small businesses on the edges. No public spaces.

The Matured BlockConsists of mixed old and new multi-use buildings.

The Industrial BlockConsists mostly of large industrial buildings and warehouses that almost fill the entire block.

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S I T E P R O B L E M S

Even though the Greenway was named one the best urban bike trails in the US and is highly valued by the community; there are

several problems with the site:

The sunken corridor creates a wall which physically separates the trail from the surrounding urban environment. Because of this, the path is potentially dangerous at night with a lack of eyes on the street.

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Some of the surrounding urban fabric contains unattractive architecture that have their backs turned to the new bicycle path.

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The entrance/exit ramps are not very noticeable and the distance between them is too far for them to be convenient.

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The surrounding natural environment is unmaintained and wild.

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S I T E F E AT U R E S

The repetition of bridges gives the trail almost a tunnel effect. There is a bridge roughly every 100 m.

The site has many intersting spacial featues as well as historical elements that make the trail unique:

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There is currently a lot of new construction happening around the Greenway; mostly consisting of multi-use and high-end apartments.

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There are a few small gardens along the trail. Some are privately maintained and some are maintained by the municipality.

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This is the look of many of the new multi-use buildings that are appearing along the Greenway.

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Western endThe western end of the corridor connects the

chain of lakes heading south and north to

Minneapolis. These lakes importatn to the area and provide locals with year-

round activities.

Eastern endThe eastern end of the

Greenway connects to the Mississippi River, which

leads to both of the major cities. The rIver is a vital

asset to not only the Twin cities, but also many other

US cities as a strategic trading route and power

source.

The idea is to bring life to the corridor with a thoughtful density and new typology that is specifically tailored to bicycle-mobility and the geography of the site. Both ends of the trail end with

bodies of water which connect to other trails.

D E N S I F Y I N G T H E B I C Y C L E C O R R I D O R

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Building Footprint

Streets

Bicycle Access Ramps

Character Areas

Open Areas

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A P P R O A C H

Density & Amenities | The most important aspect of the project will be establishing a proper density. Dense communities result in better cycling. There can be hundreds of kilometers of bike paths, but with no amenities and proper density to support them, they are almost useless. It should be more than just a bicycle route, but a real avenue. The proposed buildings should have multiple uses such as housing, shops, restaurants, businesses, and rentable space for start-ups. The project has the potential to have a similar impact as the Highline in NYC, which has attracted new development that made surrounding property very desirable.

Livability & Public Spaces | The corridor is quite long, therefore it should be broken up into different character zones that feature different kinds of spaces and architectural elements. Public spaces are essential for creating a sense of community. There needs to be space were people can meet in an uncomplicated way. For example, Vauban is a newly built district in Freiburg, Germany that provides a sustainable lifestyle where the automobile plays a small role in everyday life. The development offers thoughtful, individual, and sustainable architecture with a lot of green space. A large part of the success of Vauban lies in people's ability to have contact with each other and a good relationship with their neighbors. The proposed buildings must have sense of transparency so there is a good visual connection between indoor and outdoor space. This will also make the corridor safer with more eyes on the "street."

Materiality & Scale | The architecture should express a connection with the corridor. Architectural elements such as balconies where people can participate in the street life, or overhangs that reach out onto the path and create protected areas for cyclists. The materials should be natural for a timeless and warmer feel. Buildings should be at a human scale, broken down into smaller units in order to stray away from large mundane blocks that are common in many new districts.

Status & Symbolism | Architecture has the ability to give cycling a sense of status. This project intends to send that message that cycling is a valued. For example, the Washington DC Bikestation (by KPG Design Studio) was a multi-million dollar project for only 100 parking spaces. It’s intent however was not just functional, it was an architectural symbol to a bring a level of importance to bicycling. Architecture can help serve a demand, or create a demand.

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“Instead of pitting cycling against driving

in a contest for prime city space, the

brownfield-to-bikefield model would have

cyclist retreat to an alternative cycle space,

which they could gradually develop with

cycling as the main emphasis. The better

quality of life that cycle space, in time,

would provide would likely attract current

non-cyclists to live and work there as well.

In the meantime, it would provide a safe

and fair alternative existence to those who

want to orient their lives around bicycle

transport” 11

- Steven Flemming

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“...old rail corridors and canals are the

best opportunity yet to build inviting

bike routes that won’t cause a political

backlash from drivers. In many cities, bike

users’ secret networks of underpasses and

derelict bridges are already being dusted

off and given nice names like the “Midtown

Greenway” in Minneapolis, or the “Beltline”

in Atlanta. In other cities they still need

exhuming. No matter what, the former

industrial lands of our cities are where

cycling has the opportunity to become our

dominant mode of transportation ... Any

time a bulk haulage route through a city

is turned into a greenway, and housing is

built on the old factory sites flanking that

greenway, a city gains bike infrastructure

serving hundreds of households. Bike

infrastructure did not go to people. People

moved to bike infrastructure. ”13

- Steven Flemming

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This collage attempts to show the feeling intended for the new bicycle corridor. It is an early iteration of the initial intentions.

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1 U.S. Census Bureau, "Biking to Work Increases 60 Percent Over Last Decade, Census Bureau Reports." http://www.census.gov/newsroom/releases/archives/american_community_survey_acs/cb14-86.html?intcmp=sldr1 (accessed July 15, 2014).

2 Earth Policy Institute, " Dozens of U.S. Cities Board the Bike-Sharing Bandwagon." http://www.earth-policy.org/plan_b_updates/2013/update113 (accessed July 28, 2014)

3 Fleming, Steven. Cycle space: Architecture & Urban Design In the Age of the Bicycle. Rotterdam: nai010 Publishers, 2012. p 149

4 U.S. Census Bureau, "Biking to Work Increases 60 Percent Over Last Decade, Census Bureau Reports." http://www.census.gov/newsroom/releases/archives/american_community_survey_acs/cb14-86.html?intcmp=sldr1 (accessed July 18, 2014).

5 Szczepanski, Carolyn. “How Bicycles Bring Business.” Momentum Magazine 29 Apr. 2013: Web.

6 Szczepanski, Carolyn. “How Bicycles Bring Business.” Momentum Magazine 29 Apr. 2013: Web.

7 American Public Transportation Association, "Due to Recent Spike in Gas Prices, Public Transit Riders in 16 Cities See More Than $10,000 Per Year in Savings." . http://www.apta.com/mediacenter/pressreleases/2014/Pages/140530_Travel-Savings.aspx (accessed July 14, 2014).

8 Olafson, Karin. “Is Bicycling a Form of Preventive Health Care?.” Momentum Magazine 6 Jan. 2014: Web.

9 Kielgast, Louise. "The Cities of The Future Are People-Friendly Cities." . http://denmark.dk/en/green-living/bicycle-culture/the-cities-of-the-future-are-people-friendly-cities/ (accessed June 1, 2014).

10 US Department of Transportation, "Lake Street Midtown Greenway Framework Plan." October, 1999

11 Fleming, Steven. Cycle space: Architecture & Urban Design In the Age of the Bicycle. Rotterdam: nai010 Publishers, 2012. p 147

12 Fleming, Steven. Cycle space: Architecture & Urban Design In the Age of the Bicycle. Rotterdam: nai010 Publishers, 2012. p 173

13 Steven Fleming. "Toward Cycle Cities: How Architects Must Make Bikes Their Guiding Inspiration" 19 Sep 2013. ArchDaily. Accessed 06 Aug 2014. <http://www.archdaily.com/?p=429945>

B I B L I O G R A P H Y

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PART I I

Proposal

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E A R LY S K E T C H E S

The idea is to create internal public space that offer a small, informal meeting space for inhabitants. These spaces are to be more private than the space in front of the buildings

To create a more intimate and comfortable environment, the building's mass is divided into

smaller volumes that create between-spaces for public spaces

and gardens

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The idea is to bring structures right up next to the bicycle

path that engaging with the topography

The fact that the path is set into the ground, allows for a unique opportunity to explore different spacial qualities

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O U T D O O R L I V I N G R O O M S

The spaces between the structures allow for public spaces where people can relax in a green, yet urban area. It is a place where inhabitants can interact in a non-formal way and foster community. Below are examples of semi-public spaces/gardens between small-

scale apartment buildings in Bergen, Norway.

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the buildable area of one section as a volume

M A S S I N G D I A G R A M S

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connecting with the street and dividing up the volume

1.

2.

3.

4.

5.

further divided volumes allowing for more visual connection with the bicycle path

the spaces in between the volumes form small public spaces and gardens

volumes are cut to form a dynamic shape that relates to the path, offers a pleasing appearance, and fits into the surrounding urban fabric

variations to the original form are made to adapt to different uses and provide a diversity

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B U I L D I N G VA R I AT I O N S

housing

housing

housing

Office space Corporate office space

housing

housing

office space

bike parking

bike parking

retail space

Retail space Lobby space

retail space

bike parking

lobby space

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E X P L O D E D A X O N

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S I T E P L A N

N

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S E C T I O N P L A N ( F I R S T F L O O R )

N

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S E C T I O N P L A N ( S E C O N D F L O O R )

N

N

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S E C T I O N S

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E L E VAT I O N S

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The path is divided into a dedicated bicycle path and a pedestrian area. The surrounding structures engage with the corridor through their proximity and architectural elements such balconies that reach out towards the path. There are a lot of elements that allow users to sit, relax, or socialize along the corridor.

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The spaces between the structures allow for public spaces/gardens where people can relax in a green, yet urban area that is close to home. It is a place where inhabitants can interact in a non-formal way

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Retail Space - First floor retail space gives the bicycle corridor a certain amount of vibrancy and life that is needed to make it a desirable destination

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Office Space - Bringing office space to the bicycle corridor will allow employees to use the path to go to work while strengthening the corridor as an important mobility asset

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To better understand how the buildings are grouped and how they relate to the context, a physical model was built to the scale of 1:400. The model measured 38x80cm. The context was build out of wood while the proposed buildings where made out of tinted

plaster.

bicycle

path

S I T E M O D E L 1 : 4 0 0

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bicycle

path

street

street

street

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Commuting via bicycle is increasing and has become the fastes growing mode of transportation outside of

the automobile

Bicycle-mobility and infrastructure have positive social, economic, and environmental impacts

American cities can benefit greatly from better bicycle infrastructure instead of investing further in

car-centered development

Unused rail corridors offer unique opportunities for new bicycle corridors

The city of Minneapolis offers a good site for a bicycle infrastructure improvement with an existing bicycle

path that is, however, cut-off from the its urban context

By densely positioning small-scale, multi-use buildings along the bike path; it can be activated as

a living bicycle corridor that is accessible and a more valuable asset to the community

T H E S I S

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Herewith I, Colin Gridley, declare to have authored this Master Thesis Project independently, employing no other than the properly stated sources an recourses.

This also applies to drawings, sketches, and illustrations, as well as internet sources.

Hiermet erkläre ich, Colin Gridley, dass ich die vorliegende Masterarbeit selbständig verfasst und keine anderen als die angegebnen Quellen und Hilfsmittel benutzt habe.

Dies gilt auch für Zeichnungen, Skizzen, bildliche Darstellungen und der gleichen sowie Quellen aus dem internet.

Weimar, 20.11.14 Colin Gridley

S TAT E T O R Y D E C L A R AT I O N