Trains and walkways Transit-Oriented Development, or transit-oriented design, is a development that maximizes access to public transport via a mixed use residential and commercial area. People are encouraged to make full use of trains and walkways, making it possible to live a higher quality of life without depending on a car for mobility and survival.TOD’s feature a walkable design with the pedestrian as the highest priority and the train station as the prominent feature of the town center. Office, residential, and civic structures are in close proximity, within a 10-minute walk circle surrounding the train station.This kind of development is touted as a major solution to the serious and growing problems of fuel consumption and global warming by greatly reducing the need for driving, traffic congestion, pollution, and the burning of fossil fuels. TOD’s are also seen to be better places to live, work, and play.Complementing Sta. Lucia’s TOD for Neopolitan Business Park is the Neopolitan Condominium, a nine-cluster, mid-rise residential condominium project strategically located within the park, along Mindanao and Regalado Avenues beside SM Fairview, Quezon City. It is also walking distance from the proposed Regalado station of the MRT-7.Neighborhood livingThe first condominium to be built in the area, Neopolitan captures the charm of neighborhood living right in the center of a fast-paced, growing, and easily accessible suburban location.In the first eight story building, Neopolitan has 202 studio, studio with balcony, and one-bedroom units, making it perfect for singles, couples, or starting families. Neopolitan has all the amenities of a luxury residential area: a clubhouse with an outdoor terrace, basketball court, lap pool, kiddie pool, pool deck with water feature, play area and outdoor shower. Parking slots are ample and buildings are serviced by 2 elevators and a reception/ security area.Neopolitan is also near community malls such as SM City Fairview, Robinsons Place Novaliches and the upcoming Fairview Terraces. Commonwealth Hospital & Medical Center is right beside the development, while Our Lady of Fatima University and Mary the Queen Parish are also nearby.

A transit-oriented development (TOD) is a mixed-use residential and commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership. A TOD neighborhood typically has a center with a transit station or stop (train station, metro station, tram stop, or bus stop), surrounded by relatively high-density development with progressively lower-density development spreading outward from the center. TODs generally are located within a radius of one-quarter to one-half mile (400 to 800 m) from a transit stop, as this is considered to be an appropriate scale for pedestrians, thus solving the last mile problem.

Description[edit]

Many of the new towns created after World War II in Japan, Sweden, and France have many of the characteristics of TOD communities. In a sense, nearly all communities built on reclaimed land in the Netherlands or as exurban developments in Denmark have had the local equivalent of TOD principles integrated in their planning, including the promotion of bicycles for local use.

In the United States, a half-mile-radius circle has become the de facto standard for rail-transit catchment areas for TODs. A half mile (800 m) corresponds to the distance someone can walk in 10 minutes at 3 mph (4.8 km/h) and is a common estimate for the distance people will walk to get to a rail station. The half-mile ring is a little more than 500 acres (2.0 km2) in size.[1]

Transit-oriented development is sometimes distinguished by some planning officials from "transit-proximate development" (see, e.g., comments made during a Congressional hearing [2]) because it contains specific features that are designed to encourage public transport use and differentiate the development from urban sprawl. Examples of these features include mixed-use development that will use transit at all times of day, excellent pedestrian facilities such as high quality pedestrian crossings, narrow streets, and tapering of buildings as they become more distant from the public

transport node. Another key feature of transit-oriented development that differentiates it from "transit-proximate development" is reduced amounts of parking for personal vehicles.

TOD in cities[edit]

Many cities throughout the world are developing TOD policy. Portland, Montreal, San Francisco, and Vancouver among many other cities have developed, and continue to write policies and strategic plans which aim to reduce automobile dependency and increase the use of public transit.

Latin AmericaGuatemala City, Guatemala[edit]

In an attempt to control rapid growth of Guatemala City, the long-time Mayor of Guatemala City Álvaro Arzú implemented a plan to control growth based on transects along important arterial roads and exhibiting transit-oriented development (TOD) characteristics. This plan adopted POT (Plan de Ordenamiento Territorial) aims to allow the construction of taller, mixed-use building structures right by large arterial roads; the buildings would gradually decrease in height and density the farther they are from arterial roads.[3] This is simultaneously being implemented along with a bus rapid transit (BRT) system called Transmetro.

Curitiba, Brazil[edit]

One of the earliest and most successful examples of TOD is Curitiba, Brazil.[4] Curitiba was organized into transport corridors very early on in its history. Over the years, it has integrated its zoning laws and transportation planning to place high-density development adjacent to high-capacity transportation systems, particularly its BRT corridors. Since the failure of its first, rather grandiose, city plan due to lack of funding, Curitiba has focused on working with economical forms of infrastructure, so it has arranged unique adaptations, such as bus routes (inexpensive infrastructure) with routing systems, limited access and speeds similar to subway systems. The source of innovation in Curitiba has been a unique form of participatory city planning that emphasizes public education, discussion and agreement.[citation needed].

North AmericaArlington County, Virginia[edit]

For over 30 years, the government has pursed a development strategy of concentrating much of its new development within 1⁄4 to 1⁄2 mile (400 to 800 m) from the County's Washington Metro rapid transit stations and the high-volume bus lines of Columbia Pike.[5] Within the transit areas, the government has a policy of encouraging mixed-use and pedestrian- and transit-oriented development.[6] Some of these "urban village" communities include: Rosslyn,Ballston, Clarendon, Courthouse, Pentagon City, Crystal City, Lyon Village, Shirlington, Virginia Square, and Westover

In 2002, Arlington received the EPA's National Award for Smart Growth Achievement for "Overall Excellence in Smart Growth" — the first ever granted by the agency.[7]

In September 2010, Arlington County, Virginia, in partnership with Washington, D.C., opened Capital Bikeshare, a bicycle sharing system.[8][9][10] By February 2011, Capital Bikeshare had 14 stations in the Pentagon City, Potomac Yard, and Crystal City neighborhoods in Arlington.[8] Arlington County also announced plans to add 30 stations in fall 2011, primarily along the densely populated corridor between the Rosslyn and Ballston neighborhoods, and 30 more in 2012.[11]

San Francisco Bay Area, California[edit]

The San Francisco Bay Area includes nine counties and 101 cities, including San Jose, San Francisco, Oakland and Fremont. Local and regional governments [12] encourage transit-oriented development to decrease traffic congestion, protect natural areas, promote public health and increase housing options. The region has designated Priority Development Areas and Priority Conservation Areas. Current population forecasts [13] for the region predict that it will grow by 2 million people by 2035 due to both the natural birth rate and job creation, and estimate that 50% of this growth can be accommodated in Priority Development Areas through transit-oriented development.

Major transit village projects have been developed over the past 20 years at several stations linked to the Bay Area Rapid Transit (BART) system. In their 1996 book, Transit Villages in the 21st Century, Michael Bernick and Robert Cervero identified emerging transit villages at several BART stations, including Pleasant Hill / Contra Costa Centre, Fruitvale, Hayward and Richmond.[14]

Salt Lake City Metro Area, Utah[edit]

The Salt Lake City Metro Area has seen a strong proliferation of transit-oriented developments due to the construction of new transit lines within the Utah Transit Authority's TRAX, FrontRunner and streetcar lines. New developments in West Valley, Farmington, Murray, Provo, Kaysville, Sugarhouse anddowntown Salt Lake City have seen rapid growth and construction despite the economic downturn. The population along the Wasatch Front has reached 1.7 million and is expected to grow 50% over the next two decades. At 29.8%, Utah's population growth more than doubled the population growth of the nation (13.2%), with a vast majority of this growth occurring along the Wasatch Front.

Transportation infrastructure has been vastly upgraded in the past decade as a result of the 2002 Olympic Winter Games and the need to support the growth in population. This has created a number of transit-oriented commercial and residential projects to be proposed and completed.

Vancouver, British Columbia[edit]

Greater Vancouver has had a strong history of creating new development around its SkyTrain lines and also created the concept of regional town centres around the major stations and transit corridors. Of note is the Metrotown area of the suburb of Burnaby, British Columbia near

the Metrotown SkyTrain Station. The areas around stations have spurred the development of billions of dollars of high-density real estate, with multiple highrises near the many stations.

Toronto, OntarioToronto has a longstanding policy of encouraging new construction along the route of its primary Yonge Street subway line. Most notable are the development of the Yonge and Eglinton area in the 1960s and 1970s; and the present development of the 2 km of the Yonge Street corridor north of Sheppard Avenue, which began in the late 1980s. In the period since 1997 alone the latter stretch has seen the appearance of a major new shopping centre and the building and occupation of over twenty thousand new units of condominium housing. Since the opening of the Sheppard subway line in 2002, there is a condominium construction boom along the route on Sheppard Avenue East between Yonge Street and Don Mills Road.

Calgary, Alberta

Calgary is home to a very successful TOD community called The Bridges, located in the community of Bridgeland. The Bridges is home to a diverse range of condos, shops, services, and parks. Some other TODs currently being constructed are London and Westbrook, both high rise condo and retail communities insuburban areas of the City. The City continues to create TOD policy for other Calgary communities. Calgary City Council has allocated funding for the creation of six Station Area Plans around the city, to guide increasing development pressure around some of the light rail transit stations. On June 9, 2008, Calgary City Council approved the first station area plan in Calgary's history.

Edmonton, Alberta[edit]

Most of the suburban high rises were not along major rail lines like other cities until recently, when there has been incentive to do so. Century Park is a growing condo community in southern Edmonton at the south end of Edmonton's LRT. It will include low to high rise condos, recreational services, shops, restaurants, and a fitness centre. Edmonton has also had a transit-proximate development for some time in the northeastern suburbs at Clareview which includes a large park and ride, and low rise apartments among big box stores and associated power center parking. Edmonton is also looking into some new TODs in various parts of the city. In the northeast, there are plans to redevelop underutilized land at two sites around existing LRT, Fort Road and Stadium Station.[15][16] In the west, there is plans to have some medium density condos in the Glenora neighbourhood along a future LRT route as well as a TOD in the southeast in the Strathearn neighbourhood along the same future LRT on existing low rise apartments.

Montreal, Quebec[edit]

According to the Metropolitan Development and Planning Regulation[17] of late 2011, 40% of new households will be build as TOD neighbourhoods.

Aurora, Colorado[edit]

The city has developed within its plan as of 2007 standardization measures. For instance, streets' width has been set according to the position of the site.[18][19]

Asia and Oceania[edit]

Hong Kong[edit]

In the mid-20th century, no railway was built until an area was well developed. However, in recent decades, Hong Kong has started to have some TODs, where a railway is built simultaneously with residential development above or nearby. Examples include:

LOHAS Park

Olympian City

Tung Chung

Milton, Queensland[edit]

Milton, an inner suburb of Brisbane, has been identified as Queensland's first transit-oriented development under the Queensland Government’s South East Queensland Regional Plan.Milton railway station will undergo a multi-million dollar revamp as part of the development of The Milton Residences to promote and encourage residents to embrace rail travel. This will include a new ticketing office, new public amenities, increased visibility across platforms and new and improved access points off Milton Road and Railway Terrace.[20]

Melbourne, Victoria[edit]Main article: Melbourne 2030

Melbourne, Victoria is expected to reach a population of 5 million by 2030 with the overwhelming majority of its residents relying on private automobiles. Since the turn of the century, sporadic efforts have been made by various levels of government to implement transit-oriented development principles. However, a lack of commitment to funding public transport infrastructure, resulting to overcrowding and amending zoning laws has dramatically slowed progress toward sustainable development for the city.

EuropeThe Transit-oriented development, as a US-born concept, is actually not in use in Europe. But this copes with reality of urban planning there, and recently scholars and technicians took interest in the concept.[21]

Paris, France[edit]

Whereas the city of Paris has a centuries-long history, its main frame dates to this 19th century. The subway network was made to solve both linkage between the five main train stations and local transportation assets for citizens. The whole area of Paris City is closer than 500 metres from the

next subway station. Recent bicycle and car rental systems (Velib and Autolib) also ease travel, in the very same way that TOD emphasizes.So do the new trams linking suburbs close to Paris proper, and tramline 3 around the edge of the city of Paris.

Stedenbaan, The Netherlands[edit]

In the Southern part of the Randstad will be built a neighbourhood according to the principles of TOD.[22]

Equity and housing cost concerns[edit]

One criticism of transit-oriented development is that it has the potential to spur gentrification in low-income areas. In some cases, TOD can raise the housing costs of formerly affordable neighborhoods, pushing low- and moderate-income residents farther away from jobs and transit. When this happens, TOD projects can disrupt low-income neighborhoods.[23]

When executed with equity in mind, however, TOD has the potential to benefit low- and moderate-income (LMI) communities: it can link workers to employment centers, create construction and maintenance jobs, and has the potential to encourage investment in areas that have suffered neglect and economic depression.[24] Moreover, it is well recognized that neighborhood development restrictions, while potentially in the immediate neighborhood's best interest, contribute to regional undersupply of housing and drive up the cost of housing in general across a region. TOD development reduces the overall cost of housing in a region by contributing to the housing supply, and therefore generally improves equitability in the housing market. TOD also reduces transportation costs, which can have a greater impact on LMI households since they spend a larger share of their income on transportation relative to higher-income households. This frees up household income that can be used on food, education, or other necessary expenses. Low-income people are also less likely to own personal vehicles and therefore more likely to depend exclusively on public transportation to get to and from work, making reliable access to transit a necessity for their economic success.[25] Another criticism aims the marginal percentage of people actually using public transportation.[26]

Mult imodal TerminalsMultimodal terminals generally serve multiple transit operators and/or modes, such as combined bus and rail stations. A multimodal facility/terminal can be defined as a place where interface occurs between transportation systems. In a passenger terminal, people enter the facility by one mode of access (e.g. on foot, riding a bicycle, by car, by bus or train, etc.) and leave by another.

There are many benefits to multimodal terminals, including; supporting and enhancing transit usage, facilitating transfer between modes, clarifying the regional transit network, increasing transportation options, taking advantage of efficiencies, creating a destination and gateway, and supporting economic and urban development.

TranSystems is a leader in the planning and design of transit centers and multimodal stations. We deliver advanced and practical designs for bus and rail transit passenger facilities. To ease congestion, many communities are developing integrated transportation networks that link multiple transportation modes. Such stations allow passengers to make seamless connections between transportation modes and permit multiple uses of the same facility. And, they can be more than a place for passengers to exchange. Multiple uses built into our transit center designs include retail, office space, a downtown parking garage and even a public plaza. These amenities can provide revenue sources as well as enliven the streetscape.

The Atlanta Multi-Modal Passenger Terminal (MMPT) is a planned passenger terminal, designed by FXFOWLE Architects and Cooper Carry, to be built in a location to be determined near the Five Points MARTA rail station in The Gulch area of Downtown Atlanta. It would be the hub of existing and proposed transportation networks, including the existing MARTA rail and bus systems, the Xpress GA and other regional express buses, and the planned commuter rail system.[1]

In July 2012 redevelopment plans for The Gulch moved ahead when President Barack Obama announced the final selection of the MMPT as one of a small group of projects from across the country to participate in the Dashboard initiative, putting the permitting process for the Terminal on the fast track, cutting the timeline by as much as one year.[2][3]

In late May 2013, one of three Class 1 railroads(Norfolk Southern)which could serve or switch this proposed terminal, suggested that it would be unable to operate both freight and passenger trains into/from/by the facility. If accurate, possibly directed service to/from the site may be ordered by the U.S. Surface Transportation Board.[4]

Studio V Architecture recently won the competition put forth by the Connecticut Department of

Transportation for the design of a $500 million redevelopment of the StamfordTransportation Center and

surrounding area. Grown to become the second largest in the region after Grand Central Terminal, Studio

V, along with developer Stamford Manhattan Development Ventures (SMDV), aims to transform this

traffic-congested station into a dramatic new 24-hour community that reconnects Downtown Stamford to

the South End and the city’s waterfront. More images and architects’ description after the break.

Courtesy of Studio V Architecture

Studio V Architecture is the architect for the development, and also collaborated

with Stantec on the master plan, and Walter P. Moore on the parking design. Their design

calls for three new buildings as well as a range of streetscape and infrastructure

improvements at Station Place, Manhattan Street, and South State Street, all within a

quarter mile of the train station.  The transit-oriented development includes a highly diverse

program of uses within multiple structures, including approximately 600,000 square feet of

commercial office space, 60,000 square feet of street level retail space, a hotel with

approximately 150 rooms, and 150 residential units.

Courtesy of Studio V Architecture

At the same time, the design incorporates dramatic 21st century concepts that simply did

not exist when Rockefeller Center was created: sustainable buildings, high performance

glass curtain walls, and iconic sculptural architectural forms.

Courtesy of Studio V Architecture

The designs for all three buildings integrate forms, materials, program, and

architectural systems to create a strong architectural statement at this highly visible location

that defines a front door for the City of Stamford. The new building at Station Place contains

a hotel, residences, and street level retail, and features a curved transparent glass curtain

wall that wraps around and extends over the top of the structure to partially enclose a roof

garden overlooking the city.  The Manhattan Street building will contain a vertical garden

that runs the full height of the building and includes offices, a conference center, and

residences.

In addition to innovative architectural design, the transformation of the station will

include improvements to existing and surrounding infrastructure. Design improvements

include new pedestrian connections between the sites, bicycle access, street-level

enhanced paving, covered canopies for waiting vehicles, and direct links between the

platform and parking garages. The vision for this train station integrates design into a larger

series of landscape and streetscape improvements, including green roofs, landscaped

pedestrian bridges, and new connections to the nearby Mill River Park and Greenway.

© Hiroyuki Kawano

Architect: Jerde

Location: Seoul, South Korea

Year: 2011

Area: 320,000 sqm

Photographs: Hiroyuki Kawano

     

© Hiroyuki Kawano

D-Cube City, located in the dense capital city of Seoul, Korea, sets a new standard in mixed-use transit-

oriented development connected to the city’s busiest metro line. The new cultural and commercial

destination is one of the city’s first fully integrated developments of its kind, made up of over 300,000

square-meters of high-rise office and hotel, a multi-level commercial retail, entertainment and cultural

complex, and over six acres of public landscape, parks and plazas.

© Hiroyuki Kawano

D-Cube City emerges as Seoul’s primary live, work, play, and stay destination—an authentic and vibrant

pedestrian-oriented district with a six- level 80,000 square-meter retail complex and a major performance

hall at its rooftop as its centerpiece. A 42-story landmark office and hotel tower rises from the commercial

district, while a new public park connects the project to the Shindorim Station. Two adjacent 50-story

residential towers complete the new urban complex. D-Cube City attracts millions of visitors annually,

resulting in one of the most visited destinations in Seoul.

© Hiroyuki Kawano

Background

D-Cube City’s urban location near the Yeouido district, just south of the Hangang River in a predominantly

industrial zone, used to be home to a large coal processing plant owned by Daesung. Immediately

adjacent and connected to the Shindorim Station, the project creates a global example of sustainable,

transit-oriented development resulting in urban regeneration and social advancement. The innovative

transformation of the site into a mixed-use public district represents a major accomplishment for land

redevelopment in Korea and is expected to be a catalyst for the continued growth and evolution of the

area into a vibrant urban hub.

© Hiroyuki Kawano

Jerde first entered the South Korean market in 1996 working with Samsung on the design for their new

headquarters and associated retail entertainment district. D3 City’s developer, Daesung Engineering &

Construction, commissioned Jerde based on the firm’s vertical retail expertise and innovative applications

towards dense, highly integrated mixed-use projects.

© Hiroyuki Kawano

To date, Jerde has led design on more than 25 projects throughout the region, including D-Cube City and

Star City (2008) in Seoul; Changwon City 7 (2008); Color Square Stadium Mall in Daegu (2011); Habjung

in Seoul, scheduled for completion in 2012; and Eunpyung New Town, scheduled for completion in 2014.

In addition to Samsung, Jerde has been commissioned by leading South Korean multi-national

companies Daewoo, Hyundai and Lotte, and has worked with major construction companies including

Posco, GS Engineering & Construction, and Doosan Construction.

© Hiroyuki Kawano

Design

Intended to formulate a co-existence of nature and culture within a highly dense urban environment, D-

Cube City’s artful vertical design incorporates elements reminiscent of traditional Korean landscape

paintings of endless mountains and rivers. Among the project’s design highlights are building forms

organic to Korea that are shaped like Asian lanterns which create warm, glowing light filtering through the

exterior cladding at night to draw visitors into the project. There is also an experiential outdoor pathway

climbing through the lantern buildings to the top of the retail complex that has the character of an Italian

hill town executed in modern contemporary architecture.

© Hiroyuki Kawano

Unique to Seoul, D-Cube City’s design interweaves natural expressions to create an urban oasis that

redefines the district’s industrial past. D-Cube City uses entertainment, cultural and compelling landscape

components to drive pedestrian activity, while further enhancing the surrounding circulation patterns. As a

new landmark icon for the district, the high-rise office and hotel tower was designed by Jerde to symbolize

energy growing toward the sky and the renaissance of the area as a major hub of Seoul, while

referencing the site’s former coal plant smoke stacks.

© Hiroyuki Kawano

Nature is brought through and into the complex as ‘secret’ living gardens and terraces, a series of

cascading indoor waterfalls, and a glass-enclosed ‘skylight river’ sweeping through the ground level, offer

an organic flow of spaces and sense of discovery. The project’s sustainable design features include

photovoltaic panels, grey water use for plant irrigation, geothermal heating and cooling and recycled

materials for landscaping.

elevation 01

The cultural center is covered with a green roof and includes a 1,277-seat performance hall and 420- seat

event space with a shared lobby and outdoor garden plaza overlooking the city to the north. On multiple

levels around the culture zone is a series of ‘Music Gardens’ driven by rhythm and melody. A new public

park, called Millefleur Park (Park of a 1000 Flowers), connects the adjacent Shindorim Station to D-

Cube’s street-level entry, while establishing a natural connection to the Dorim River across the street.

As the landscape and pedestrian-oriented elements extend vertically, they also traverse the spaces

tucked below the street level. An underground garden and event space occupies level B02 as an

entertainment district floor and additional connection between the station plaza and park. As a youth-

oriented area, the district houses a food garden, Korean Jang, Sweet Castle, Noodle Museum and

entertainment offerings.

elevation 03

Inspired by the dynamic culture of South Korea and the desire to re-energize the natural realm as an

originating root of public culture, Daesung D- Cube City sets a new standard in urban social activity,

influencing its people to evolve along side the natural and urban environment around them.

© COOKFOX

City Point is a proposed 1.8 million square foot, multi-phase, mixed-use development designed by New

York-based practice COOKFOX for the center of the rapidly transforming Downtown Brooklyn. The

project will create an iconic presence by acting as a cornerstone for the Brooklyn skyline and establishing

a critical mass of new growth. The three distinct phases of City Point encompass retail space, affordable

and market-rate housing, office space and a market hall, which together create a strong base for growth

and integration in the core of Brooklyn. City Point will foster a multi-use urban environment, connect

subway commuters with green spaces, and create a vibrant heart in the downtown area.

More about City Point after the break…

© COOKFOX

Located at the intersection of Dekalb Avenue and the Fulton Mall, One Dekalb is the first phase and retail

anchor of City Point. In addition, One Dekalb is the first new building on the Fulton Mall corridor in

decades and serves as a marker for a revitalized Downtown Brooklyn.

© COOKFOX

With a nod to the vibrancy and context of Downtown Brooklyn, the design of One Dekalb is heavily

influenced by Albee Square, the historic Dime Savings Bank, and adjacent buildings. Anchored on Albee

Square along Fulton mall, One Dekalb’s dynamic geometry effectively engages the public plaza while

deferring to the adjacent landmarked 1908 Dime Savings Bank. In addition to maintaining sightlines to the

bank, the building responds to this marble-clad landmark with white and pale gray terra cotta cladding.

Along Fleet Street, the distinctive architecture of the Dime Savings Bank is framed by a double-height

display window. The horizontal ribs of the terra cotta are varied in tone and texture, adding depth to the

façade in a way that plays off the context of Albee Square and the Fulton Mall.

© COOKFOX

Also part of Phase 1, Dekalb Market is an interim use housed in a collection of salvaged shipping

containers and is located on a portion of the site that will be used for future phases of City Point. This

open-air market, urban farming demonstration and event space brings together Brooklyn’s creative

entrepreneurs in a vibrant community setting and activates what would otherwise be an empty lot –

establishing City Point as a destination before the development is complete.

Phase 2 of City Point, which began construction in March 2012, will encompass a 225,000 GSF

affordable housing tower at Fleet Street, a 335,000 GSF market-rate housing tower at Flatbush Avenue,

and 660,000 GSF of retail that will seamlessly connect to One Dekalb. Phase 2 also includes a

permanent Market Hall that will provide fresh food to the community and showcase Brooklyn-based food

purveyors.

© COOKFOX

Phase 3 will commence construction by June 2017, and will include approximately 600,000 SF of office

and residential space at the northern portion of the development site. Located at Willoughby Street, this

building will be the tallest component of City Point.

The project conceptually draws from the “Three Sisters” Native American method of planting corn, beans

and squash together, which grow symbiotically to ensure a sustainable harvest. In this way, the diverse

housing and retail programs will support each other to cultivate a lasting urban community at City Point.

The massing of City Point is intended to create three distinct residential towers, each massing resolving at

the sidewalk and differentiating the residential program from the retail portions of the project.  The areas

between the residential towers will utilize terraces and green roofs to extend the green spaces of the

adjacent newly-opened Albee Square Public Plaza and future 1.15-acre Willoughby Square Park into the

built environment.  Pedestrians will be able to connect to the Dekalb Avenue subway hub either through

the Market Hall or along the tree-lined Willoughby Avenue, creating a more enjoyable commuting

experience. Reinforcing the pedestrian environment as well as the importance of transit-oriented

development, the project will help orient Downtown Brooklyn toward a sustainable, prosperous future.

Architects: COOKFOX

Developer: Acadia Realty Trust

Developer/Project Manager: Washington Square Partners

Land Owner/Agency Sponsor: New York City Economic Development

Architect Of Record: Greenberg Farrow Architects

Landscape Architects: Lee Weintraub Landscape Architecture

Civil Engineer: Philip Habib & Associates

Structural Engineer: DeSimone Consulting Engineers, PLLC

Mep Engineer: Cosentini

Lighting Consultant: SBLD Studio

Signage/Graphics Consultant: Pentagram Design, Inc.

Dekalb Market Operator: Urban Space Management

Dekalb Market Architect: Ore Design + Technology

Client: BFC/Brodsky

Area: 1.8 million ft2

Year: Ongoing

Photographs: COOKFOX

PAR (Platform for Architecture + Research) + Sériès et Sériès unveiled their second stage entry of Keelung Harbor Competition, a competition of designing a landmark that combines maximum artistry with maximum efficiency. The site is located at the very end of Keelung’s harbor master plan, where the mountain meets the sea. Keelung is a

gateway that through its history, climate and the customs of its inhabitants, is predestined to make use of its exterior space. For this reason, we decided instead of planning the building as an independent object within an open space, we would propose buildings that will generate and structure this open space. The design frames the harbor and the water beyond with an asymmetrical tower defining the northern perimeter of the facility, connected to the terminal by plazas at the ground and concourse levels. The project form, together with the lighting, aims to provide a dramatic entry experience to Taiwan from both the sea and the city of Keelung.

Courtesy of PAR + SES

The design of the Keelung Harbor Terminal interposes the link between public space and waterfront amenitities by providing continuous open space at the water’s edge. Terminal Halls emerge like prisms through the building’s green roof generating a condition that is both building and landscape. In this way, new urban developments and public spaces can grow without displacing natural recreational land. By maintaining this continuity of the network, the waterfront and the port terminal development will be within easy reach of many residents in the central city.

Courtesy of PAR, Labtop

The structure of the buildings rub against each other like continental shelves making it possible for the complex of public, transit and industrial activities to coexist. This is one architectural element: a permeable, open architecture of maximum efficiency encompassing the tower, terminal and cargo storage. Parallel to the harbor, transit is organized by one large band. Split arrival and departure bands organize traffic to and from the ships with maximum efficiency; while separate tower and cargo access ensure utilitarian viability.

Courtesy of PAR, Labtop

Its chosen theme, A Mixing Chamber, reflects Taiwan’s contemporary ambition: its different cultures – the users of the terminal – embarking on a unified future. A collection of prisms crown the terminal’s Departure, Domestic and International Halls with luminous, vaulted spaces. Cutting diagionally through the terminal platform, multiple relations

between the concourse level and other levels of the building are established, while always permitting new angles of vision and a changing play of light. Derived from the interstial space between the Domestic and International Halls, a second architectural element, the Marine Plaza projects inward bringing the outside in.

Courtesy of PAR, Labtop

The interiors of the terminal and the roof mezzanine are designed as hybrid spaces, not only blurring the boundaries between exterior and interior, but which also easily adapt to the variable program. Existing public, pedestrian flows along the western edge are enhanced, rather than interrupted by creating a continuous elevated public plaza adjacent to the concourse with independent circulation. Cruise functions, meanwhile, are located on all 3 levels yet kept distinct to maintain secure areas for departing and arriving passengers. Overall, an experience of directed yet functionally separated flows lends an aura of energy to the terminal building.

A third architectural element, the Harbor Tower, is a clearly identifiable landmark. It’s portal becomes a framing devise for the city while providing passage for the plaza. Given it’s location and placement, the figure of the tower takes a geometrical stand in relation to the mountains and transit network. Oriented to true north with the widest elevation on the Land-Sea Axis, the tower is literally the hinge between harbor and city. Tilting five degrees eastward, the buildings broadest facades dematerialize into reflections of water or sky. A global gateway, the tower represents Taiwan’s culture.