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Relief Airport [Re] Incorporating Sense of Place and Wonder Into Airport Terminal Design
A thesis submitted to the Graduate School of the University of Cincinnati
in partial fulfillment of the requirements for the degree of
Master of Architecture
in the School of Architecture and Interior Design of the College of Design, Architecture, Art and Planning
by
Kirstin S. Farchaus
B.S., University of Maryland, 2009
Committee First Chair: John Hancock Second Chair: Jeffrey Tilman Third Chair: Barry Stedman Abstract
Over the past four decades, airports have been reduced to uninspired, highly sterile and locally irrelevant people processing machines, which helped create the jaded, unengaged mentality of today’s air traveler. This thesis proposes a new small satellite passenger terminal as a study of experience in architecture, and investigates how design can rekindle the thrill of airports and flying. Its Boston location will relieve Logan International Airport of the majority of its small airline services, as well as its commuter, corporate and charter flights. The design approach is based in studies of place, perception, and phenomenology; revealing the unseen facets of airports in engaging ways; and creating a positive and memorable impact on its occupants. A heightened sense of interaction with, and awareness and perception of, one’s body and environment foster the new positive experience of the passengers and the employees (as previously passive individuals) by engaging the body, its senses, and memories with the place that is the building and the site.
The terminal design is specific to Boston in its character, features spaces that are at the human scale, engaging and pleasing to the senses, soothing to the nerves and that exploit the fascinating simultaneous dualities of the airport as they continuously converge: that it is both transient and static, active and dormant, of the earth and the sky, and housing arrival and departure. Through the explorations of this thesis, the airport becomes a part of the journey, a place to explore, enjoy and spend time in without stress or aggravation, and is considered a prelude or a conclusion to the adventure and wonder of flight.
2 3 Preface
I have always enjoyed travelling, and am especially enthusiastic about flying. Having travelled to various parts of Europe and Australia, both with family and educational programs, I have flown periodically for most of my life. However, it was always the destinations that I was excited about, and truly had never given airports a second thought, as is the case with the vast majority of all travelers. After arriving at the University of Cincinnati, I was hired to intern at a firm in Melbourne, Australia. This opportunity was not only a departure point for my life in general, it also saw me spending significant amounts of time on airplanes and in various airports due to connections, customs, and baggage claims. Through spending such extensive time in airports both domestically and abroad, I came to the sad realization that were it not for signs, advertisements, and accents or languages of people I heard around me, I wouldn’t know what country I was in. The international airport in Sydney (SYD) was interchangeable with the one in Los Angeles (LAX)—both of them massive, impersonal and sterile. Not only was there no sense of place with regard to the physical location of the airport, I also came to understand exactly why everyone gave me pitying looks when I mentioned how many layovers I had or how long I spent en route. In my many layovers and delays, I became acutely aware of the fact that airport experiences are by far the worst part of any trip. Not only are they uncomfortable and unpleasant for all of a traveler’s senses, but it is nearly impossible to experience or even perceive anything but their blunt functionality. Airports squelch any intimation of excitement of an impending trip rather than building on it. They stick in our memories as negative, uncomfortable, dull, or frantic experiences instead of as the fascinating convergence points of thousands, even millions, of travelers.
From these realizations, I tried to remember all of the other airports I had recently been through, both domestic and international, and realized that they all were shockingly and undeniably interchangeable, and none provided any respite to the weary traveler. The destination airport should not be an identical copy of the origin airport, and the experience of air travel should not be uncomfortable and miserable, especially if one is traveling in the “cattle class” of economy, as most people are. Through sensory stimulant perception, our experiences become memories. Why then, when there is such ripe opportunity for positive experience at airports, can’t they live in our memories as vital places? An airport can become an oasis of travel, whether one flies very regularly or only once in a lifetime. Anxiety could potentially be quite low in an airport: one isn’t driving, one doesn’t have responsibilities outside of getting on the plane. So why are air passengers unable to just relax and enjoy the ride? Perhaps with a new type of airport, they could.
Figures 1.1-3_ frustrated people wait “trapped” in today’s airports 4 Acknowledgements
A huge thank you is due...
to John Hancock for his steady guidance through the thesis process
to my friends and fellow MArch2s: your humor and friendship helped me survive these past three years
to my wonderful and supportive family, for being there for me through everything
and to Dan for his unending support and amazing pep talks, and for always bringing a smile to my face.
5 Table of Contents
7. List of Illustrations 14. Introduction + Problem 17. Background 30. Theoretical Background 59. Site Analysis 79. Experiential Inventory 110. Precedent Studies 131. Design 152. Conclusion 154. Bibliography List of Illustrations
1. Preface 1. http://www.thedailybeast.com/galleries/2011/11/15/worst-airports-in-america-photos.html 2. ibid. 3. ibid. 2. Introduction All photographs by the author. 2009-2012 3. Problem All photographs by the author. 2009-2012 4. Background 1. http://www.wright-house.com/wright-brothers/wrights/1903.html (accessed 12 October 2011). 2. Gordon, Alastair. Naked Airport: A Cultural History of the World’s Most Revolutionary Structure. Chicago: University of Chicago Press, 2004. Page 45. 3. Ibid. Page 35. 4. Ibid. Page 51. 5. Ibid. Page 46. 6. Ibid. Page 165 7. Ibid. Page 165. 8. Ibid. Page 171. 9. http://cruiselinehistory.com/airlines-history-the-stewardess-during-the-1960s-the-period-of-the-amc-award- winning-mad-men-tv-series/ (accessed 9 April 2012). 10. http://www.doobybrain.com/2010/08/09/delta-to-demolish-the-panam-worldport-at-jfk-international- airport/ (accessed 12 October 2011). 11. Gordon, Alastair. Naked Airport: A Cultural History of the World’s Most Revolutionary Structure. Chicago: University of Chicago Press, 2004. Page 192. 12. Merkel, Jayne. Eero Saarinen. London: Phaidon Press, 2005. Page 229. 13. Photograph by the author, 2011. 14. Merkel, Jayne. Eero Saarinen. London: Phaidon Press, 2005. Page 204. 15. Ibid. Page 215. 16. http://www.flickr.com/photos/x-ray_delta_one/4087342130/sizes/z/in/photostream (accessed 12 October 2011). 17. Gordon, Alastair. Naked Airport: A Cultural History of the World’s Most Revolutionary Structure. Chicago: University of Chicago Press, 2004. Page 247. 18. Photograph by the author. 2010. 19. http://static.worldarchitecturenews.com/news_images/12024_1_denver%20international1big.jpg (accessed 9 April 2012). 20. http://www.archdaily.com/157900/architecture-city-guide-madrid/%C2%A9-antonio-andabaka-madrid- barajas-airport/ (accessed 13 October 2011). 21. http://www.tiptoptens.com/wp-content/uploads/2011/07/Beijing-Capital-International-Airport.jpg (accessed 12 October 2011). 22. Diagram by the author, featuring images as previous cited in Gordon, Alastair. Naked Airport. and http://www. wright-house.com/wright-brothers/wrights/1903.html 23. http://www.rds-co.com/images/massport_logo.jpg (accessed 13 October 2011). 24. http://manmakehome.files.wordpress.com/2009/04/vals-6.jpg (accessed 22 March 2012). 25. http://nummynims.files.wordpress.com/2009/05/therme-vals-4.jpg (accessed 22 March 2012). 26. http://www.archdaily.com/13358/the-therme-vals/1311729538_stairs/ (accessed 22 March 2012). 27. http://nummynims.files.wordpress.com/2009/05/therme-vals-3.jpg (accessed 22 March 2012).
7 5. Theory 1. Photograph courtesy of Luke Laverty. 2. Photograph by the author. 2010. 3. http://www.miladisplays.com/photowax/authenticity_seal.jpg 4. http://www.bc.edu/bc_org/avp/cas/fnart/fa267/flw/ (accessed 15 November 2011). 5. http://terry-uniqueplaces.blogspot.com/2010/07/fallingwater.html (accessed 15 November 2011). 6. http://www.personal.psu.edu/lkc5025/blogs/lauren_cullys_technical_writing/Falling_water_01.jpg (accessed 15 November 2011). 7. http://www.jbdesign.it/idesignpro/images/international%20style/netura%20kauffmann%20desert%20house. jpg (accessed 15 November 2011). 8. http://www.siarsam.com/wp-content/uploads/2011/05/Modern-and-Luxury-Kaufmann-Desert-House- Design-Inspiration-3.jpg (accessed 15 November 2011). 9. http://www.flickr.com/photos/christopher-parkes/217381556/sizes/z/in/photostream/ (accessed 12 April 2012). 10. http://piccsy.com/2012/03/picc-654v1e1r5/ 11. Diagram by the author, 2011. Featuring photographs by the author. 12. http://harpers.org/archive/2009/10/hbc-90005828 (accessed 10 January 2012). 13. http://www.archdaily.com/13358/the-therme-vals/ (accessed 15 November 2011). 14. Ibid. 15. Ibid. 16. http://www.archdaily.com/91273/ad-classics-jewish-museum-berlin-daniel-libeskind/dsc_0180edit/ (accessed 12 April 2012). 17. Ibid. 18. Ibid. 19. Diagram by the author, featuring image from http://www.shutterstock.com/pic-59055538/stock-vector-five- senses-icons-controlled-controlled-by-brain-vector.html 20. http://2.bp.blogspot.com/__WXokorbpQ0/SxGeVjzw8AI/AAAAAAAAAHw/ax7lMWphOSE/s1600/DSC_0019. JPG (accessed 12 April 2012). 21. Hilary B. Price. Rhymes With Orange. http://www.rhymeswithorange.com/2011/09/September-04-2011/ (accessed 25 September 2011) 22. http://egardens.blogspot.com/2009/03/green-roofs-more.html (accessed 12 April 2012). 23. http://www.thesocialleader.com/wp-content/uploads/2011/06/meditation1.jpg 24. http://www.bullyscomics.blogspot.com/2008/11/love-actually-in-sorta-real-time-more.html (accessed 15 November 2011) 25. Ibid. 26. Ibid. 27. Ibid. 28. http://www.frumforum.com/wp-content/uploads/2011/08/airport-goodbye.jpg (accessed 15 November 2011) 29. http://taradaukas.blogspot.com/2010/01/theivery-airport-greetings.html (accessed 15 November 2011) 30. Photograph by the author, 2011. 31. Diagram by the author, 2011. 32. Collage of author’s tickets and tags, by the author 2011. 33. Photographs by the author, 2010. 34. Ibid.
6. Site 1. Google Earth snapshot, site highlighted by author. 2. http://maps.massgis.state.ma.us/map_ol/moris.php?Yes=Yes, site highlighted by author. (accessed 5 November 2011) 3. Ibid. Various map pieces put together by author. 4. Edited by Author for lineweights and color. http://maps.massgis.state.ma.us/map_ol/moris.php?Yes=Yes (accessed 5 November 2011) 5. Map and Key. Massachusetts State GIS. http://maps.massgis.state.ma.us/map_ol/moris.php?Yes=Yes (accessed 5 November 2011) 6. Ibid. 7. US Environmental Protection Agency. “Ecoregions of New England.” ftp://ftp.epa.gov/wed/ecoregions/ma/ new_eng_front.pdf (accessed 5 November 2011) 8. Ibid. 9. http://www.quincyma.gov/CityOfQuincy_Content/documents/Coastal%20Barriers%20Resources%20Map.pdf (accessed 5 November 2011) 10. Diagram by the author, overlaid on Google Earth snapshot. 11. Ibid.
8 6. Site, continued 12. Section by the author. 2011. 13. Diagram by author, overlaid on Google Earth snapshot. 2011. 14. Google Maps Street view. Victory Road. http://maps.google.com/ 15. Ibid., William T. Morrissey Boulevard. 16. Ibid., Commander Shea Boulevard. 17. Photograph by the author. 2011. 18. Ibid. 19. Ibid. 20. Ibid. 21. http://mw2.google.com/mw-panoramio/photos/medium/6270742.jpg (accessed 5 November 2011) 22. Photograph by the author. 2011. 23. Ibid. 24. Images retrieved from Climate Consultant 5 Program (4 November 2011). 25. Ibid. 26. Ibid. 27. Ibid. 28. Ibid. 29. http://www.airfields-freeman.com/MA/Airfields_MA_Boston_SE.html#squantum (accessed 5 November 2011). 30. Massachusetts Office of Coastal Zone Management (CZM), Executive Office of Energy and Environmental Affairs. http://maps.massgis.state.ma.us/map_ol/moris.php?Yes=Yes (5 November 2011). 31. http://www.airfields-freeman.com/MA/Airfields_MA_Boston_SE.html#squantum (accessed 5 November 2011). 32. Ibid. 33. http://historical.mytopo.com/getImage.asp?fname=bsns50se.jpg&state=MA (accessed 5 November 2011). 34. http://www.airfields-freeman.com/MA/Airfields_MA_Boston_SE.html#squantum (accessed 5 November 2011). 35. http://www.flickr.com/photos/massdep/4036838571/in/photostream/ (accessed 5 November 2011). 36. Google Maps Street view. Beacon Hill, Commonwealth Ave. http://maps.google.com/ (accessed 5 November 2011). 37. Bing Maps street view, Charles Street. http://www.bing.com/maps/#Y3A9cjFzeXQwOTI5cHMwJmx2bD0yMiZz dHk9dH5ibG9ja0lEfjAwMDAwMTAyMjMyMzEwfnN0cmVldFNpZGV+cn5waXhlbE9mZnNldH4xNTEwMw==(acc essed 5 November 2011). 38. Ibid. 39. Diagram by the author, underlay from Google Earth. 40. Diagram by the author. 2011. 41. Set of diagrams by the author. 2011. 42. Photograph by the author. 2011. 7. Experience
1. Diagram by the author. 2011. 2. Ibid. 3. Screenshot from Indianapolis International Airport’s internet connection. 23 November 2011. 4. Images and drawings by UNStudio. http://www.unstudio.com/projects/kutaisi-airport (accessed 29 November 2011) 5. Ibid. 6. Ibid. 7. Photograph by Ezra Stoller, retrieved from: Román, Antonio. Eero Saarinen: an architecture of multiplicity. New York: Princeton Architectural Press, 2003. Page 42. 8. Drawings by Eero Saarinen, Ibid. Page 55. 9. Ibid. Page 56. 10. Ibid. Page 57. 11. Ibid. Page 54 12. Photograph by Ezra Stoller, Ibid. Page 51. 13. Characters by author. 2011. 14. Diagram by author. 2011. 15. Diagram by author. 2011. 16. Drawing by UNStudio. http://www.unstudio.com/projects/kutaisi-airport (accessed 29 November 2011) 17. Diagram by author. 2011 18. Ibid. 19. Ibid. 20. Ibid. 21. Ibid. 22. Ibid. 23. Ibid.
9 8. Precedents
1. Diagram by the author. 2012. 2. http://media-cdn9.pinterest.com/upload/159948224235342987_3p7MWETZ_b.jpg 3. http://images.piccsy.com/cache/images/picc-84z8uky8j-181513-500-333.jpg 4. http://data.whicdn.com/images/18455535/umbrellas-88pmjlvm3-181832-500-375_large.jpg 5. Photo by the author. 2012. 6. Google Maps Street view. Commonwealth Ave. http://maps.google.com/ (accessed 5 November 2011). 7. Diagram by the author, all photos cited later in list. 2012. 8. Diagram by the author. 2011. 9. Diagram by Weiss Manfredi. Carter, Brian. “Art in the Park: A New Urban Park Provides a Green Lung for Seattle and Reconnects City and Waterfront.” The Architectural Review. 1332 (2008): 44-49. 10. Ibid. 11. Gordon, Alastair. “Site Specific” Seattle Sculpture Park. Metropolis. 23. (2004): 82-87. 12. Ibid. 13. “Weiss/Manfredi: Olympic Sculpture Park, Seattle Art Museum, Seattle,Washington, U.S.A.” GA document 102 (2008): 98-107. 14. Ibid. 15. Gordon, Alastair. “Site Specific” Seattle Sculpture Park. Metropolis. 23. (2004): 82-87. 16. “Weiss/Manfredi: Olympic Sculpture Park, Seattle Art Museum, Seattle,Washington, U.S.A.” GA document 102 (2008): 98-107. 17. http://travelwithfrankgehry.blogspot.com/2009/08/bodegas-ysios-by-santiago-calatrava.html 18. http://media-cdn.tripadvisor.com/media/photo-s/01/10/f5/c1/bodegas-ysios-near-laguardia.jpg 19. http://imagedb.afh-dc.org/main.php?g2_view=tags.VirtualAlbum&g2_tagName=roof&g2_itemId=4058 20. http://travelwithfrankgehry.blogspot.com/2009/08/bodegas-ysios-by-santiago-calatrava.html 21. http://upload.wikimedia.org/wikipedia/commons/e/e1/Guardia_Calatrava_upategia_2006_09_15.jpg 22. http://farm6.staticflickr.com/5161/5275603010_ab598e6964_z.jpg 23. http://www.archdaily.com/189160/inverted-warehouse-townhouse-dean-wolf-architects/ 24. Ibid. 25. Ibid. 26. http://www.siarsam.com/wp-content/uploads/2011/05/Modern-and-Luxury-Kaufmann-Desert-House- Design-Inspiration-3.jpg (accessed 15 November 2011). 27. http://www.siarsam.com/wp-content/uploads/2011/05/Modern-and-Luxury-Kaufmann-Desert-House- Design-Inspiration-4.jpg (accessed 15 November 2011). 28. http://www.jbdesign.it/idesignpro/images/international%20style/netura%20kauffmann%20desert%20house. jpg (accessed 15 November 2011). 29. http://www.siarsam.com/wp-content/uploads/2011/05/Modern-and-Luxury-Kaufmann-Desert-House- Design-Inspiration-2.jpg (accessed 15 November 2011). 30. Photo by Scott Mayoral. http://www.palmspringslife.com/Palm-Springs-Life/May-2009/Revisiting-the- Kaufmann-House/ 31. Photograph by Scott Mayoral. http://www.palmspringslife.com/images/cache/9ab5fcfe13a4bd732f1fff19234b e82e.jpeg 32. http://www.thecoolhunter.com.au/article/detail/2038 33. Ibid. 34. Ibid. 35. Ibid. 36. Plan by Patkau Architects. http://www.archdaily.com/140470/linear-house-patkau-architects/ 37. Photograph by James Dow. http://www.archdaily.com/140470/linear-house-patkau-architects/ 38. Ibid. 39. Ibid. 40. Ibid. 41. Ibid. 42. Ibid. 43. Photograph by Iwan Baan. http://www.iwan.com/photo_Boston_Institute_of_Contemporary_Art_Diller_ Scofidio+Renfro.php?plaat=ICA-Boston-DSR-2-3813.jpg 44. Ibid. http://www.iwan.com/photo_Boston_Institute_of_Contemporary_Art_Diller_Scofidio+Renfro. php?plaat=ICA%20Boston%20DSR%200262.jpg 45. Photograph by user: Found5dollar. http://upload.wikimedia.org/wikipedia/commons/c/c7/ICA_Boston_ Gallery.JPG 46. Photograph by Iwan Baan. http://www.iwan.com/photo_Boston_Institute_of_Contemporary_Art_Diller_ Scofidio+Renfro.php?plaat=ICA-Boston-DSR-2-5022.jpg 47. Ibid. http://www.iwan.com/photo_Boston_Institute_of_Contemporary_Art_Diller_Scofidio+Renfro. php?plaat=ICA%20Boston%20DSR%201280.jpg 48. Ibid. http://www.iwan.com/photo_Boston_Institute_of_Contemporary_Art_Diller_Scofidio+Renfro. php?plaat=ICA%20Boston%20DSR%201303.jpg 10 8. Precedents, continued
49. Photograph by Alejo Bague. http://www.ferrater.com/html/proyectos/proyectosFrags/fragProyectosDatos. php?id=11&idioma=2 50. Ibid. 51. Ibid. 52. Ibid. 53. Photograph by Alejo Bague. http://sharingisdelicious.wordpress.com/2011/01/17/benidorm-seafront- oab/1274799241-21-mg-3785-gal700px/ 54. Ibid. http://sharingisdelicious.wordpress.com/2011/01/17/benidorm-seafront-oab/1274799257-29-mg-6496- c-gal700px/ 55. Photograph by John Gollings and Katherine Lu. http://www.dailyicon.net/2011/11/the-skylight-house-by- chenchow-little/ 56. Ibid. 57. Ibid. 58. Ibid. 59. http://www.cumbu.com/amazing-landscape-architecture-and-urban-design/vancouver-convention-centre- expansion-project 60. Image by Off Architecture. http://www.designboom.com/weblog/cat/9/view/7579/off-architecture-jean- moulin-high-school.html 61. http://www.sabmagazine.com/blog/wp-content/gallery/21-living-roof-case-study/gr_ph01.jpg 62. http://www.alternativeconsumer.com/wp-content/uploads/Ross/2010/2010_summer/2010_SEPT/vcon1.jpg 63. Image by Off Architecture. http://www.designboom.com/weblog/cat/9/view/7579/off-architecture-jean- moulin-high-school.html 64. Ibid. 65. Diagram by author. 2011. 66. http://4.bp.blogspot.com/_uSt19t4qIuM/TJCzrvKvUAI/AAAAAAAAAWM/cmNhPk3qiP8/s1600/ Behind+the+glass.jpg 67. Photograph by Andy Ryan. http://www.archdaily.com/4369/the-nelson-atkins-museum-of-art-steven-holl- architects/110270543_nelsona1-me-020106-dre-288f/ 68. Ibid. http://ad009cdnb.archdaily.net/wp-content/uploads/2008/07/1258450077_dsc09261.jpg 69. Ibid. http://ad009cdnb.archdaily.net/wp-content/uploads/2008/07/279759286_2006831nama--0004new.jpg 70. Photograph by Roland Halbe. http://stevenholl.com/media/files/Nelson-Atkins/RH1625-11---W-PROJECT- HORIZ.jpg 71. Photograph by Andy Ryan. http://stevenholl.com/media/files/Nelson-Atkins/2006831NAMA_-0351---W-PROJE. jpg 72. http://inhabitat.com/great-bamboo-wall/ 73. Ibid. 74. Sean Godsell Architecs. http://www.seangodsell.com/peninsula-house 75. Ibid. 76. Ibid. 77. Ibid. 78. 3D Reid Architects. http://www.archdaily.com/172247/tag-farnborough-airport-3d-reid-architects/_ i0q6789tag-aviation/ 79. Ibid. http://www.archdaily.com/172247/tag-farnborough-airport-3d-reid-architects/interior-terminal/ 80. Ibid. http://www.archdaily.com/172247/tag-farnborough-airport-3d-reid-architects/12_greengrass/ 81. Ibid. http://www.archdaily.com/172247/tag-farnborough-airport-3d-reid-architects/_i0q9895farnborogh1/ 82. J. Mayer H. Architects. http://www.archdaily.com/108239/sag-airport-building-in-mestia-j-mayer-h-architects/ olympus-digital-camera-152/ 83. Ibid. http://www.archdaily.com/108239/sag-airport-building-in-mestia-j-mayer-h-architects/olympus-digital- camera-151/ 84. Ibid. http://www.archdaily.com/108239/sag-airport-building-in-mestia-j-mayer-h-architects/olympus-digital- camera-153/ 85. Diagram overlay by the author to elaborate the views and site relevance on section by J. Mayer H. Architects. http://www.archdaily.com/108239/sag-airport-building-in-mestia-j-mayer-h-architects/section-345/ 86. Photograph by the author. 2011. 87. Ibid. 88. Diagram by the author. 2011. 89. Photograph by Ezra Stoller. Retrieved from: Román, Antonio. Eero Saarinen: an architecture of multiplicity. New York: Princeton Architectural Press, 2003. Page 120-121. 90. Merkel, Jayne. Eero Saarinen. London: Phaidon Press, 2005. Page 229. 91. Diagram by Eero Saarinen. Retrieved from: Román, Antonio. Eero Saarinen: an architecture of multiplicity. New York: Princeton Architectural Press, 2003. Page 114. 92. Porter Airlines. https://www.flyporter.com/Content/Images/PorterExperience/Porter_Airport_Lounges.jpg 93. Photograph by user All About Eve. http://www.flickr.com/photos/allabouteve/5225136007/ 11 8. Precedents, continued
94. http://lh6.ggpht.com/_TB6aXpklbyg/TGcWTKzu3YI/AAAAAAAAAeE/52Cr4cKLglQ/gse_ multipart6958207600470832198.tmp.jpg 95. Virgin Atlantic Airlines. http://ww1.prweb.com/prfiles/2008/02/11/247078/VAABusShelter.jpg 96. Porter Airlines. http://goodtraveloffers.com/wp-content/uploads/2011/03/Porter-Airlines-300x148.jpg 97. Virgin Atlantic Airlines. http://assets.nydailynews.com/polopoly_fs/1.191031!/img/httpImage/image.jpg 98. http://piccsy.com/2011/11/city-lights-t7f2ko0m 99. http://images.piccsy.com/cache/images/27870-f17988-530-326.jpg 100. http://images.piccsy.com/cache/images/picc-84z8uky8j-181513-500-333.jpg 101. http://media-cdn9.pinterest.com/upload/159948224235342987_3p7MWETZ_b.jpg 102. screenshot from beginning of Kid Cudi’s music video for “Make Her Say.” http://www.youtube.com/ watch?v=pYd2AANEbaE 103. Photo by Sølve Sundsbø. http://blog.metmuseum.org/alexandermcqueen/jellyfish-ensemble-platos-atlantis/ 104. http://omgthatdress.tumblr.com/post/5169736297/alexander-mcqueen-widows-of-culloden-dress-ca 105. http://grindahz.com/blog/wp-content/uploads/2011/06/mcqueenshoes.jpg 106. Photo by Sølve Sundsbø. http://blog.metmuseum.org/alexandermcqueen/dress-voss-3/ 107. Ibid. http://blog.metmuseum.org/alexandermcqueen/oyster-dress-irere/ 108. Ibid. http://blog.metmuseum.org/alexandermcqueen/dress-sarabande/ 9. Design 1. Diagram by the author, 2012. 2. Ibid. 3. Ibid. 4. Ibid. 5. Ibid. 6. Ibid. 7. Plan by the author, 2012. 8. Ibid. 9. Diagram by the author, 2011. All images included listed in the “Precedent” chapter. 10. Image by the author, 2012. 11. Ibid. 12. Ibid. 13. Ibid. 14. Ibid. 15. Diagram by the author, 2012. 16. Ibid. 17. http://maps.google.com/ 18. Diagram by the author, 2012. Overlaid on Google Earth image. 19. Ibid. 20. Diagram by the author, 2012. 21. Ibid. 22. Ibid. 23. http://flickrfanstan.files.wordpress.com/2009/09/earthworks.jpg?w=500&h=333 24. Plan by the author, 2012. 25. Ibid. 26. Ibid. 27. Ibid. 28. Section by the author, 2012. 29. Ibid. 30. Ibid. 31. Ibid. 32. Ibid. 33. Diagram by the author, 2012. includes images L-R ROW 1: http://bluejaybarrens.blogspot.com/2010/07/field- check-other-half.html, http://us.123rf.com/400wm/400/400/avlntn/avlntn1110/avlntn111000339/110802220- old-grunge-interior-with-brick-wall.jpg, http://4.bp.blogspot.com/_7k27x6kWd-k/RzbGdoEJpNI/ AAAAAAAAA6Q/fTU-R_GI0Sk/s400/ivy-on-brick.jpg, http://2.bp.blogspot.com/_puq4S-T53fw/TNdC8i1UOcI/ AAAAAAAAA28/k7IEzUMzWwo/s1600/spencer+finch+-+moondust1.jpg, ROW2: http://2.bp.blogspot. com/_4-Eo0H6rbDY/TC_Gip6qGel/AAAAAAAAAACQ/VumGPySIGq0/s1600/screen-capture-28.png, http:// www.aspaceforfath.com/biblio_files/23_096h_sandown_corner_view.jpg, http://psdgraphics.com/wp- content/uploads/2009/01/stainless-steel.jpg, Photograph by Wilson Tungthunya retreived from http:// www.archdaily.com/119316/hilton-pattaya-department-of-architecture/02-lobby/, ROW3: http://www. appalachianwoods.com/flooring/images/antique_hardwood-1.jpg, http://www.solcrete.com/Job_of_the_ Month/2009/images/sealed-concrete-floor-1.jpg, Photograph by Iwan Baan retrieved from http://www.
12 9. Design, continued
iwan.com/photo_Boston_Institute_of_Contemporary_Art_Diller_Scofidio+Renfro.php?plaat=ICA-Boston- DSR-3-4210.jpg, http://www.buyfurnitureyoulove.org/upload/9_photos/american_leather_chairs_leather_ brown_recliners_1698.jpg 34. Image by the author, 2012. 35. Ibid. 36. Ibid. 37. Ibid. 38. Ibid. 39. Ibid. 40. Ibid. 41. Ibid. 42. Ibid.
13 Introduction + Problem Introduction
Since the invention of the airplane and the first flight, commercial flying has increased in popularity exponentially. With that exponential growth in popularity came a necessity for airports to be more than the simple structures on the edge of airfields that they once were. Once international service was offered to the public, airports became international gateways that had to serve and process hundreds, then thousands and now millions of passengers a year. When the processing numbers were lower, architects could focus on form to create terminals that excited the public. Eero Saarinen was one of many who revolutionized the look of airport architecture with his TWA Terminal at JFK International Airport in 1962. When the numbers of passengers grew to massive proportions, airports had to focus more on how to process massive throngs in the most efficient way possible, which called for vast, open spaces often with multiple levels. Then, after 9/11, security took precedence over any other function of the airport, and efficiency combined with surveillance was the most important aspect of any airport’s design. In order to accommodate this heightened security, combined with extensive and colossal open spaces, a common language for the architecture of terminals has developed, which has caused airports across the globe to be designed in similar manners, with an almost complete disregard for the human beings who pass through these superstructures.
This thesis will weave together several different strands of research to help address this situation, from sense of place (or lack thereof), the perception of the human body and its senses, the creation of memory, to globalization and the opportunities already hidden within airports today. These concepts will be brought together to show that when utilized and maximized in appropriate ways, a vital place that lives in the memories of visitors as a postive experience can indeed be born in the form of a new airport. With regard to the sense of place, Edward Relph, Christian Norberg-Schulz, and Marc Auge will be discussed, along with Liane LeFevre and Alex Tzonis through the lens of critical regionalism. Robert Sokolowski and Martin Heidegger will be referenced with regard to bodily perception and comprehension of surroundings. A discussion of the fascinating dichotomy of stillness to motion that occurs within airports will be delved into through the work of David Bissell and Gillian Fuller and discussed as an opportunity for engagement and deeper perception. This then leads into a study of airports and the qualities of air travel today, which will expose their inherently positive (albeit hidden) qualities which are foregrounded in the writings of Alain de Botton. Finally, a discussion of globalization’s effects on all of these elements will be brought into focus through the musings of John Kasarda and Greg Lindsay. The overall goal, then, is to use these sources to come to understand how it is that architecture can stimulate our senses and memory by exploring, if not exploiting, the dichotomies that already exist within airports, and the traits that made travelling by air, at one time, a thrilling Figure 2_Images from air- ports around the world. experience, to create a new wonderful standard for the traveling experience. 15 Problem
Over the past three decades, airports have been reduced to uninspired, highly sterile and locally irrelevant people processing machines. The consequence of this is the jaded, disengaged attitude of today’s air traveler. Because the basic purpose of an airport’s existence is as a means to process people, planes and goods in the most efficient manner possible, the desire to create a sense of arrival or departure, a first or last impression, has become almost extinct within airport officials and designers. There needs to be an understanding that creating a lasting impression and functionality are not mutually exclusive concepts and that these goals can work together to create a new generation of airports. In fact, an airport that leaves a lasting, positive impression on travellers will indeed become the airport of choice, as it is very rare for an airport experience to be postive, let alone trip-defining.
This problem set is relevant across a vast majority of airports, and can especially be seen at Boston’s General Edward Lawrence Logan International Airport. Logan is a prime example of placelessness in the extreme and the fact that it has been operating beyond its capacity for several years now contributes to the lack of comfort and personal space for passengers using it as a gateway. Not only is Logan overcrowded, but its user-friendliness, character and individuality have also fallen victim to the trends of bygone eras, necessity of extreme functionality and sheer scale of program. Beyond this, it is not at all relevant to Boston, or more importantly, its location and its specific site just outside of Boston. Logan International Airport is a prime candidate for an architectural intervention to re- establish a sense of place and arrival for the gateway to Boston, and a sense of wonder and engagement for the air travelers and airport employees.
Figure 3_ The current state of airports around the world.
16 Background A Brief History of Aviation and Terminal Design
The ancient Greeks told the story of Icarus’s ill-fated flight. Sheherezade told stories involving flying magic carpets. DC Comics creatives gave Superman the power of flight. Even today we tell each other “the sky’s the limit.” The thought of flying has always enticed humans and captured our imaginations. Through the 1800’s, men were experimenting with glider planes, but Wilbur and Orville Wright changed everything when they succeeded in completing the first powered flight in Kitty Hawk, North Carolina on December 17, 1903.1 From this point in history, aeronautics developed at a phenomenal rate. For example, the United States’ first commercial flight was just eleven years later in 1914 over Tampa Bay, Florida.2 The first international flight service began in August of 1919 in Europe, and a mere 10 years later in 1929, a rapidly growing Pan American Airways had upwards of 1200 employees and was operating out of 71 different airports.3 This is only a sampling of how Figure 4.1_ First Flight, quickly air travel developed at the beginning of its existence. Air travel, and consequently Wright Brothers, 1903 the airport as a building type, was and still is one of the most rapidly growing and evolving commodities of the past century, and it certainly isn’t showing any sign of slowing down.
By World War I, the utilization of airplanes helped not only to refine aviation technologies but made planes more important to the general public, as they were integral in the fighting and the ending of that war. After the war ended, bombers were refitted with upholstered chairs to accommodate up to an impressive 26 passengers,4 a previously unprecedented number to be flying in one plane at one time. The first “airports” were Figure 4.2_ Buffalo Municipal Airport, merely a collection of sheds dispersed around the perimeter of muddy airfields, but Europe plan, 1927 set the precedent by introducing the concept of the air passenger terminal as a relatively comfortable building featuring specifically designated ticketing and waiting areas. Famous American pilot and aviation enthusiast Charles Lindbergh witnessed this new building type firsthand after making his first transcontinental flight in 1927, and saw that not only was flying growing very fashionable in Europe, but also that hundreds of thousands of Europeans had already flown. He came to realize that the United States was falling rapidly behind the times, and upon returning home set out to convince his home country of the value of investing in airport and airline development, as well as helping to fund the efforts himself. Charles Lindbergh’s enthusiasm (along with that of foresighted politicians and other famous pilots) for air travel and dedication to the necessary ground facilities to provide service for the planes, crews and passengers is largely responsible for the initial
1 “The Wright Brothers - First Flight, 1903”, EyeWitness to History, www.eyewitnesstohistory.com (2003), (12 October 2011). 2 Smithsoniun National Air and Space Museum, “The Early Years of Air Transportation.” http://www. nasm.si.edu/americabyair/early_years/early_years01.cfm, (12 October, 2011). 3 Alastair Gordon, Naked Airport: A Cultural History of the World’s Most Revolutionary Structure (Chicago: University of Chicago Press, 2004), 41. 4 Ibid., 13. 18 growth of air travel popularity. They helped their countrymen and women to see the benefits, values and excitement that come with air travel.
The late 1920s proved to be critical in the development of the aviation industry, with air travel being seen as simultaneously sexy and risky, and with huge draw for financial investors and corporations. An example of this early era is one of the first comprehensively Figure 4.3_Ford Airport, Dearborn, MI, 1927 planned airports: Ford Airport in Dearborn, Michigan. Here, efficiency was already beginning to play a major role in airport design. However, in these early airports, the efficiency was not so much for pure processing purposes as it was to show an intrigued, if doubtful, public that air travel was indeed safe and worth their time and money, in a time when several aircraft crashes were convincing them that air travel was dangerous. Figure 4.4_Swan Island Airport, Nonetheless, by 1930 there were more than 60 passenger airlines operating in the U.S. Portland, Oregon 1928 alone, a number truly indicative of the boom of air travel that would continue to grow exponentially through the next century.
Through the 1920s and 1930s, airports and airplanes continued to be developed, and as technology increased, so did the comfort provided by terminals. Although, the decreasing number of fatalities associated with air travel didn’t hurt public opinion either. During this time, airports were designed largely in the Art Deco style, often with major rail terminals as precedents, and featured a clean and streamlined aesthetic developed from the look of the DC-3 propeller planes (the most popular planes used for passenger transport in this era). Air passengers during this era were still predominantly very wealthy individuals, and planes were slowly moving past being just ex-WWI bombers retrofitted with chairs, and in-flight service continued to improve with the addition of Stewardesses to the flight crew. One of the first breakthroughs of airport design came from Pan Am’s visionary founder and chief executive Juan Trippe, who realized the importance of the airport Figure 4.5_Interior of Pan Am’s Miami Airport, 1928 terminal as a building type and wanted the terminal to be more than simply a ticketing and waiting depot, but a preview of the adventure of flight. He and his architects Delano and Aldrich made this concept into a reality at Pan Am’s Miami Terminal. This terminal was sleekly designed on both the interior and exterior, with streamlined curves that reflected the aerodynamics of the planes it serviced. It also featured comfortable wicker furniture in the waiting lounges,5 which spoke to the beach location in Miami. Furthermore, it took into account people’s curiosity about flight: there were balconies for waiting passengers to watch the movements of the airplanes.
In the 1930s, President Roosevelt furthered the design of air terminals, as well as their position in our society, by implicating airports in the Work Projects Administration, or WPA. The federal government helped fund numerous airport expansions along with new terminals, with the most impressive federal funding being the $27 million dollars granted to New York mayor Fiorello LaGuardia for a new airport in Queens. All the while, air passenger numbers continued to climb, airplane technology continued to improve, and with the continued growth and dispersion of the population of the United States, travelling
5 Ibid., 47. 19 by air started to seem not only viable, but also the best choice for long distance journeys. This was further supported by politicians making highly publicized flights to various cities and their airports for campaigns, instead of the traditional (and slower) train campaigns. Speed and efficiency was starting to come into play, and airports had to keep up with this changing trend in the minds of the public and its authority figures. In 1939 the massive LaGuardia Airport proved to be another breakthrough in airport design history with its 558-acre site and four runways. The sheer size of the area that this airport covered was quite simply unprecedented at the time, and would set the bar for future large-scale airport development projects.
Figure 4.6_ Friendship Following World War II, the popularity of air travel got another massive boost Airport, Baltimore, built 1949 due largely to the fact that airplanes had again played a significant role in fighting and winning the war. The general public also tended to have more disposable income than in the past, which meant that many family vacations no longer consisted of long car rides to national parks, but thrilling flights to new, exciting locations. The steady growth of business during this time also meant that there was a huge increase of men flying for business purposes. Flying also started to appear more in movies than before, which brought it even Figure 4.7_Greater closer to the public eye and heart. By 1946, 12.5 million American passengers had flown Pittsburgh, built 1952 domestically, and ten years later an impressive 40 million had flown. The airports of the 1930s and early 1940s simply couldn’t keep up with the steadily climbing numbers of air travelers. Lowering costs, increased desire for mobility and increased international flights also helped popularize air travel through the fifties, and new building technologies began to allow architects to explore forms beyond the simple terminals of the past, and a necessity Figure 4.8_Renfrew for a large number of gates further pushed the frontiers of airport design and capacity. Airport, Scotland, built 1956 Baltimore’s Friendship Airport was one of the first to truly attempt to accommodate the ever-growing throngs of air passengers, with over an acre of internal floor area.
Probably the most defining era of airport design was the end of the 1950s and the early 1960s, an era commonly called the “jet age” as a result of the dramatic new development in airplane technology known as the jet. Jets not only helped shoot air travel to the foreground of public attention, but also inspired the aesthetic and culture of the Figure 4.9_Stewardesses, LAX, circa. 1960s entire era, with everything from furniture to vehicles aspiring to its sleek new look. The jet also was symbolic of all things modern, sexy, mysterious and fast. For the first time the concept of “jet-lag” entered the english lexicon, and the “jet set” referred to fabulously wealthy and trendy international travelers. Flying entered into pop culture more than it ever had before with books, movies and songs all dedicated to it. Sex was used more heavily in marketing, with airlines dressing their stewardesses in snappy uniforms and posing them on and around the sleek jets. The introduction of the concept of the mile- high club into popular culture meant that the sexiness of air travel went much further than airline marketing as well. However, all of this enthusiasm for flying, international intrigue and leaving your troubles behind waned by the mid 60s, as regular, smooth and now uneventful flights became commonplace. This affected airport architecture, and architects and designers looked to re-capture the amorous feelings towards flying with sexy and
20 L-R: Figure 4.10_Pan Am “Worldport” Terminal, Idlewild (JFK), finished 1960 Figure 4.11_Map of Idlewild (JFK) as of 1962 aerodynamic forms to match the sleek look of the jets, a real departure for architecture in general from the past eras. “If movies weren’t sufficient, the jet terminals themselves would become environments of pure sensation and supply the missing narrative: a sense Figure 4.12_Dulles of movement, transition and excitement that flight itself no longer provided…the spirit of International, exterior, flight, inside and out.”6 finished 1963
Eero Saarinen was among the biggest proponents of new exciting airports to reignite the enthusiasm for air travel. His TWA terminal at JFK airport featured swooping forms reminiscent of a bird’s wings, and the new terminal at Dulles Airport outside of Washington, DC captured the weightless feel of flying with its panoramic windows Figure 4.13_Dulles International, interior, and massive, floating roof. These are the prime examples of jet age architecture at its finished 1963 finest. Another key example is the Pan Am terminal, also at JFK. Appropriately called the “WorldPort” as the home base for Pan Am’s international jaunts, it was designed by Ives, Turano & Gardner Associated Architects with Walter Prokosch of Tippets-Abbett- McCarthy-Stratton. Its roof structure resembled a sort of flying saucer in that it was a massive disc which allowed for a grand cantilever around the entire circumference of the passenger terminal. PanAm’s jets would park with their noses under the cantilever, and this simple engagement started to blur the line between the edge of the terminal and the airplane and a passenger’s adventure. This was a thrilling time for design, as architecture Figure 4.14_TWA Terminal, and engineering worked together to create marvels of the modern day. These buildings exterior, JFK, finished 1962 worked as they were intended to, and also acted as “three dimensional billboards”7 for airlines, advertising the excitement that could come with flying. Even people who weren’t flying were intrigued and came to airports to eat in their restaurants or just soak up the atmosphere. Figure 4.15_TWA Terminal, The height of the jet age fueled the public’s desire to take to the skies. International interior, JFK, finished 1962 and multi-location business made business travel much more commonplace, and air travel was accessible to almost anyone who wanted to fly. With the new exciting architecture as a fitting bridge for their upcoming journey into the clouds, the one thing that the architects didn’t account for was that the already vast numbers of fliers would continue to grow exponentially. By the end of 1968, 154 million airline tickets had been purchased in that year in the U.S. alone.8 With these passengers came unbelievable traffic and congestion at the small if beautiful terminals of the preceding decade. The jumbo jet was introduced Figure 4.16_Pan Am flight, in1970 to accommodate these passenger numbers. Development of international circa 1960s businesses and hotel chains meant one could travel abroad without ever leaving the
6 Ibid., 177. 7 Ibid., 202. 8 Ibid., 219. 21 comforts of home. Sadly this also helped lead to the sense of monotony across cities and nations and in their gateways, a feeling that continued to grow as the airport capacities continued to grow, and people were moved from one sealed container into another. This was the beginning of globalization: the beginning of the death of the romantic airports of the early 1960s.
Figure 4.17_Atlanta Into the 1970s and 1980s airlines had to expand or relocate in order to Hartsfield, finished 1980 accommodate unprecedented numbers of travelers, and security also had to be intensified from its almost non-existent state in the 1950s and 1960s because along with the rise of passenger numbers came a rise in the number of attacks on airplanes: bombings and hijackings. The passenger had previously been treated as royalty but was now being treated as a potential suspect until clearing security. Airport design was mimicking the tenseness of the times by being significantly less open both between interior spaces and from the exterior, and featuring a continued increase in efficiency. “The free standing terminal lost its architectural identity. The martini-modern aesthetic of the 1960s gave way to an ad hoc style of hyperextended breezeways.”9 By the late 1970s, among the other strife Figure 4.18_Cincinnati- that was erupting around the world, corruption within the airlines led to the passing of the Northern Kentucky, finished circa 1985 Airline Deregulation Act of 1978. The main effect of the Airline Deregulation Act on terminal design was that fares and routes were now up to the airlines. Airlines had to compete for routes and passengers, which meant that fares dropped creating a dramatic increase in passengers. This act was also responsible for the introduction of the airline hub, and therefore the layover. Both of these effects necessitated massive expansions to terminals across the country, and indeed the world, to compensate for these new unprecedented Figure 4.19_Denver passenger numbers who were now spending much more time in terminals.10 Through International, finished 1995 these series of events, air travel had been completely reduced to a boring, unpleasant and completely apathetic experience. A prime example of this trend of airport architecture is the Midfield Complex at Hartsfield-Jackson Atlanta International Airport, opened in 1980, which features 7 massive parallel concourses, and is connected underground by a “people mover” tram.
Figure 4.20_Madrid- Another wave of attempts at bringing back the grandness that had once belonged Barajas International, Terminal 4, finished 2006 to the airport terminal was made in the 1990s, but by this point the sheer scale of airports made it increasingly difficult to create any sort of memorable experience, and the forms of the buildings were often reduced to literal imitations of the natural landscape around them (i.e. Denver International Airport in 1995 by Fentress Bradburn Architects). The challenge of creating a pleasant airport was exacerbated further with the awful events of September 11, 2001 and the ensuing plunge into the attempt at ultra secure terminals FIgure 4.21_Beijing with the implementation of the Transportation Security Administration (TSA). All of these International Airport, Terminal 3, finished 2008 elements combine to further remove the passenger from an enjoyable airport and flying experience. Even today, passenger numbers continue to climb and security issues remain very real, which perpetuates the challenges of designing a user-friendly airport. However,
9 Ibid. , 221. 10 U.S. Centennial of Flight Commision, “Deregulation and Its Consequences,” http://www.centennialof flight.gov/essay/Commercial_Aviation/Dereg/Tran8.htm (12 October 2011). 22 some very large scale airports have successfully retained some degree of character, such as Norman Foster’s 2008 Beijing International Airport Terminal 3, which is an impressive 5km long, but somehow isn’t stale. The same goes for Madrid Barajas Airport by Richard Rogers Partnership with Estudio Lamela in 2006, which isn’t quite as large as Foster’s Beijing terminal, but is still of a grand scale.
What is the next step in airport architecture? Can the passenger be lured back into the airport, the travelling, and the flying experience? It is not a hopeless cause, and this thesis aims to explore ways to bring the humility, life and human scale back into what was previously a wonderful airport experience. It is the position of this thesis that as long as people need to fly, they should have an enhanced experience from curb to gate to prepare them for their departure into the sky, and to receive them graciously at their destination.
trends enger pass rst commercial the Hub is realized: passenger ight layovers invention of the Wright Brothers: aircrafts used jumbo jet: security takes over: rst powered ight passenger numbers to win WW1: grow exponentially 9/11 visibility and popularity of planes grow + disposable income: more international ights, jet lag
dream of possiblity of ight time
sustainable ying? airport construction bio jet fuels come onto rst transatlantic boom after WW2 the scene solo ight by Lindbergh Passenger terminals begin to evolve as designed structures
FIgure 4.22_Timeline of aviation’s main events
23 Airports and Boston
Since the beginning of man’s existence, we have wanted to take to the skies and fly high above the earth, defying gravity and all other mortal limitations. There was never a time mankind hasn’t dreamt about the amazing possibility of soaring through the air: ancient people wrote myths about it, artists depicted it, and authors have published great works of fiction about it. Even today, when one has dreams featuring flying, it is meant to symbolize freedom and grand perspective. The fantasies were finally actualized with the first powered flight in 1903. The technology of flight has come a very long way in the short time that it has been in existence, from that first flight where staying off the ground for a couple of minutes was counted as an epic success, to only just over a century later, when the double decked Airbus A380 can take us halfway around the world safely, and in relative comfort, in about 12 hours. Although the reality of flight has come so far in such a short time, today flying has become commonplace, unexciting, and doesn’t enthrall the senses or the imagination of the general public. The state of the word’s airports is largely to blame for this regrettable suppression of mankind’s love of the skies and the technologies that made reaching them attainable.
The goal of this thesis is to revive the wonder that once surrounded air travel by designing a new airport facility. I intend to explore the many fascinating dualities of the airport, among which is the intriguing fact that airports are at any given moment a host to both vibrant and often chaotic mobility as well as completely static life (a motionlessness that is also often quite hectic in its very essence). Beyond that, the fact that airports have become placeless, as Rem Koolhaas terms it, “junkspace”1 does not connect with the thrilling event that is thrusting down the runway at 170 miles per hour and ascending into the clouds. Koolhaas says that “[j]unkspace is what remains after modernization has run its course, or, more precisely, what coagulates while modernization is in progress, its fallout.” This is precisely the case for the modern airport terminal. However, although air travel has been reduced to being utterly mundane, it still contains that element of adventure, of taking your life into your hands when you surge down the runway. Also, many people are still afraid to fly, which is why I will also explore the soothing and calming effects that architecture can have on the body, which could be a perfect remedy for the otherwise hectic motionlessness.
More specifically, this thesis proposes a satellite terminal for Boston’s Logan International Airport. The “client” for whom this facility is designed is the city of Boston, as well as MassPort. The Massachusetts Port Authority, or MassPort, is not a state agency;
1 Rem Koolhaas, “Junkspace.” October. 100, Obsolescence (Spring, 2002): 175-190, http://www.jstor.org/ pss/779098. (16 October 2011). 24 rather it is an independent public authority. MassPort is committed to “promoting economic growth and opportunity, enhancing the quality of life of New England residents and protecting the freedom to travel safely, securely, efficiently and cost-effectively.”2 MassPort is the organization that operates seaports and airports in eastern and central Figure 4.23_ Massachusetts, mainly the port of Boston, and consequently oversees the operation and MassPort Logo development of Logan. On their website, they further state, “whether you are flying for business or pleasure, connecting with friends, family or clients… or simply commuting to work each morning, MassPort is here to serve you…to give you a safe, comfortable and convenient travel experience whatever your transportation needs.”3 In this sense, MassPort’s mission aligns directly with the aims of this thesis, albeit in a much more basic sense. The end client that MassPort is concerned with is their customer: the person who flies using one of their airports, the business that ships things via one of their terminals. They want to provide the best possible travelling experience because Logan has consistently been ranked as one of the worst airports in the nation for congestion and delays. This has negatively impacted its customers’ desire to fly through Logan, which in turn effects its profits. As the operating agent of New England’s main gateway, MassPort is concerned with the appearance and functionality of the entry point to their region. They are pressured heavily to push Logan to be the best version of itself so that it will reflect well on Boston as a major city of the world, and New England as a tourist destination and home.
MassPort positions itself differently from the Massachusetts Bay Transportation Authority (MBTA) or the Massachusetts Department of Transportation (MassDOT) because MassPort has much fewer but larger facilities that they oversee, and therefore must see to it that those facilities run extremely smoothly. Also, MassPort, as Port Authority, oversees the facilities through which people enter and exit Boston. This requires a critical effort of assuring that people’s expectations of technology, building state and functionality are met, whereas MBTA is concerned mostly with transportation in and directly around the city of Boston. The MBTA runs the subway trains as well, where MassPort’s authority doesn’t extend onto the planes flying in and out of Boston, but ends at the jet bridge’s furthest reach, which makes the customer’s experience within their airport that much more important to them. Although the MBTA certainly is concerned with their T subway stops, they are more concerned with running an efficient and timely train service, and that is what their customers are most concerned with as well (not to mention that people spend significantly less time at T stops than they do at airports).
The other tiers of clients with whom this thesis is concerned have much different goals than MassPort. A commuter airline, such as Porter Airlines, is dedicated to giving first-rate service to its busy and often important clientele. Porter Airlines is a relatively new airline that is concerned with providing superior service with style and excellence, with a brand promise of “flying refined,” they “offer you convenience, speed, and seamless service
2 MassPort, “MassPort’s Mission” http://www.massport.com/massport/about-massport/Pages/mass portmission.aspx (13 October 2011). 3 MassPort, “About MassPort” http://www.massport.com/massport/about-massport/Pages/AboutMass port.aspx (13 October 2011). 25 in your short-haul air travel. The Porter travel experience is simple, hassle free and dignified, reflecting the days when flying was fun, exciting, and a part of the journey to look forward to.”4 This client also aligns wonderfully with this thesis’s goals, and is set apart from its competition by catering specifically to business and short haul fliers, serving only a select few airports, and is most concerned with providing the best possible flying experience, as opposed to making the most money (although profits will be a result of the airline’s increasing popularity because of their attention to service). Beyond these small airlines, this thesis is concerned with the well being of the employees of the airport and ground and air crews of the airlines and airport, as they directly impact the fliers’ experiences. Of course, the most important end clients are the passengers themselves. Today’s fliers are concerned with the environment, meeting the time requirements of their schedules, and saving money. Their interaction with the airport has fallen almost completely below their radar, and they are most concerned with the length of lines that they will have to endure before making it to their departure gates.
Aviation is a major part of not only Boston’s but also New England’s economy, with Logan alone pumping about $7 billion into the economy in the past year, and employing approximately 12,000 people.5 Logan is New England’s largest airport, and is currently the 20th largest airport in the United States with regard to passenger volume and ranked 19th in flight arrivals and departures.6 However, Logan is beyond its capacity, with no place to expand, and so it has had to delegate some of its air traffic to several other airports in the greater New England region, with the two main relief airports being Manchester-Boston Regional Airport, located 43.8 miles north of Boston in Manchester, NH, and Theodore Francis Green Airport in Warwick, Rhode Island, approximately 65 miles south of Boston. The Federal Aviation Administration’s (FAA) regional office for New England has opted to continue to delegate air traffic to prevent further congestion at Logan, thereby preventing more delays and consequently more customer dissatisfaction. However, this plan of action removes a hefty chunk of revenue from Boston, something that MassPort would naturally want to return to its jurisdiction. MassPort is ultimately concerned with sustaining (and improving) the economic well-being of Boston and consequently New England, providing the best possible customer service to its travelers and protecting the passengers’ ability to travel safely and cost-effectively.
Although Logan is not a hub for any major airlines, it is the hub for the regional airline Cape Air, and it is the busiest airport that doesn’t serve as a major hub. MassPort would be very inclined to build a relief satellite terminal for Logan located within the greater Boston Metropolitan area, and therefore much closer than any other supporting air service provider to downtown Boston. This new terminal would cater to commuter,
4 Porter Airlines, “Flying Refined,” https://www.flyporter.com/Best-Airline/Service?culture=en-CA, (13 October 2011). 5 MassPort, “About Logan,” http://www.massport.com/logan-airport/about-logan/Pages/Default.aspx, (13 October 2011). 6 Ibid., “History,” http://www.massport.com/logan-airport/about-logan/Pages/LoganHistory.aspx, (13 October 2011). 26 local and regional flights, especially because Logan is considered a “non-connecting hub.”7 Having the satellite slightly removed from the rest of the airport’s facilities would pose no issue, as 90% of Logan’s passengers are “final destination”8 passengers, in that they are ending their journey in Boston, not connecting to another flight. Also, as of 1999, 54% of Boston’s passengers were business travelers,9 so to relocate a sizeable amount of that traffic to this new terminal will vastly lighten the load on Logan, freeing it to become a much more efficient and customer service oriented airport, thereby bringing up its national rankings, which are currently surprisingly low.
There are many organizations that would have a stake in a new satellite airport for Boston’s Logan International, besides the people and city of Boston. The Massachusetts Department of Transportation, Aeronautics Division, the Federal Aviation Administration and its New England Regional office, and the Massachusetts Port Authority (MassPort) are among those that would be most involved in the planning process. This thesis focuses on MassPort as the client, as they are the most intimately involved with this terminal in the Boston area and its effects on Logan, the city of Boston, as well as other regional airports. However, reference to the FAA is needed because their regulations will certainly affect the site plan, and in reality they would have final say on the functional design of the airport and its runways. The end clients, of course, are the airlines, passengers, flight crews and airport employees utilizing the new terminal, as it is their experience that this thesis is aiming to improve.
7 Economic Development Research Group, “Logan International Airport’s Evolving Role in the New England Economy,” December, 2001, Page 7-8, http://www.edrgroup.com/pdf/econ%20role%20 of%20logan%20airport-dec13%20fixed.pdf (14 October 2011). 8 Ibid. 9 Ibid. 27 Solving the Problem
Boston’s Logan Airport has reached a crossroads wherein further physical expansion on the present site is not possible due to its location on a peninsula. However, the international, commuter, business, and other regional air travel demands on the airport continue to increase, as previously described. This thesis proposes development of a Relief Airport in Quincy, MA specifically designed to cater to short haul/business and commuter air travelers. The proposed site in Quincy is accessible by the MBTA mass transit system from Logan Airport and metro Boston, as well as highways I-93, which connects Quncy to Boston and points north, Rt. 3, the primary highway from Cape Cod south of Quincy, and Rt. 128, a beltway around metropolitan Boston.
Approvals for this project would need to be obtained from multiple interested parties: the city of Boston, MassPort, Middlesex County, the town of Quincy, Norfolk County, with additional appoval needed from the FAA for the site plan and overall design of the new terminal. The only group that would be blatantly excluded from this proposed project would be the general commercially flying public concerned with making longer or international trips. Logan has a brand new international terminal, and is working on updating one of their domestic terminals. Removing the short haul and commuter fliers from the general fray of the centralized terminals will relieve pressure from the overcrowded terminals, and will serve to improve service to the other customers by extension. The positive outcome of this project would benefit not only the travelers flying in and out of the terminal, but could also positively impact the employees of the airlines and airport, and the image of Boston as a first rate city with top notch amenities.
In solving the problem of the common airport, the interaction with the architecture of the airport with the passengers will be the most critical element in the design process. This intersection has been proven to be successful through other phenomenologically- driven projects such as Peter Zumthor’s Therme Vals, or Tadao Ando’s Church of Light, both of whose character goes well beyond simply being a building to being a full sensory and bodily experience. However, these buildings are fundamentally and intrinsically different from the building type that is the airport. With these examples, people arrive expecting a sense of calm and quiet to experience rejuvenation. On the other hand, the majority of people who enter airports are expecting (and reliably have) a stressful experience. Can From top to bottom, fIgures 4.24-4.27_ these people have their senses enticed and awakened, to re-enter a mentality of wonder Therme Vals regarding air travel, when all their previous experiences have pointed their memory in the by Peter Zumthor exact opposite direction? Can this standard of experience be reversed when travelers walk
28 into the building expecting only an affirmation of all of their past experiences, from long lines to rude employee interactions to uncomfortable seating and impersonal scaleless spaces?
The answer is not simple, which is why no great strides have been made with regard to improving the airport experience. It will take time, as well as strong design, for the negative expectations of stress, delays and disappointment to be replaced by feelings of wonder, excitement and positive anticipation. Many airlines, such as Virgin and Porter, have already realized the value of making these changes, and have designed the passenger experience to be fresh, trendy, comfortable and generally positive. In the end it is these airlines that will succeed, as they value their customers’ mental and bodily experience more; this thesis proposes it is the same way with airport architecture. The goal is to propose a completely new breed of airport by designing not only for function or for cultural relevance, but also for the full range of sensory experiences of the people using that building on a daily or once-in-a-lifetime basis.
This design project will yield a terminal specific to Boston in its overall character, feature spaces that are desirable to spend time in, please the senses, soothe the nerves, and exploit the fascinating simultaneous dualities of the airport, among which is the fact that the airport is both transient and static at any given moment. The end goal is to bring back the joy and excitement of air travel without all of the negative elements that we have come to regard as standards in our airport experiences. As the bridge between earth and sky, arrival and destination, and the singular convergence point of hundreds of thousands of lives, experiences, and itineraries, the airport should be anything but the dull, sterile place that it is today.
29 Theoretical Background Sense of Place
Among the most important topics for laying the theoretical basis of this thesis project is the notion of place and its counterpart non-place. A majority of airport designers around the globe have realized this important issue and attempted to incorporate some sense of place into their terminals. However, their responses are generally only superficial solutions. For example, in Charlotte, North Carolina, the lounge areas feature rocking chairs as a nod to the front porches and culture of the South. However, not only is this response
Figure 5.1_ Rocking chairs in not integrated in the architecture, but other airport designers noticed the success of the Charlotte Airport rocking chairs and now rocking chairs are found in terminals from Philadelphia to Boston, which meant that the chairs in Charlotte were then less meaningful. Artist Martha Rosler writes, “in the airport, as in a giant shopping mall or an immense natural history museum, an aerial schematic map tells you, ‘You are here.”1 But really, where is “here”? This thesis argues that there is a way to indicate to weary travelers where they are in the world, as well as within the airport, in a much more inherent way. The sources discussed throughout this chapter will explain what it means to truly have a sense of place, or lack thereof, what
Figure 5.2_Rocking chairs in characteristics are necessary for human beings to want to spend time in a “place,” and how Philadelphia International Airport designers can pull from this comprehension ways of designing spaces that become places to the people who occupy them.
The geographer Edward Relph’s Place and Placelessness is one of the foremost sources regarding the concept of place. At the beginning of his book, Relph says, “to be human is to live in a world that is filled with significant places: to be human is to have and to know your place.” 2 What then, is place? To begin we must also first understand what space is, as space provides the context for place. Relph divides space into a few subcategories, among which are primitive, perceptual and existential or lived-space. Primitive space is the most basic context for our existence: that which we perceive to be above, below, left, right, or all around us. This also extends beyond our perception to our emotions and our memories, all of which have implications on the spaces around us, and conversely that spaces and places also have the power to impact our emotions and memories. Lastly, lived space has to do with our understanding of our perception of space as a member of a cultural group. Relph’s lived-space is culturally defined, and therefore while all members of a particular culture understand it, it may not be legible to a member of a different culture. Essentially, according to Relph, space is the area of our immediate experience, perception and existence. In this sense, it is what phenomenology generally calls the “lifeworld.” Edmund Husserl, a German philosopher generally considered to be the father of phenomenology, developed the term in his 1954 book Crisis of European Sciences and
1 Martha Rosler, “In the Place of the Public: Observations of a Frequent Flier.” Assemblage. No 25. (Dec.,1994): 44-79. http://www.jstor.org/stable/3171387. (16 October 2011), 70. 2 Edward Relph, Place and Placelessness (London: Pion Limited, 1976 ), 1. 31 Transcendental Phenomenology. Essentially, the lifeworld can be considered the background for our existence. It is everything that surrounds us, whether we are conscious of it or not; it is inexhaustible to attempt to comprehend.3
From this understanding of space we gain an understanding of place. “Those aspects of the lived-world that we distinguish as places are differentiated because they involve a concentration of our intentions, our attitudes, purposes and experience… The essence of place lies in the largely unselfconscious intentionality that defines places as profound centres of human existence.”4 As a geographer, Relph argues that place and landscape are inextricably intertwined, with a place’s identity and character defined by its landscape. Public places are created through shared experiences, involvements and therefore meanings, and consequently stand out as focal points from their surroundings in the lifeworld. This also applies to individuals’ perceptions of place as the context for the experiences and events of our lives. Relph argues that beyond simply existing in a place, to have deep ties to that place is a basic human need. It helps an individual to have a grasp on one’s purpose in life, as places inherently have strong senses of identity and security. Each individual has their own account of a place, and depending on how a person experiences that place, from walking or driving along a street, their perception of that place will be unique to them. “Image of place” is a critical element to the identity of place for an individual as the “mental picture composed of the experiences, attitudes, memories and immediate sensations” 5 associated with that place. Beyond individual understanding of place, there is also the collective image of a place that a group or culture has that will affect individual place images.
Other key components of place are what Relph, and Christian Norberg-Schulz before him, term “insideness” and “outsideness.” This is much more than simply being enclosed by a building. Being “inside” can also apply to being in a town or in a region. According to Relph, in order to fully experience the complete essence of place, one must belong to, and identify with, that place, and “the more profoundly inside you are the stronger is this identity with the place.”6 Relph further explains that when one is inside a place, they are truly surrounded by it and thereby become a part of it. Being inside is more than just realizing one’s physical location, it is a combination of the physical characteristics of the place, the meanings one derives from it and the activities one partakes in within that space. Essentially, by being inside a place, one is marked by the place, similarly to the way that we can physically or literally leave our marks on things (carving one’s name on a tree), although with regard to perception and not physicality.
The duality of insideness and outsideness of a place also brings to the forefront the important concept of the gateway, which can then be explored literally with the
3 Edmumd Husserl, The Crisis of Eurpoean Sciences and Transcendental Phenomenology, trans. David Carr (Evanston: Northwestern University Press, 1970). 4 Edward Relph, Place and Placelessness (London: Pion Limited, 1976 ), 43. 5 Ibid., 56. 6 Ibid., 49. 32 airport serving as gateway, an inside to the outside of the flight, and then the destination. Relph makes the distinction regarding “incidental outsideness” which is when “places are experienced as little more than background or setting for activities, and are quite incidental to those activities.”7 This distinction captures the quintessence of today’s large airports, which are the most transient places, or non-places, with passengers and flight crews passing through them without giving them a second glance. Contrasting this condition is “empathetic insideness,” which “demands a willingness to be open to significances of a place, to feel it, to know and respect its symbols…really seeing into and appreciating the essential Figure 5.3_Seal of Authenticity? elements of its identity.”8 Relph’s empathetic outsideness describes the current state of airports and their occupants, whereas empathetic insideness is part of the goal of this thesis with regard to enlivening the engagement between the passengers and the terminal. Lastly, Relph discusses the importance of sense of place and authentic place making. Obtaining an authentic sense of place requires not only genuine awareness of the place, but also an awareness of self in the Heideggerian sense of Being in the lifeworld, which will be discussed shortly. The concept of authentic place also relies heavily on Norberg-Schulz’s concept of Genius Loci, whereby even outsiders can experience places in an intensely meaningful, direct and therefore personal way.
The opposites of authenticity and place are inauthenticity and placelessness. Relph discusses an inauthenticity of place as a quality that does not require inhabitants to comprehend or even really be aware of a place’s significance or identity beyond the simple fact that it exists. He then defines placelessness as “a weakening of the identity of places to the point where they not only look alike but feel alike and offer the same bland possibilities for experience.”9 He also mentions the concept of kitsch with regard to the non-places which have been “museumised.” This theme is certainly relevant to the airports of today, in their attempts to evoke a sense of place through thoughtless copying of either landscape or tourist attractions. Relph blames travel, tourism, mass culture and mass media for the phenomena of placelessness and inauthenticity. He goes on to state that the current globalizing trends are only serving to “uproot” humans more as they travel and do business all over the globe, and this trend will only continue to grow. However, at the end of his book he offers that there are still prospects for places in such a globalized world, and that placelessness must be “transcended” for the well being of the human psyche.
The current image and sense of place of airports in general is overwhelmingly homogeneous and negative. However, because airports can conjure such intense emotions and images, it seems that they should be categorized as places, albeit usually negative ones. Relph however terms them as being placeless as a result of their scale and lack of character. It is precisely for this reason that the placelessness of the airport seemed the perfect site for a contemporary argument for the reinstatement of experience and place. Whether placeless or simply a negative place, it is precisely this negative image and current understanding of
7 Ibid., 52. 8 Ibid., 54. 9 Ibid., 90. 33 airports as non-places that this thesis is aiming to reverse. Airports can be understood as meaningful places that frame events of the lives of people who pass through them.
Marc Auge’s book Non-Places: An Introduction to Supermodernity is another interesting point of view on the way that today’s globalized culture is effecting the concept of place. Supermodernity, as used by Auge, is composed of the excesses of our world.10 One of these excesses is the overabundance of essentially scale-less space. For example, cities that are in reality several thousand miles apart, and would have in the past taken days or even months of journeying to reach one from the other, are today reduced to separation by mere hours on a plane. This brings us to another indicator of supermodernity’s non- place: the impressive acceleration of various modes of transportation over a relatively short amount of time. These rapid means of transportation have hubs, such as airports, which are consequently at the core of supermodernity and non-place. Auge also makes the argument that the supermodern world that we live in is not devoid of meaning, or does not contain less meaning than an era past, but that in the present day, humans tend to feel an intense need to give meaning to everything around us on a daily basis. We thrive on emphasizing the events that occur around us, and making them memorable. This is made possible by the mass of information that we have ready access to, and the complicated and multifaceted interdependence of what Auge calls the “world system.” This overabundance of events is directly related to the excess of time that we have, although we do not feel that we have. Is it possible to maintain this trend of eventizing? Can every event that we create actually be an event in that it has enough meaning imposed on it to truly make it memorable and effective when there is a sea of other ‘events’ happening around us? With the right architectural and spatial detailing, it can be possible to create an airport that acts as an introductory event to the event that is the journey and the main event that is the destination.
The third overabundance discussed by Auge is that of the individual. This is particularly interesting, as many authors and theorists argue that the real individual as an isolated and unique entity doesn’t actually exist. Many argue that every individual is a reflection of his or her experiences and surroundings, past and present. However, while this may be true, every person still wants to interpret the information they obtain for themselves and by themselves because they continue to believe themselves to be unique. So, although we are comprised of a collection of our experiences and exposures, we still demand the right to the concept of individuality, as futile as that may or may not be. “Absolute individuality is unthinkable…[it is] impossible to dissociate the question of collective identity from that of individual identity.”11 This concept ties into hermeneutics, the study of interpretation, in that we are always already interpreting everything around us. These interpretations inevitably are not our own, but a conglomerate of our often shared histories and experiences. While this may be true, everyone’s experiences are somewhat different even within a shared culture or a family. This extends into the convergence of itineraries at an airport, where everyone is experiencing what is essentially the same spatial sequencing, but perceives and
10 Marc Auge, Non-Places: An Introduction to Supermodernity, trans. John Howe (New York: Verso, 1995), 24. 11 Ibid., 16. 34 understands it somewhat differently. Each human being is still an individual with his or her own personal perception and understandings, even though all of the interpretations are comprised of similar information or input. Each traveler also brings their own confidences, anxieties or neuroses with them through their airport experience, and whether they are a first time flier or a frequent flier, each comes with preconceived notions of what an airport should or should not be. Robert Sokolowski, whose theories will be discussed in more depth in the “Memory and Perception” section of this chapter, puts forward the idea that “a remembered identity is still public, even though our individual slants on it may be private,” and goes on to argue that these “private aspects, with their interwoven resentments and delights, can bring an original illumination on the way things are.”12 This simple fact of interpretation makes challenging those notions that much more difficult as a designer of spatial sequences and experiences.
Auge goes then to another level to remark that the individual in the non-place is disconnected from him/herself as a result of all of the constant contact and interactions with technology and other people. This means that the individual can exist in an environment of stimuli that is completely independent of the real, immediate physical setting. This concept is especially intriguing in the realm of airports, those nodes of supermodern non- place, the points at which the “individual” is most threatened. It is specifically after the security checkpoint that identity melts away, and many simply become passengers on their phones, tablets or computers, or who are reading books or magazines, pacing or people watching. Furthermore, travelers and airport employees alike are constantly bombarded by information through loudspeakers and lit up interior billboards. This thesis is concerned with reconnecting passengers to the realness of their surroundings: the physical and emotional qualities of the place, even when they are constantly connected to the rest of the world.
Much like Relph, Auge then discusses his thoughts that anthropology and place are inextricable, and a place is only a place if it has a strong identity (generally bestowed upon it by the community that resides there), a sense of relation to it (similarly bestowed), and has a strong sense of history or memory (to that community). Auge prescribes that places are for living, and are therefore “where individual itineraries can intersect and mingle.”13 He hypothesizes that what he calls supermodernity is responsible for creating non-places. Non-places are polar opposites to places as they are not historical, individual or relational, and tend to not integrate earlier places. Indeed, non-places often strip inhabitants of their identities completely, an effect that can be found in today’s airport terminals. People in one of these hubs are reduced to a collection of passengers moving through the airport. As soon as one checks in and passes through security, one no longer has a need for one’s identity until required to present a boarding pass to enplane, but at this point the passenger gains a new identity and becomes a number (seat 24F). However, anonymity does not have
12 Robert Sokolowski, Phenomenology of the Human Person (New York: Cambridge University Press, 2008), 165. 13 Marc Auge, Non-Places: An Introduction to Supermodernity, trans. John Howe (New York: Verso, 1995), 54. 35 to be a bad thing, particularly throughout the airport experience. Auge, along with Alain de Botton later in this document, argues that anonymity is part of the allure of the travel experience. Furthermore, in the non-place, the individual becomes a spectator who is not actually absorbed in the spectacle of life and space (or place) around them.14 This is opposed to the place as spectacle, which wholly engages the spectator, as with the example of the Figure 5.4_ Grand Canyon, where one can’t help but be absorbed in one’s surroundings. Auge lumps the airport in with non-places because of its size and brutal functionality (no argument from this author), and mentions that “non-places are there to be passed through.”15 Yet, airports are also vital spaces that are alive with the emotion and commotion of the lives of their inhabitants, and are places with regard to the thousands of itineraries and therefore people Figure 5.5_ that converge and then just as quickly diverge again, which are qualities that this thesis brings to the forefront of passengers’ awareness.
Kenneth Frampton is one of the foremost authors on critical regionalism. In his “Towards a Critical Regionalism,” he makes the case that architecture in general has lost its sense of place and that the responsibility is distributed between the “universal civilization” of Figure 5.6_ our globalized world and its evolving technology. Architects are perpetuating non-place by Figs 5.4-5.6_ Fallingwater, Mill Run, Pennsylvania Frank Lloyd simply reverting back to “nostalgic” styles or deriving a thoughtless aesthetic from contrived Wright sources of inspiration. He mentions the issues that feed into placelessness and offers the beginnings of a set of solutions as a means to rectify the situation. For example, one must work with a site’s natural topographic qualities instead of bulldozing it flat to a clean slate (thereby clearing it of all of its physical history). Utilizing the natural quality of the light on the site is of vital importance- as the light on that site is unique to that specific geographic location and those same exact qualities can be found nowhere else. He also recommends using a particular “structural mode” to inspire a tectonic response, that is, a physical desire to Figure 5.7_ interact with the building.
Frampton mentions Heidegger’s concept of boundary of place as a critical element in any culturally relevant design, and therefore impacting the “dwelling” and “being” that may take place at that location. Frampton also suggests that a direct correlation with the Figure 5.8_ Figs 5.7-5.8_Kaufmann nature of the site can effectively keep the negative effects of globalization at bay. Essentially, Desert House, Palm Springs, California, Richard Neutra critical regionalism boils down to simply paying close attention to, and then integrating the natural qualities of the site in the design, and ensuring that tactility (and therefore a close physical relationship to the materials and the site) is brought to the foreground in the building. Heidegger discusses his concept of “nearness” and how that nearness can be lost in his book Being and Time. According to Heidegger, nearness essentially occurs when one is really in tune with one’s surroundings and oneself, or dwelling.16 Frampton states that Heidegger’s concept of “loss of nearness” is imminent when the desire to touch the construction disappears, thereby reiterating the importance of tactility in architecture to the human occupant. It is a logical consideration to physically get involved with the building
Figure 5.9_Saynatsalo Town 14 Ibid., 70. Hall, Saynatsalo, Finland, Alvar 15 Ibid., 83. Aalto 16 Martin Heidegger, Being and Time, trans. Macquarrie & Robinson (New York: Harper & Row, 1962), 135. 36 one is occupying, but how many times do people touch the building they’re in beyond the prescribed locations (i.e. door handles, light switches). Even with an interesting tactility, one must consider the scale of the human and create spaces specific to that scale or else there will be no interaction between the building and its inhabitant.
Liane Lefaivre and Alex Tzonis are another pair of vital critical regionalists, and they essentially reveal the same basic tenets to critical regionalism as Frampton in their effort Critical Regionalism: Architecture and Identity in a Globalised World. The authors define the term “critical regionalism” as “a regionalism evolved from an internal, self-directed criticism”17 as specified by Lewis Mumford, the original critical regionalist who was deeply concerned by the inevitable control of civilization by the machine. They also argue for the use of locally sourced materials, as well as featuring local forms, as these elements will intrinsically make the building more relevant to its location. Some examples of this argument that are mentioned by the authors are Fallingwater by Frank Lloyd Wright, the Kaufmann Desert House by Richard Neutra and the Saynatsalo Town Hall by Alvar Aalto. All of these pieces of architecture speak about their sites through their form as well as their materials. For example, Saynatsalo features verticality that speaks to the forests of the site and region, whereas the Desert House features long flat planes which accentuate and frame the view of the mountains in the distance. The material choice of warm colored stone on the exterior is an appropriate choice for the hot, arid region that the house is sited in, but the real high note of this house is that Neutra removed as many barriers as possible in between the exterior (site) and the interior. Through this method, the lines of inside/outside and site/ intervention become blurred, allowing for a more intimate interaction with the natural qualities of the site. Conversely, Fallingwater seems to have been built up from the earth and stone of that particular site, and it might as well be a rock formation that already existed on the site, the way that it interacts with the water that flows through the site. Fallingwater’s fieldstone walls speak to the densely forested site which was left mostly natural (as opposed to highly manicured) by the designer and client.
The authors go on to reiterate Mumford’s original warning that simply copying an earlier style of architecture will lead to inauthenticity. Much like Relph, they also decry the kitsch that occurs when regionalism in architecture is inauthentic and obsessed only with the image, as is particular to the case of branding. Lefaivre and Tzonis acknowledge the benefits of technology, but assert that it is to be used carefully so as to avoid a product that feels inhuman. In the end, they recommend that in order to create a successful critically regionalist work of architecture, we should absorb the best of what technology can offer, and avoid mimicking the past while retaining the best of the contemporary local flavor.
The critical regionalist moral that can be gleaned from Lefaivre, Tzonis and Frampton is that designers need to be mindful of the location beyond the physical site and not become obsessed with international design trends that may not be appropriate to the given
17 Liane Lefaivre and Alex Tzonis, Critical Regionalism: Architecture and Identity in a Globalised World (New York: Prestel, 2003), 34. 37 location. A designer must remain informed not only of what is happening internationally, but what each site’s history and physical qualities can bring to a building that can truly be dwelled in, beyond just being a piece of architecture to truly becoming a place. As has been discussed in the history of the building type, airports are notorious for succumbing to the world’s trends and therefore not being specific to their particular site. Implementing these suggestions will help to produce a new airport that is a place in all senses of the word as previously discussed, from anthropology to human engagement.
Genius loci, Latin for “spirit of place,” is a term that is used in contemporary architectural theory to discuss the character or essence of a place, and Christian Norberg- Schulz’s Genius Loci: Towards a Phenomenology of Architecture is the primary source on the topic. Norberg-Schulz begins by defining place in a slightly different way than the other authors previously discussed: “The place is the concrete manifestation of man’s dwelling, and his identity depends on his belonging to places.” 18 It should be mentioned that in the Heideggerian sense, when one is dwelling, one is fully engaged with, open to and aware of their surroundings, thereby finding meaning in existing in that space, which in turn makes it a place. Norberg-Schulz discusses place with regard to inside and outside and their relationship to each other through openings. The degree to which a place is open or closed is integral to its character, and windows are closely tied to the genius loci through light. No two places will have the exact same qualities of sunlight. He goes on to discuss the character of place through the concept that the character of a place is closely tied to its material construction and the articulation of its various components. Norberg-Schulz makes the compelling argument that “the existential purpose of …architecture is…to make a site become place, that is, to uncover the meanings potentially present in the given environment.”19
He goes on to discuss the importance of Heidegger’s concept of dwelling, and the importance of belonging to a place, like Relph and Auge. According to Norberg-Schulz, the identity of a place is comprised of its location, its spatial configuration and again, its articulation. He then makes an interesting point regarding being lost, a regular occurrence in airports. He says that being lost cannot happen in a dwelling. At its core, a dwelling is Figure 5.10_earth folding based around a sense of security in that one feels safe enough in the place to completely up to meet the sky open up to its qualities to dwell. A strong image (with the same meaning as was earlier discussed with Relph) of the place will prevent a person from getting lost. It is because of the overwhelming assault on the senses by advertisements, glowing signage, ambient music and loud announcements, among other stimuli, as well as the sheer scale and complexity, that travelers often become disoriented in airports. All of these distractions combine with the characteristics already mentioned to depreciate the sense of place in airports around the world today.
18 Christian Norberg-Schulz, Genius Loci: Towards a Phenomenology of Architecture (New York: Rizzoli, 1980). 19 Ibid. 38 Norberg-Schulz borrows from Heidegger’s “fourfold” to posit the union between earth and the sky. The sky is an entity of which we rarely take notice, but it has a massive impact on the atmosphere of a place (and the basis of the whole reason behind an airport: humans’ desire to fly high above the earth). Buildings, then, are much more than entities that have varying degrees of openness, but are bridges based on the ground that aim to punctuate the endlessness of the sky. He also discusses the natural force of water as very powerful, and ever-present in images of paradise and oasis. Water is patient but unyielding and can carve through solid rock, but when still and placid can soothe the senses. Another element critical both to place and airports that he makes mention of is time. He says that life is fundamentally in motion and has a rhythm that is intrinsic to it. These characteristics of place, which this thesis has amended to be ground, sky, and water are another critical convergence of this project’s site, which is located on a bay. Together with the convergence and divergence of people, the convergence and divergence of these site qualities provide great opportunity for the new type of terminal that is the goal of this project. Norberg- Schulz goes on to mention myriad of other characteristics and qualities that effect place, among which are thing, character, light, boundary, landscape or topography and order.
In life, we search for meaning in the places we occupy, and Norberg-Schulz is emphatic that “man’s most fundamental need is to experience his existence as meaningful,”20 which is yet another reason that non-places such as airports should strive to become places. If we are going to spend part of our lives in these places (currently non-places), then experiences in these places should be meaningful to us. It should live in our memories as a positive event, rather than being the most aggravating part of the journey. It is exactly because of the fact that a passenger will spend a significant amount of time in the airport that it should be a place that engages the traveler and awakens them to be more conscious of their surroundings. By giving a place a unique character and quality of space by taking into account the local circumstantial conditions, place can indeed be recovered from a state of placelessness.
Christian Norberg-Schulz authored another book in 1996 entitled Architecture: Presence, Language, Place. The author begins this more recent work with a synopsis of parts of his past Genius Loci, as it featured many themes that reappear throughout this book. With regard to “Presence” in the title, the author makes the point that life is not a “flow without structure”21 but, much like Auge argues, is comprised of several small events, all of which have distinct places associated with them. An analogy between life and travel is brought to the foreground which can also be taken literally and applied to the concept of the airport, in that the individual is perpetually “on the road” to a destination (an event), but what happens during the trip might be more critical than the destination. The concept of place exists along this journey, and acts as a point of departure and support for our existence. Because we dwell in places, whether inside or outside, life and place are a magnetic pair that are difficult to separate. Without place, life is less meaningful.
20 Ibid. 21 Christian Norberg-Schulz. Architecture, Presence, Language, Place, trans. Antony Shugaar (Milan: Skira Editore, 2000), 27. 39 Memory is also critical in arrival and in orientation once within a place, and paths and goals in a spatial organization are required to prevent disorientation. “While the diversified moments of arrival, encounter, sojourn, rediscovery, agreement and clarification specify how life takes place, the aspects of memory, orientation and identification show that comprehension is a condition necessary for this to occur.”22 The concept of arrival at a place is elusive, and real arrival is only possible if the place has a unique identity. The arrival involves human expectations as the result of a journey from one place to another, and ends in an encounter with the characteristics and qualities of the destination. This implies a complex set of interactions, both physical and mental. For real arrival, there must be a penetration from exterior to interior, as well as recognition of the character of the location of arrival, and a realization of this arrival to a place. Arrival is expectation becoming manifest in reality. Norberg-Schulz makes the point that the identification by an individual of an environment requires both local character and the “corporeal sense,” or how we move
22 Ibid., 44.
Sydney I n d i a n a p o l i s Cincinnati New South Wales Indiana Ohio Australia USA USA
Salt Lake City M e l b o u r n e Baltimore Utah Victoria Maryland USA Australia USA
Hobart P h i l a d e l p h i a C h r i s t c h u r c h Tasmania Pennsylvania South Island Australia USA New Zealand
Figure 5.11_Diagram by the author featuring 9 different airports that are visually and spatially interchangeable.
40 to engage or interact with our immediate environment. He concludes his book with the concept of “self-realization,” which “implies that the process of interaction, which reveals the life of place, is unstoppable. But the term also means that place must preserve its identity through change…then the art of place will become the art of the experience of living.” 23 This is a fascinating concept to consider, especially with a place (or non-place) as transient and ever evolving as an airport.
All of this discussion of the continuous trend towards loss of place in today’s world leads to the question whether it is ever truly possible to lose all sense of place around us. If BEING in space is existing and therefore place making, and if place is related to our history and our experiences and memories, and the importance that we as human beings put on these places, then as long as humans continue to exist, we will always make places. Places will always exist because we will continue to exist. The nature of how we exist is evolving constantly, and so, as places are relevant to us and our lives, places must evolve as well to remain relevant to our being. They also evolve simply because of the fact that they are understood differently by different people but through all the different understandings are still consistently understood as places. Just by virtue of continuing to exist, we will continue to put importance on places even if they are (or were) generally considered non-places. Because that importance has been given to those specific locations, it then makes them into places.
There are specific moments within an airport that would allow for an opportunity for passengers and employees to connect with their environment. Although there is a lot of idle time that is generally considered to be negative (waiting to check bags, at security and to get on the plane, for example), these are particularly ripe opportunities for the architecture to encourage people to relax, to take in their surroundings and really engage and connect with their experience, as they really have nothing else they could be doing during that time. Because of these inherent pauses in the flow of movement through the building, even the most rushed individual must slow and abide by the tempo of the experience. Thus, after taking into account the recommendations of the reputable sources discussed above, it is possible to consider a new type of airport that is evolving with us and will be considered a place instead of placeless.
23 Ibid., 356. 41 Memory and Perception
Perception at its most basic level comes from a combination of sensory input and then an understanding and interpretation of that input. Throughout his essay “The Origin of the Work of Art,” Heidegger methodically goes through different interpretations of the meaning of the work of art. He lands on the idea that the work of art is a work that works; it is a vehicle through which we better understand our existence and the lifeworld around us, both now in the present and through history. The work is not a mere thing, nor is it a Figure 5.12_Vincent Van piece of equipment, although it does work. The work works in order to reveal truth about Gogh, A Pair of Shoes, 1886 our existence to us, and represents the quintessence of its subject and that subject’s world. Works can be pieces of art or architecture (although architecture is also a piece of equipment as it serves a functional purpose to help us live our lives). The work inspires logos, or discourse, which leads to alitheia, or the uncovered truth. It is through the work of art or architecture that we discover truths of things and Being that we wouldn’t necessarily see on our own. The work is hugely open to interpretation, but it still works to uncover the nature of things. The work of art shows not only the thing (its subject), but everything it embodies. Heidegger suggests that if the work is working, it allows us to dwell in the work, and reveals truths that science or logic could not.24
The main example that Heidegger shares with his audience in this essay is a painting by Van Gogh of a pair of peasant’s shoes. It is only through the painting that we can come to understand the essence of the shoes, through the artist’s attention to the wear in the leather, laces and soles. The point is that if we were to simply walk past these shoes, we wouldn’t think twice about them. It is because Van Gogh saw these shoes in a different way, and froze them in history on a canvas through his brush strokes that the audience can begin to see them in a new light as well (in their true light, as Heidegger would have his audience believe). The work makes us take pause, and consider the lives involved with this simple
Figure 5.13_ piece of equipment, how hard it was, how they enjoyed their spare time so much more because of their intense laboring in the fields. Through the painting, one sees that the shoes are not just a pair of shoes, but a means for a woman to complete her daily efforts.
Because architecture is also a work, the airport can work to reveal the truth about Figure 5.14_ travel and flying. Two examples of architecture working to reveal a truth are the Jewish Museum in Berlin, Germany by Daniel Libeskind and the Therme Vals in Graubunden Canton, Switzerland by Peter Zumthor. Both of these works of architecture involve all of the senses in their use of light and material to lead the visitor to better understand their surroundings. The Jewish Museum, in its austerity, use of sharp angles and restriction of natural light’s Figure 5.15_ Figs 5.13-15_Therme Vals, Graubunden Canton, 24 Martin Heidegger ,“The Origin of the Work of Art,” Poetry, Language, Thought, trans. Albert Hofstadter Switzerland, Peter (New York: Harper & Row, 1971), 20-50. Zumthor 42 access to the interior spaces, inspires in visitors a sense of quiet, an uneasiness, a sense of something bigger, a sense of respect for the history and events to which the museum is dedicated to. To the contrary, Therme Vals is highly tactile with its variety of materials, which visitors interact with various body parts: their hands on the handrails as they move up and down stairs, and the stone floors as they walk barefoot through its spaces. The light, where it penetrates the ceiling, is warm and often acts as a guide through the spaces which are arranged enfilade. These two very different works provide their visitors with completely different sets of sensory experiences as a result of their architecture. Through their design, they convey their purpose, program and building type in a way that the visitor can viscerally understand through their bodies and their senses, beyond just knowing what type of Figure 5.16_ building they are in.
As a piece of equipment, the architecture will obviously still have to be functional, but through the design of the spaces, the materials used, and by pursuing a new quality of place through tactility and multi-sensory stimulation, an airport can begin to make its inhabitants consider the space they are in as more than simply a series of necessary, annoying or invasive events before they get to their destination. It could help passengers to disconnect from the rest of the world to be introspective about their personal travelling experience. Only when this pause in the hustle and bustle of travel happens can one begin to comprehend the unique qualities of a particular day in a particular set of surroundings, Figure 5.17_ and understand them as meaningful. It is at this point that the perception, interpretation and understanding of the place enters into the memory as an experience. It is also at this point of memory creation that this thesis will aim to go to work in that it will help inhabitants see the airport in a new light, and comprehend more fully the qualities and wonder that it has to offer. Figure 5.18_ Figs 5.16-5.18_Jewish Perception is a critical point of departure for this thesis. One understands the world Museum, Berlin, Germany, around them through one’s body and senses, which Maurice Merleau-Ponty posits also Daniel Libeskind turns the understanding of the world inward to an understanding of oneself. Merleau-Ponty argues that active engagement in the surroundings is requisite in order to truly perceive the world around oneself; real perception cannot be a passive gesture.25 This thesis aims to engage the traveller so that they can truly perceive their surroundings, and achieve some sense of calm through that perception and engagement. Each person’s perception is unique to them, their body and senses, past experiences, emotional state, and other personal factors all effect how they perceive their surroundings.26 “Every external perception is immediately synonymous with a certain perception of my body, just as every perception of my body is made explicit in the language of external perception.”27 However, this individuality of perception does not mean that the general consensus of airport conditions cannot be improved; indeed, opening passengers to their airport experience is the way a new positive consensus can be reached.
25 Eric Matthews, Merleau-Ponty: A Guide for the Perplexed (London: Continuum, 2006 ), 35. 26 Ibid., 35, 51, 89. 27 Maurice Merleau-Ponty. Phenomenology of Perception, trans. Colin Smith (New York: Routledge, 2002), 238. 43 The perception of one’s surroundings is a main premise of Phenomenology of the Human Person by Robert Sokolowski, professor of philosophy at the Catholic University of America. In this book, the author discusses the concept of bodily absence versus presence, image: shutterstock and mentions a fellow professor of philosophy at Loyola College in Maryland named Drew sensory input Leder’s “three ‘modes of disappearance’ in human corporeality.”28 The first is termed “focal perception disappearance,” which is when the body part that we are using to understand the world interpretation around us (i.e. eyes or hands) disappears to us as we focus on and perceive something. For memory example, we are not acutely aware of our eyes as we take in a visual stimulus. The second is “background disappearance,” which is the fact that while we are focused on understanding Figure 5. 19_The order of memory creation something outside of our body, the parts of our body that we are not engaging with this focus become invisible to us. For example, if we are touching something with one hand, we forget about our back or our feet, which are not directly involved in what we are doing. The third kind of absence is “depth disappearance,” which involves all of our inner organs that are indirectly involved in perception, but which we cannot correctly credit. For example, we taste the fine food we are eating, but once it is swallowed, although we are technically still involved with it, we are not aware of where it is exactly. It is through this point that the author discusses inside and outside, but with regard to perception and our bodies. Sokolowski argues that “whenever we experience something in the world, we also Figure 5.20_curiosity and experience our own body.” 29 So, to bring this concept together with the words of the authors touch previously discussed, in the perception of the place that we are inhabiting, there is the insideness and outsideness of the actual construction, the place and our perception. This thesis posits that by engaging the body and the senses with the architecture, one can have a more positively memorable experience while in that building.
To the contrary of bodily absence is bodily awareness or “presence”30. When we are stressed, exhausted or deeply concerned about something (i.e. catching a flight), our bodies become very present to us. As we run to catch a flight that we are late for, we feel the heaviness of the bag on our shoulder, we become acutely conscious of the length of our legs and the shoes we have on our feet, we might break into a sweat thereby becoming aware of our body temperature, and we are aware of our fingers as they clutch our boarding passes. Then, once we are on that flight, the aches and the fatigue make us very conscious of the state of our bodies. However, it is also surprisingly easy to forget our physical bodies. Baseball has the 7th inning stretch because fans get so absorbed that they forget their bodies completely. Similarly, when embarking on a long journey on an airplane, the flight crew encourages us to stand and stretch, often offering sample exercises in a pamphlet or video. This is also not to mention the many forms of distraction airlines and airports try to foist on their passengers, from music to television to advertisements to reading materials. Even with all of these outside stimuli, however, Sokolowski makes the fascinating argument that we can never not be engaged with what we are doing. Even if we are forced to do something,
28 Robert Sokolowski. Phenomenology of the Human Person (New York: Cambridge University Press, 2008), 194. 29 Ibid.,195. 30 Ibid.,194. 44 the fact that our bodies are doing it means that we are engaged.31 When applied to airports, this means that even the points of the airport that are least pleasant still engage us. For example, at security, however much we might disagree with it, we do still put our things in the bins and walk through the sensors barefoot. One may not be completely mentally engaged, but one is certainly physically engaged. This thesis strives to engage travelers not only physically, but physically in a way that is conscious and sparked by curiosity, as well as mentally to really become aware of their surroundings beyond just going through the motions of getting to their gate. The goal will be for travelers to, as Heidegger or Norberg- Schulz would say, poetically dwell in this new airport as place.
Phenomenology, as developed by Husserl, Heidegger, and Merleau-Ponty, among others, is generally understood to be the study of phenomena. A phenomenon is essentially any occurrence that can be observed.32 This occurrence brings entities that were previously in the background to one’s attention. Much like bodily awareness and bodily absence as discussed by Sokolowski, phenomena can have a profound effect on one’s experience. This thesis, through careful use of light and material, aims to bring both the building and a traveller’s body to their immediate attention. By sitting on the rough brick facing of an alcove in a thick wall, a passenger will become immediately aware of more than their itinerary and their departure time. Through feeling the texture of that wall and their seat, they will suddenly be aware of their body or body part that was perhaps absent to them a moment ago, and also become more aware of the construction and qualities of the building that they are occupying. In this way, the architecture will work to engage the traveler with their current experience and surroundings, which will help them to dwell when they might have previously been completely preoccupied.
Sokolowski also discusses the notion of ambience and the different forces that continuously surround us and come together to construct our experiences, and how these
31 Ibid., 259. 32 Martin Heidegger, Being and Time, trans. Macquarrie & Robinson (New York: Harper & Row, 1962), negativity 50.
FigureGROUNDED 5.21_Comic illustrating. Stuck mentality at the toward airport. spending Trapped time in anin airport.the wrong place. Missed flight. Being in an airport is never seen as a positive thing.Can it be? 45 airPORT is meant to be like a harbor, a place of safety, comfort. Not the single greatest source of aggravation known to civilization today. elements directly feed into our memories. Personal perception is critical to the concept of memory, and memory in turn is critical to our understanding of place. The displacement of ourselves in imagination and memory plays an important role in our sense of personal identity. If my neural activities are reenacted, they bring back an earlier experiencing, including the bodily state I experienced at the time. They bring back an experiencer as well as an experience and a thing experienced. And that experiencer is not just someone or anyone, it is me again, and it could never be anyone else.33 The author goes on to make the argument that we can never perceive everything around us, let alone everything about the thing we are focusing on perceiving. This concept harkens back to Heidegger’s infinite lifeworld and that it is so all-encompassing that we can never fully comprehend everything around us. There is simply too much information to absorb in all of the various layers of the lifeworld. Beyond the fact that we can’t perceive, let alone understand (as a component of perception), everything around us, we will always put our own interpretation on our perception, which leaves much to be desired as we can never encompass every characteristic of what we are seeing or experiencing in our singular interpretation. One person can never fully describe all of the facets of the elements that surround them.
Figure 5.22_living wall As previously discussed, there are many intriguing dichotomies at work in enriching space, engaging airports which can be captured to help create a better sense of place. Stillness in a Mobile to make place to pause World, edited by David Bissell and Gillian Fuller, is a fascinating series of insights into the relationship of stillness to motion, and the different components that make up our understanding of these concepts. Airports are fundamentally both harshly still (the lines, delays and waiting while one is trying to go somewhere) and constantly in motion. Either the airport itself is in motion by continuously undergoing updates and construction, or it, in its very essence, houses motion. The reason an airport exists is to process people in and out of a location, so the perpetual motion of people passing through the gateway in either direction is inherent. Because this motion is the reason we go to airports, when we are forced to be still in these buildings (on layovers, delayed flights), it drives us to the brink of insanity. We are expecting nonstop mobility and movement, and instead we are left pacing like caged animals in the terminal by our gates, checking our watches every five minutes and impatiently tapping our toes because the sudden and imposed stillness is a shock to our systems. This is especially the case for people who are also mentally always on-the-go, as is the case in today’s highly technological age and the state of constantly being plugged in. This disconnect between expectation and experience is another pivotal point in the airport, and with regard to air travel, is directly related to the dichotomy of stillness to motion.
As with any pair of opposites, stillness cannot exist without motion, and vice versa. The fascinating concept here is what happens when stillness and motion collide, when they
33 Robert Sokolowski, Phenomenology of the Human Person (New York: Cambridge University Press, 2008), 236. 46 are forced to coexist together in one space: the airport. Beyond these characteristics simply coexisting, it could create an intriguing condition if, within the airport, a designer were to “induce stillness and breakdown where there was movement… and movement where there was too much stillness.”34 It seems that because stillness allows for introspection and reflection on experiences, this condition for human interaction with, and existence within, a space (or place) may be the key to giving passengers the opportunity and inspiration to really dwell in an airport. By truly utilizing this already ever-present dichotomy, passengers may be able to find a sense of peace in what is otherwise a generally stressful set of events and experiences. Furthermore, Bissell and Fuller bring up the term “immobilized,” which is often used to describe the condition of people stranded in airports due to weather inclemency or technological malfunction. Immobilization, rather than being a catalyst for extreme frustration, can be an opportunity for pause in a busy life, or can even be healing, as with a broken limb that is immobilized in a cast. For example, if there are quiet nodes located throughout the lounge and gate area to provide some sanctuary from the persistent multi-directional motion, a passenger might be able to find time for introspection, as well as to engage with the space around them. The same would be true of a small occupiable open air courtyard in the waiting area, where not only will one be able to engage with the building, but also with the natural qualities of the site, which may bring about a calming effect.
What are stillness and motion really? Stillness is really only still when compared to motion, and the pair are therefore relational. In today’s world, are human beings ever given the opportunity to be TRULY still? Given the predilections and tendencies towards globalization and technological advancements, it seems many people would struggle to Figure 5.23_motion and stillness intersect actually take that opportunity. Although, perhaps it is because of the current hectic state of the world that more people are taking on yoga and meditation to try to turn inwards to find peace. Although everything around us is in motion, the state of stillness is still highly desired (even if we don’t know whether it is really possible), and “slowing down…is about giving a chance to the event, to the encounters which have you feeling and thinking.”35 This is one major aim of the design of this thesis: to provide opportunities and catalysts for engagement and pause in the most motion-oriented building type.
Motion is a constant in the lives of human beings today, which is why we must find the opportunities for stillness that come paired with that motion. The vehicles (in the case of this thesis, the planes) we ride in or on are moving, and physics tells us that because we are still in relation to that vehicle, a passenger will feel still, even when moving at 500 miles per hour. Looking out of a plane window, the world below, particularly at night with all of its glistening lights, looks oddly frozen as the plane moves over it. Furthermore with regard to physics, anything not in motion has a potential energy associated with its stillness, as in a compressed spring. Contrary to this, in a motionless structure, time is still slipping by, and so motion is still present. Even when lying down, our bodies are still pumping and working,
34 Ibid., 26. 35 Ibid., 27. 47 the earth is still rotating, and our minds may still be going at “a million miles an hour,” as the saying goes. Though we may feel completely at rest and in peace, motion is still happening in and around us. Rest is surely not something that can occur when we are meant to be in perpetual motion, en route to our destination, or to where our lives are taking us.
The authors bring up the potential that stillness is an emotional or mental construct only, which is fascinating with regard to this thesis. The design only needs to unlock the mind to provide the opportunity to find the stillness that already exists within us, providing an opportunity not unlike that presented by yoga. Essentially, the authors want their audience to understand that the dichotomy between motion and stillness is all about relativity. Although a passenger may be grounded at the airport, that passenger is still in the process of moving, in the process of covering a massive amount of distance. This is contrary to those who remain at home, who never left home, who may not feel “grounded” (or maybe they do), but the fact remains that they never left. The airport is certainly a very important part of the journey, and because it is home to the interesting duality of stillness to motion, it has the opportunity to spark within its passengers a sense of wonder, peace and stillness, even while engaged in the motion of the journey. The stillness that is a necessary part of the airport experience is an opportunity for travelers to engage in their surroundings, even when it seems that everything around them is in a perpetual motion.
48 Opportunities of the Airport
Alain de Botton explores the human experience that takes place within the airport in depth in two of his texts, A Week at the Airport and The Art of Travel. In both books, De Botton is concerned with the poetics of the airport, airplane, and traveling in general. In A Week at the Airport, the author and a photographer were given the opportunity to spend, as the title suggests, a week in Heathrow’s T5, observing its passengers, staff, events and operations. As such, he is able to provide thought-provoking insight into the essence of the airport that most individuals would never consider. He muses about the feeling of possibility that is exuded through the arrivals and departures boards and by the possibilities opened by one’s imagination in taking in the myriad locations being served by this airport.
One major point that de Botton discusses in A Week is the intense range of emotions that occurs against the seemingly dull background of the airport. One particularly tense interaction featured a late passenger and a check in clerk who informed him that he was too late to obtain a pass to board his plane, although the plane was still going to be sitting at the gate for another forty minutes. It is at this point that no matter how wonderfully designed the airport is, the frustration of dealing with the corporate policy of the airline will get the better of an enraged customer. This eventuality is why airlines are very concerned with the mental health of their employees, and also why the architecture of the airport should consider everyone who uses the spaces, not only the passengers. To complement the emotions of the intermittent disgruntled customer are the rest of the range of emotions, almost all of which can be found in either the departure or arrival zone of the airport.
Probably the most common emotion to be found in airports is anticipation. Anticipation may be for flying (be it for the first or one hundred and first time, there will always be at least a small surge of emotion regarding flying), for seeing someone at the other end of the flight, or for the qualities of the destination and being away from one’s normal day to day life. Emotions will be carried with passengers through security to the waiting lounge and indeed onto the plane, as well as through the destination airport. They also will envelop those who may not even be flying, but may be simply dropping someone off or reuniting with a loved one. In one particularly dramatic scene that de Botton observes, “what had seemed like passion from afar was revealed at closer range to be an unusual degree of devastation…again and again they looked into each other’s eyes and every time, as though made newly aware of the catastrophe about to befall them, they would begin weeping once more.”36 The intense range of emotion at the departure point outside of security is nullified by the time one reaches the departure lounge, where numbness
36 Alain de Botton, A Week at the Airport (New York: Vintage International, 2009), 34. 49 overtakes the previous intensity of despondency. Conversely there are the people who had said their good-byes before even reaching the airport and so have already begun the process of becoming emotionally numbed. On the other end of the airport (and the emotional spectrum) is the arrivals lounge, where members of the public are waiting eagerly to greet their passenger.
Arrivals halls are equally as rich in terms of the range of emotions experienced by its inhabitants, from people disappointed that loved ones didn’t come to meet them to big reunion scenes of families or friends that have been separated for too long. However, the departures and arrivals areas physically never give any sort of inkling as to the intense scenes of humanity that they house. Often tucked back behind baggage claim, arrivals areas feature what appear to be leftover seats from the economy departure lounge. Areas like these that are so ripe with emotion and humanity should be physically representative of those qualities. This is another factor in making an airport into a place. It should be a place that embraces the range of humanity, and makes its inhabitants feel comfortable enough to fully experience that range if they are so inclined. This will be a juxtaposition to the current condition where the whole purpose of the space is to make inhabitants feel uncomfortable and take their emotions elsewhere, so that the airport can continue to process people.
Figure 5.24_ Figure 5.25_
Figure 5.26_ Figure 5.27_ Figs 5.24-27_Images from the opening and ending scenes of the movie “Love Actually,” Heathrow Airport Arrivals.
Figure 5.28_ Figure 5.29_ Figs 5.28-29_Photos of real reunions at airports 50 This concept also feeds into the event of arrival. “There used to be time to arrive. Incremental geographical changes would ease the inner transitions: desert would gradually give way to shrub, savannah to grassland…”37 Today, there is no time to adjust or comprehend one’s surroundings. Passengers are sealed inside the entire time between entering their origin’s airport to when they finally exit through the doors of their destination airport. With air travel, not only is there no chance to adjust to geography, but also no Figure 5.30_Arrivals chance to adjust to a time change (which is why passengers experience jet lag). The two Meeting Point at Logan Airport. senses of shock, both time and geographical, come hand in hand with air travel. One may be in Melbourne, Australia in the morning and arrive in Los Angeles 13 hours later, but one hour earlier than the departure that same day, which creates a true sensory shock. “Despite one’s exhaustion, one’s senses are fully awake, registering everything (the light, the signage, the floor polish, the skin tones, the metallic sounds, the advertisements) as sharply as if one were on drugs, or a newborn baby..”38 As illustrated above, the spaces designated for arrival (and that serve as the first impression of the destination) are often surprisingly soulless for the amount of soul that is bared there. De Botton also brings up how no matter how technologically advanced airplanes and airports get, there is still that unknown that is left to a greater power, and many people are still very nervous about flying. With regard to this thesis, these sets of observations have led to the understanding that there is no place within the airport for people to accept and deal with their emotions, in either the departure or arrival zones. And although there is no designated space for these pieces of human existence, it doesn’t mean that existence stops, even if one is less aware of their existence. Why then, is the architecture of the terminal not even slightly indicative of the intense range of humanity that is housed within it?
The return to the extreme functionality of the security line and international border patrols are elements of the airport that are potentially responsible for the quicker than usual emotional recovery. If one is weeping hopelessly just five minutes earlier, the stern looks and business-like personalities of the officials stationed in these sections are very sobering. “The security line was impressive as always, numbering at least a hundred people reconciled, though with varying degrees of acceptance, to the idea of not doing much else with the next twenty minutes of their lives.”39 For this time, passengers are doing nothing, just waiting. Perhaps fidgeting with boarding passes, waving to loved ones who may have walked their passenger into the airport, or checking the time repeatedly. The security personnel are trained to regard everyone as potentially guilty, and we tend to accept that projected guilt in varying degrees of intensity. Perhaps it is their serious demeanor, their directive to not interact with passengers beyond merely processing them, or perhaps it is that our innocence wants to leap out through our eyes as they pat passengers down and check carry-ons for bomb residues with a mysterious black baton. Some people accept that this is just what they are expected to do, and some are outraged by it. Either way, security tends to be consistently the worst part of the airport experience. The architecture of this
37 Ibid., 92. 38 Ibid. 39 Ibid., 52. 51 space in any airport simply supports that uneasiness, with many featuring qualities such as lower ceilings through the security zone, plain white walls and vinyl floor tiles. Any sense of humanity has been completely removed from the security checkpoint zones.
The author also makes the interesting note that the airport is one of the few places that the separation of classes by wealth is still glaringly obvious. Unless one has that first class ticket in one’s hand, a passenger never even catches a glimpse into the differing airport experiences, the vastly superior lounges and service. These lounges feature many things that the economy class only hear about in movies, and seem almost ridiculous when placed in airports: comfortable chairs, fireplaces, marble bathrooms, and complimentary caviar. It’s hard to imagine these sorts of luxuries in the same building, in fact often right next to, the cramped, hard impersonal and uncomfortable lounges for the economy or “cattle class.” It almost like a country club with private restaurant and amenities surrounded by a slum. What is even more interesting is the fact that the people occupying these opulent spaces are not drenched in furs and diamonds, but look and dress similarly to the people out in the regular lounges.
Beyond these spaces that passengers never really understand they are missing, there are the spaces that they don’t even consider are part of the airport. These are all of the support spaces where, for example, the meals for planes are produced, where the offices of the airlines are located. De Botton also discusses the different level of understanding that captains have regarding flying: that it is not by chance that a plane makes it to its destination. There are particular flight paths with particular names that cross and intersect much like roads on the ground do, something passengers never even consider. In nondescript locations around the world there are beacons that mark the point where a mile above it in the sky, two flight paths cross and in order to arrive at the correct destination, the captain may need to make a turn onto a new path. Much like the skies that are completely underestimated, travelers have absolutely no comprehension of all of the cogs that come together to make the finely tuned machine that is the airport and the flying experience. Even the path suitcases take from when they leave their owners’ hands to when they make it onto the plane is often miles long, on an intricate conveyer system outfitted with the Figure 5.31_Diagram for latest technology of luggage scanning and x-ray machines. With the thousands of pieces of connection for passengers to the fascinating unseen luggage processed every minute in larger airports, it is almost incomprehensible that ANY activities of the airport luggage at all makes it to its intended destination.
Also, regarding the actual aircrafts, de Botton makes several thought-inducing points. How incredible that a hunk of metal as large as a 747 can not only, as de Botton points out, move several feet, but become airborne! “We reflected on the pleasure of seeing a 777 take off for New York and, over the Staines reservoir, retract its flaps and wheels, which it would not require again until its descent over the white clapboard houses of Long Beach, some 5,000 kilometers and six hours of sea and cloud away.”40 Another fascinating point that de Botton makes is regarding the specific identity of each plane. The average passenger
40 Ibid., 80. 52 sees each plane of approximately the same size as essentially interchangeable. But each plane is not only distinct in name, but also in its history, and this goes much deeper than the locations that it has traveled and into the range of ailments it has had since it first left the ground, and how planes are marked by the people who are transported by it, from gum to nail polish streaks. All of these elements that passengers are generally now unaware of are opportunities to bring back the wonder and amazement of flight. With passengers in a heightened sense of attentiveness, these generally hidden characteristics could start to be revealed in the new type of airport proposed by this thesis.
In his novel from 2002, The Art of Travel, de Botton introduces many of the same musings he later reiterates in 2009 during A Week at the Airport. However, Art is more geared towards travel in general rather than the specific happenings at an airport. He discusses the continuing romance of travel that involves the dream of escaping our daily trials and tribulations to get away and come back with a fresh head and heart. “The clouds usher in tranquility. Below us are enemies and colleagues, the sites of our terrors and griefs, all of them now infinitesimal, mere scratches on the earth. We may know this old lesson on perspective well enough, but rarely does it seem as true as when we are pressed against the cold plane window.”41 Also, when we take a trip, it allows for the potential for drastic internal reflection, a time when one is physically strapped in, and while there are distractions in the forms of reading, tv, music, or sleep, it is rare to not reflect on one’s life while looking out over the clouds to the bright blue sky. “Journeys are the midwives of thought. Few places are more conducive to internal conversations than moving planes.”42 This concept extends into this thesis as a means to help shift the perception of the airport to be seen as a part of the journey.
De Botton reiterates what earlier authors such as Norberg-Schulz have claimed that just as we can be affected by our surroundings, people’s perceptions and opinions, so we can be effected by nature (for example, water inspires calm, etc.). He then extends this concept beyond nature to include simply taking more careful notice of our everyday surroundings. “We overlook certain places because nothing has ever prompted us to conceive of them as being worthy of appreciation, or because some unfortunate but random association has turned us against them.”43 This statement can clearly relate to airports, as has been argued throughout this document, in that passengers see them only as functional spaces, and thus tend not to notice their character, if there is any. The general public has an unfortunate association with regard to airports, but it is hardly random. People have been trained from their first airport experience that airports can be very uncomfortable, and often yield blatantly negative experiences (i.e. lost bags). The huge spaces that have no respect for the scale of the human body, the massive groups of hard seating, the uninviting and often cold materials underfoot and overhead all combine to support these feelings in passengers. Time and again this lowered expectation of airport experience is drilled into the brains of
41 Alain de Botton, The Art of Travel (New York: Vintage International, 2002), 46. 42 Ibid., 54. 43 Ibid.,182. 53 passengers through a string of bland if not bad experiences. If there is a noticeably good experience, it is unexpected. This is particularly true of business travelers (especially people who are commuters via plane), who generally travel much more often than those who travel for pleasure.
Lastly, de Botton discusses the importance of reaching a new understanding of the surroundings that we find ourselves in on a daily basis. He elaborates on the writings of Xavier de Maistre, who took to exploring his bedroom instead of going on an international journey to better understand himself and his environment. In his essay, “Journey around my Bedroom,” de Maistre puts forth an interesting notion: that to be refreshed from travel is really more dependent on the mindset we enter into while travelling than actually physically travelling. This mindset is about finding wonder in the mundane and everyday. De Botton makes the claim that “on entering a new space, our sensitivity is directed towards a number of elements, which we gradually reduce in line with the function we find for the space. Of the four thousand things there might be to see and reflect on in a street, we end up being actively aware of only a few: the number of humans in our path, perhaps, the amount of traffic…”44 Often when one travels, especially for vacation, one has such high hopes that the trip, let alone the airport, can hardly live up to them. When picking a loved one up from the airport, one of the first questions is, “How was your flight?” and the response is generally, “Oh, it was fine.” This is a prime example of the expectation of the flight being uneventful, the airport serving its function, and a general apathy for the flight and airport experience. We already have such low expectations of our daily surroundings, indeed so low that we don’t notice them at all. Consequently, de Botton argues it is easy to be impressed by suddenly taking note or appreciating the things that are closest and most common to you through the eyes of a newcomer. This thesis aims to apply this concept of forging attentiveness to the design of an airport, as a building type that we are disillusioned by.
Globalization is one of the largest contributors to homogeneity in airport design across the world, and “this sameness blanketing the world...reassures and defeats the traveler.” 45 Aerotropolis: The Way We’ll Live Next by John Kasarda and Greg Lindsay is a fascinating discussion about globalization and the trends of our western first world culture, throughout which airports are featured in a starring role. The authors make the argument that airports are the drivers behind successful cities, and that the more that global business takes over, the more a city is dependant on its fast connection to the rest of the country and/or world. Kasarda and Lindsay make the point that regardless of how much people dislike or detest airports, or how dysfunctional they are, the public still relies very heavily on them, if not for transportation then for trade. The majority of the time, people will only fly if something is too far to drive, or if there is not enough time to drive, as is exemplified in a conversation between someone who was flying for the first time and the authors. “I’ll never understand, and I’m a mechanic, how those suckers stay up there…I have to think
44 Ibid., 246. 45 Martha Rosler, “In the Place of the Public: Observations of a Frequent Flier.” Assemblage. No 25. (Dec.,1994): 44-79. http://www.jstor.org/stable/3171387. (16 October 2011), 71. 54 that something that goes up must sometimes go down…”46 But for people who fly on a semi-daily or weekly basis, these thoughts never enter their minds. To them, the plane is just a chartered car that doesn’t happen to be parked outside of their house or hotel in the morning.
The authors delve into a discussion of this population who use the air to commute to work on a daily or weekly basis (the intended passengers for this thesis), and the effects that this has not only on them but also on airports. Because these members of society are always flying, they are therefore also always in airports. “Layovers induced altered states as they stretched for hours inside concrete sensory deprivation tanks, augmented by jet lag. Hubs offered an environment to match [the condition of jet lag]: a limbo in which physics and human experience no longer applied.”47 The traveler on the layover (or waiting for departure or to be picked up upon arrival) is precisely what the authors say: a captive audience for the shopping and advertising storm that is the terminal. All of these bright lights, billboards and shops are the current attempt at achieving attentiveness or awareness from passengers. However, this superficial awareness does not benefit the passenger’s experience at all, as opposed to the deeper attentiveness that this thesis aims to spark in travelers. The airport and airport hub have become a sort of powerful magnet and cannon at the same time. “But if flight represents freedom, reinvention, and self-renewal—and barring all of that, escape— then the terminal itself has evolved into something resembling a destination.”48 The authors mention how, realistically, one would never need to leave an airport, as anything you could NEED is available: restrooms, food, shelter. It is just that the majority of things we need to live more than a base existence are not located in airports. This thesis is concerned with creating a place that, while certainly not replacing a home, supports an engaged and fully aware existence, along with a sense of serenity.
The main category of passengers that will be considered as the users of the proposed airport are those who travel very regularly for business purposes aboard small commuter or charter flights. This is a new generation of workers that the authors have termed road warriors. “Humans always balanced mobility with domesticity, venturing farther and farther from afield while picking up speed…road warriors…commute halfway across the country for lunch and back in time for dinner. Never has man’s relationship with place been more numerous, fragile, and temporary…we are breeding a new race of nomads.”49 The authors provide a profile of these commuters, some being so intensely nomadic that they do not actually have a house to return home to, albeit making vast sums of money. According to the Kasarda and Lindsay, the road warrior tends to be single, middle aged and have a high income. One particular example spends all of his nights in different hotels or in first class cabins of airplanes. Another example is George Clooney’s character Ryan Bingham in the
46 John Kasarda and Greg Lindsay, Aerotropolis: The Way We’ll Live Next (New York: Farrar, Straus and Giroux, 2011), 90. 47 Ibid., 96. 48 Ibid., 97. 49 Ibid., 101. 55 movie Up in the Air, who does have an apartment, but it contains hardly any furniture as he is only there a couple of days out of the year.
The authors make a similar parallel as Alain de Botton, discussing airports and airplanes as a new variety of “gated communities” trying to outdo each other with their exclusivity. They discuss how the jet age once was the symbol of everything modern, but once we acclimated to the pace of this new world, the jet age ended and “adventure gave way to business and leisure, and finally to being a cog in the finely meshed gears of a global machine.”50 In the epilogue, Lindsay discusses a particular weekend day, where he started out in New York at his home in the morning and flew to Chicago to attend a Cubs game and meet up with his family, and then fly back home that night. “At thirty-thousand feet, the sky is clear, the weather perfect; sunlight suffuses the cabin with vitamin D. The flight to Chicago is as boring as any train or bus ride, as it should be — it’s mass transit.”51 Just as all other forms of mass transit are evolving to fit the needs and demands of today’s population, so too will air travel.
50 Ibid.,102. 51 Ibid., 412.
Figure 5.32_Collage of boarding passes, baggage tags, bar codes and napkins from various flights
56 Proposition
It can hardly be a coincidence that no language on earth has ever produced the expression “As pretty as an airport.” Airports are ugly. Some are very ugly. Some attain a degree of ugliness that can only be the result of a special effort. This ugliness arises because airports are full of people who are tired and cross... [Architects] have sought ...to make effortless the business of separating the traveler forever from his or her luggage or loved ones, to confuse the traveler with arrows that appear to point at the windows…and conceal the location of the departure gates.52 -Douglas Adams
The concept of flying from one place to another once provoked wonder and awe, and had a raw and adventurous magnetism, and even a sexual appeal to it. Air travel was seen as amazing, and the terminals at the departure and destination points were glittering gateways to the romance and adventure of the skies. Over time, the steady and significant
Figure 5.33_Scenery growth in popularity of air travel, as well as changes in security requirements have resulted during various flights in a trend of airports designed as highly functioning people processing machines, with less and less regard to the site, the culture and history of the locale of the gateway, or the human beings who spend their time within its spaces and pass through its gates. Today we are completely jaded, and that appeal has all but completely vanished, with long security lines and people moving through terminals as unconsciously and mechanically as though controlled by the machines that are constantly monitoring them, a truth which is necessitated by the high efficiency of the airport.
This thesis undertakes bringing the attraction, appeal and wonder back into the experience of flying through exploring the faults of the terminal as it exists now and specifically how it can be improved. This thesis argues that the ARRIVAL should be a unique experience from the DEPARTURE, the thought of having to spend time in the gateway to a city while the plane is prepared or repaired should not be an aggravating concept for travelers, and the concept of flying 30,000 feet in the air at high speeds should arouse an emotion other than annoyance from passengers. A new airport, as the bridge between earth and sky, is the perfect opportunity to respond to the negativity surrounding air travel in today’s culture and show that a highly functional building can absolutely have a positive and memorable effect on its occupants.
52 Douglas Adams, The Long Dark Tea-Time of the Soul (New York: Pocket Books, 1990),1. 57 As a direct response to today’s sterile and placeless airports, this thesis proposes a new small satellite passenger terminal as a study of experience in architecture. The terminal will be specific to Boston in its overall character, feature spaces that are desirable to spend time in, pleasing to the senses, and soothing to the nerves. Furthermore, by creating a more relevant, engaging and meaningful terminal, while simultaneously maximizing efficiency, the feeling of being in a “cattle class” that has become so prevalent with air travel and terminals for non–first class/business class passengers will be mitigated. Ideas advanced in this thesis offer ways to transform the stigma attached to air travel into a positive association and air travel itself into a sought after encounter.
The path from the sky through the terminal to the road, and vice versa is designed in this project. Key elements include the landside approach to the airport, the ticketing area of the airport, the waiting areas and lounges near the gates, and the airside approach. A special importance is placed on the security, lounge and waiting areas, as this is where travelers spend the majority of their airport experience, and it seems that these spaces are generally overlooked as a crucial part of the airport experience. Much more design attention is generally given to the ticketing hall, which is actually slowly becoming obsolete with the increasing popularity of self-ticketing/check-in and smart phones. These new technologies have made the interaction at the check-in counter a non-event. The circulation between these elements is also critical, as it is this movement that defines the airport and its functionality.
A focus is keeping the inside as open as possible, especially with regards to the ticketing areas and zones where clear circulation is required, which will integrate (not impose) the essence of the site into the spaces. Another goal is to design a building that has a character that projects itself outward in a very noticeable way. Also, this sense of character, place and a feeling of arrival continues through the physical entrances, be it gate or front door, and as one circulates through the spaces. Figure 5.34_Scenery The airport is designed as a meaningful place for people to engage with their during various flights senses and their surroundings, and to reconsider the event that is the airport and the wonder that is air travel. Engagement, awareness and perception of the body, building and site come together to forge the experience of the passenger through the dichotomies inherent in airports: arrival and departure, earth and sky, inside and outside, stillness and motion. Through the lenses of place making, phenomenology of human body, perception, interpretation and memory, this project will demonstrate that if we could successfully achieve such a gateway, airport design and the act of travelling via airplane would be transformed into a much more interactive and enjoyable experience for all. The traveler’s, as well as the employee’s, experience and mentality will be greatly enhanced by the vital character of the place they inhabit and Boston will have a solution to the overcrowding of its Logan Airport. As such, the airport will be considered as part of the journey, as a prelude to the adventure of flight, and as a place to explore and enjoy in its own right.
58 Site Analysis Physical features and experiential conditions
Situated in Quincy, Massachusetts, the site for the new commuter relief airport that this thesis proposes is just under 12 miles south of Boston and Logan International Airport. It is located just off of the red line of Boston’s rapid transit train and subway system, the T, and with easy access to I-93, a main artery through Boston. As such, potential passengers could easily reach the site via train, bus or car, with an emphasis placed on public transportation options, because Boston prides itself on having a very user-friendly and well-connected mass transit system.
This particular site features a rich history, particularly with relation to aviation. Before 1953, the site was known as Naval Air Station Squantum. Since then it has become Squantum Point Park, and one of the runways that once supported aircrafts returning to the ground has become a series of walking paths for people who live in the area. With stunning views of the Boston skyline over Old Harbor and Boston Harbor, and Quincy Bay towards a series of Island State Parks and eventually to the Atlantic Ocean, this site is an inspiring choice for a new small-scale airport for Boston. The gorgeous panoramic outlooks provide wonderful design opportunities to showcase those views to the visitors of the building. Not many airports have the luxury of having 180-degree views of the city that it supports. Consequently, this site provides unique opportunities for site specificity to be implicated in the design. Its views and amenities alone provide an appealing case for a new gateway into Boston to be built on this site.
The site is an irregular shape, but at it’s longest diagonal it is over 1.5 miles long, which allows for an adequate runway for the commuter jets that would be landing and taking off from this site. The perimeter of the site covers approximately 3.5 miles. The town line between the city of Boston and the town of Quincy runs up the Neponset River just to the west of this site, navigates around the point of the peninsula and out into the harbor. One of the main reasons for choosing this site, along with its proximity to both Boston and Logan Airport, is the fact that it has a long history of aviation associated with it. Although today the runways have been mostly demolished to make walking paths, the outline of where they were survives and allows for a clue as to how to support air traffic on this site once again.
Figure 6.1_Aerial View of Site 60 Figure 6.2_Detailed topographical and geological site plan
61 Figure 6.3_Topography and building footprints figure ground of region (topographical lines are accurate to within 1.5 meters, according to USGIS)
Figure 6.4_Topography and building footprints of site The site, as the location of a past airport, is a prime example of the status quo that this thesis will challenge. It is essentially flat, which was necessary for the functional usage by airplanes, but simultaneously does not allow for any interaction with the ground. The only interaction a human being can have with the site is to stand on it and look out from it towards other significant or beautiful scenes. One is never nestled by the site, protected by landforms, and one certainly never interacts sectionally with it (for example by moving underground and emerging again), as in the majority of airports around the world. The most intriguing interaction that is possible with the earth on this site is at the northeast corner of the site where the runway/walking path terminates in a few concrete stairs. Visitors can climb down these stairs onto a sandy beach-like area (labeled as “mud” on the previous page) and walk around on that level which is approximately 6 feet below the plane of the rest of the site. This thesis aims to engage the traveler physically with the site in as many ways as possible before boarding their flight by folding the site so that it interacts with the building and the access road.
Outside of the park, the rest of the land of the old airport has been parceled off to developers of residential and commercial complexes. For the purpose of this thesis, imminent domain will be assumed over these subdivisions and return the airport site to its former size. The very large building shown is a massive warehouse complex, and several of the buildings close to the harbor are relevant to the marina, which will be incorporated into the final site plan to accommodate as many different types of approaches to the site as possible, including by boat.
62 CITY OF QUINCY
REMARKS LOCATION DATE COUNCIL_OR RES.B TO RES. A SOUTHERLY BY FENNO ST. - SOUTHW ESTERLY BY W OLL. AVE.- NORTHW ESTERLY BY W ATERSTON AVE. 1/23/1975 545 RES A TO RES C 86-106 W HITW ELL ST. AND 65-71 COLONIAL DR. 1/25/1977 41 ZONING MAP RES A TO BUS B 12-16 W ALLACE RD. AND 15-19 STEDMAN ST. 12/19/1977 463 RES B TO RES A 109-125 DIXW ELL AVE. - 306-320 W HITW ELL ST 1/16/1979 461 BUS B TO PUD REAR124-168 QUINCY SHORE DR. PLOT 29 4/17/1979 69 RES C TO PUD 124-168 QUINCY SHORE DR PLOT 3 4/17/1979 69 PUD TO OS 196-286 QUARRY ST PLOTS 9-4-3-2-1-14-17 SOUTHW ESTERLY SIDE OF QUARRY ST & SMITH ST. 5/21/1979 104 RES A TO OS LAND OF FURNACE BROOD GOLF CLUB INC. 6/6/1979 171 RES B TO OS EAST SQUANTUM ST. - NORTHERLY OF VICTORY RD. 12/31/1979 361-4 RES B TO OS EAST SQUANTUM ST. - SOUTHERLY OF VICTORY RD. 12/31/1979 361-3 PUD TO IND A PORTION OF SQUANTUM MARINA 12/31/1979 361-1 RES B TO PUD PORTION OF VICTORY RD. AT EAST SQUANTUM ST. 12/31/1979 361-2 PUD TO RES. C REAR 276-300 QUARRY ST. - SOUTHERLY SIDE 4/7/1980 22 PUD TO OS PORTIONS OF SQUANTUM MARINA AND OLD AIR BASE 6/16/1980 209 RES B TO RES A W ESTERLY SIDE 61-193 OF PHIPPS ST - EASTERLY SIDE 64-188 OF PHIPPS ST. 10/20/1980 281 RES B TO RES A NORTHERLY SIDE 18 - 40 ROOSEVELT RD. - W ESTERLY SIDE 9-15 OLD COACH RD 12/15/1980 369 PUD TO BUS B NORTHERLY SIDE OF QUINCY AVE. - REAR OF 316-336 12/7/1981 340 RES B TO OS MOSS FIELDS SCHOOL PLAYGROUND 6/30/1982 153 IND A TO PUD PART OF DUANES PROPERTY, RIVER ST. 8/17/1982 170 RES B TO PUD ADAMS SCHOOL 8/17/1982 169 Legend RES A TO RES B 18 - 40 ROOSEVELT RD. 2/7/1983 25 IND A;RES A & C TO OS BROADMEADOW S SITE 1/3/1984 6 RES A TO OS ROCK ISLAND 1/3/1984 5 OS TO PUD PORTION OF BOSTON HARBOR MARINA 6/4/1984 150B PUD TO OS PORTION OF BOSTON HARBOR MARINA 6/4/1984 150A BUS B ;IND A TO PUD S.W . SIDE QUINCY AVE 6/18/1984 258 BUS A RES A TO OS GREAT HILL SCHOOL 9/4/1984 382 RES B TO BUS B REAR 494 W ASHINGTON ST. 11/19/1984 430 IND A TO PUD PORTION OF BOSTON HARBOR MARINA 1/25/1985 438 PUD TO BUS C PORTION OF BOSTON HARBOR MARINA 1/28/1985 436 IND A TO BUS C PORTION OF BOSTON HARBOR MARINA 1/28/1985 437 RES C TO PUD CITY OF QUINCY HOSPITAL 5/20/1985 234 D E BUS B M RES B TO OS S.E. OF ROSEMARY LAN. - W . OF S.E. X-W AY 6/26/1985 308 A N RES A TO OS N.E. & S.W . SIDES OF PRAIRIE ST 1/3/1986 510 N U D E M BUS B TO OS AT SOUTH RD. & W ESTERLY SIDE OF NEW PORT AVE EXT. 1/3/1986 511 A N N IND A TO PUD 572 - 612 S. ARTERY & 108-128 FIELD ST 1/3/1986 512 U RES A TO OS OFF NORTHFIELD AVE PLOT 6 3/20/1986 33 RES A TO OS PLOTS 19 & 22 ASSESSOR'S PLAN 1078D 3/20/1986 31 BUS C RES A TO OS PLOTS 5,6 & 7 SOUTH SIDE OF MALLARD 3/20/1986 32 IND B TO BUS C SOUTH SIDE W . SQUANTUM ST & W EST SIDE FAYETTE ST 6/4/1986 208 IND B TO BUS C SOUTHE SIDE W . SUANTUM ST & EAST SIDE SAFFORD ST 6/4/1986 212
ZONING CHANGES TO OS VARIOUS LOCATIONS 10/9/1986 230A AY AUSEW LAND C ZONING CHANGES TO OS VARIOUS LOCATIONS 10/9/1986 230 LONG IS
RES B TO RES A NORTH & W EST SIDES OF GROTON ST. 1/14/1987 475 T E D E A R T BUSB,INDA,RESA TO PUD S.W . SIDE 321-409 QUINCY AVE 1/14/1987 381 O IND A T E E S R R R H T IND B TO PUD PRESENT SITE OF GENERAL DYNAMICS 1/14/1987 491 E S S T I R T S D E E RES B TO RES A EAST & SOUTH OF ANGUS ST 1/14/1987 477 E N E H D R C A R T R T O S D S B H A IND B TO OS NUT ISLAND 2/23/1987 379 O T D U O R T TREET O Y O BUS B TO PUD SOUTHERLY OFF CIRCUIT RD 4/27/1987 100 TREVORE S M R R N R R D O E M B E E Y Y RES C TO RES B HUNT ST AREA & NORTH ST., QUINCY SHORE DR AREA 4/30/1987 459 B A R M E B O A L A S AD RATT RO L D BUS B TO RES A BETW EEN 319 & 355 QUINCY SHORE DR 5/7/1987 13 N P E E IND B N PRI A V ED VAT U T M E W U W E E A A D RES B TO RES A BETW EEN PLOVER RD & W EST OF TERNE RD 5/30/1987 467 NN Y E U A R R O T A Y D P S PARK ROA A A O K BUS B TO RES B;RES C TO BETW EEN 99 & 173 SEA S;BETW EEN 175 & 197 SEA ST 5/30/1987 490 R R D R K IC O A W E A V S D RES C TO RES B MERRYMOUNT RD. 6/4/1987 111 N I M D E U ARIN N R S A AD U B Y OW RO E D L A RES C TO RES B NEW PORT TER. NORTHERLY 7/8/1987 170 R S IN B IV W E H S RES C TO RES B ASH ST. AREA 10/22/1987 220 P U U KINS AVENUE A NRISE ROAD T HUC R
C BUS B TO PUD 473-479 QUNCY AVE. 12/11/1987 293 E K H L OS S A A I S N RES A TO OS ON HUNTRESS & ALLERTON STS. 5/9/1988 34 N E V S D S X E D E N O O S E ROAD E U R N T SYCAMO BUS C TO PUD PORTION OF MARINA BAY 6/26/1989 120 H R W R E L AD E F RO A N E A IE E E N W T O H L T PUD TO BUS C PORTION OF MARINA BAY 6/26/1989 120 E L D S E ROAD D T DUNDE U S L T S R R T E PUD TO BUS C PORTION OF MARINA BAY 6/26/1989 120 R E E BAY STREET E E T E BUS C TO OS PORTION OF MARINA BAY 6/26/1989 12 E T T RDEEN ROAD IV ABE R RES A TO OS ROCK IS. RD. OPP. SPRING ST. & 54 TO 66 FRIEND ST. 6/29/1989 201 D SURF T TREET SIDE L R AN S ANE PUD CE O O T DE RES C TO RES A 519 - 591 W ILLARD ST 10/2/1989 171 P AN L E ANE A E
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IND B TO OS W ESTERLY END RICCIUTI DR. 11/13/1989 91 T
D
V S
IC D A TO OA R M R O RES A TO OS VARIOUS LOCATIONS 4/24/1990 109 Y R E MA U S O R O A L N D T O D A S S A A E N E
E N O IND A TO PUD 171 - 221 W ILLARD ST. 6/10/1990 87A S U X K R A D V S H O V NOLLWO I U D S W E R O T IND B TO PUD NORTH OF RICCIUTI DR. 7/10/1990 83A Q L O R
D L S W R E ED T E M T N NA R E T N B RES A TO OS 45 - 59 GLENDALE RD. 9/11/1990 170 U S O E T H
EA P A S S R QCZD-10 E T D IND B TO PUD 162 - 204 OLD COLONY AVE. & 179 - 203 OLD COLONY AVE. 9/26/1990 237 O ROA R A EE E TR D B E A BUS A TO RES B 64 - 66 FARRINGTON ST. 3/8/1991 352 T R C RES A TO OS 16 HUNTRESS AVE. 10/24/1991 97 BUS B TO OS 122 CROSS ST. 3/20/1992 19 DRIVEW RES A TO OS 42-58 O'CONNELL AVE. 3/20/1992 20 AY RES A TO IND A SOUTH SIDE OF RICCIUTI DR. 9/28/1992 228 QCZD-15 RES A TO OS 382 FENNO ST. 10/4/1993 185 D E M RES A TO OS 7 JORDAN ST. 10/4/1993 181 A N N IND B TO PUD LAND BOUNDED BY NEW PORT AVE., HOLBROOK RD., FAYETTE ST. & W ILSON AVE. INCLUDING PLOTS 24, 34 & 29 5/16/1994 94-177 U T A E RES A TO OS 16 - 18 LANDERS RD. 10/17/1994 94-155 IR E P R OR T T S RES A TO OS 901-911 QUINCY SHORE DR. & 160-166 RICE RD. 10/17/1994 94-155 CE R A D N RA O G R A ER A O V T T IND B TO OS PORTION OF PLOT 48 ON ASSESSOR PLAN 4126 2/6/1995 95-022 A AL D A V R A E S L RES A IND B TO PUD PLOTS 19, 20 & 21 ON ASSESSOR PLAN 4126 (RICCIUTI DR.) 2/6/1995 95-022 U D OA O R B E T OS TO BUS B SOUTHERLY SIDE OF QUARRY ST. B/T 238 & 252 7/6/1995 95-057 A A T E S H Y BUS B TO RES A 480 TO 488 HANCOCK ST., 2-8 & 5-7 ALBION RD. 9/5/1995 95-118 A S B REET R S ST E U AM PUD TO IND B LAND BOUNDED BY QUINCY AVE, E. HOW ARD ST., SOUTH ST. & W ASHINGTON ST. (FORMER GENERAL DYNAMICS) 11/8/1995 95-264 WILLI D N D N ROA N T ORTH A W A IR E T PUD TO BUS C W ESTERLY SIDE OF COMM. SHEA BLVD. - A PORTION OF LOT 24 6/3/1996 96-147 M G REE M R D ST E E AN M E CE D O L O BUS C TO PUD A PORTION OF LOT 24 AT O'CONNELL W AY & VICTORY RD. 6/3/1996 96-147A L ROAD C SOR AD IND RO S W T NAN RES A TO BUS B SOUTHW ESTERLY SIDE OF QUINCY AVE. B/T 303 & 307 (A PORTION OF PLOT 46) 9/16/1996 96-237 T CO R RES B
E ET STRE E SSELL BUS B TO RES A SEA ST. & CURLEW RD. 10/7/1996 96-265 T RU N ET EET O RE TR PUD TO BUS B 162-204 OLD COLONY AVE. & 179-203 OLD COLONY AVE. 10/21/1996 96-288 L ST EY S R SEL HOV T S T RU REE BUS B TO PUD NORTHW ESTERLY SIDE OF SCAMMELL ST. & THE NORTHEASTERLY SIDE OF QUINCY AVE. 12/16/1996 96-339 H C ST EET TI R S N ST TLA GS T A ILLIN BUS A TO RES B PLOTS 52 & 53 - NORTHERLY SIDE OF SUMNER ST. 9/8/1997 97-219 R B E ET E TRE T R S PUD TO RES B W ESTERLY END OF BOW ER RD. 1/20/1998 98-031 CITY OF QUINCY STE WEB U T N P IND A TO PUD NORTHERLY SIDE S. ARTERY FROM 622 TO 660 2/2/1998 98-060 E N A R T RES C E M EE R O STR ET REMARKS LOCATION DATE COUNCIL_OR T E KER TRE S C AL S BUS B TO PUD 213 TO 243 QUINCY AVE. (SOUTHW ESTERLY SIDE) 4/6/1998 98-122 S D W TON P LE E L APP RES.B TO RES. A SOUTHERLY BY FENNO ST. - SOUTHW ESTERLY BY W OLL. AVE.- NORTHW ESTERLY BY W ATERSTON AVE. 1/23/1975 545 R E I O V T C ROAD E RES B TO BUS B 1266 FURNACE BRK. PKW Y., BOUNDED BY MILLER & COPELAND ST'S. 4/21/1998 98-092 M E D ELD T I RES A TO RES C 86-106 W HITW ELL ST. AND 65-71 COLONIAL DR. 1/25/1977 41 B EET AYF S E E R B ZONING MAP S ST H E E T N R S OK R
M Y E T L D RES A TO BUS B 12-16 W ALLACE RD. AND 15-19 STEDMAN ST. 12/19/1977 463 T R O O T H N A D S R RES B TO RES A EASTERLY SIDE OF COMMON ST. B/T 24 & 296, W ESTERLY B/T 231 & 309 8/7/1998 98-216 A R O S R BAYFIELD Y E S TH RES B TO RES A 109-125 DIXW ELL AVE. - 306-320 W HITW ELL ST 1/16/1979 461 N A OU R E E Figure 6.5_Land use, 2005 Figure 6.6_Zoning,U N N E 2008 T E T ET BUS B TO PUD REAR124-168 QUINCY SHORE DR. PLOT 29 4/17/1979 69 BUS B TO RES B 861-869 SOUTHERN ARTERY (NORTHW ESTERLY SIDE) 12/7/1998 98-416 B U E I T RE TR D T H S OAD W C E S TOLP COLBY R A RES C TO PUD 124-168 QUINCY SHORE DR PLOT 3 4/17/1979 69 E I R O O R O B IND B TO BUS B EASTERLY SIDE OF NEW PORT AVE. B/T 2 & 112 12/21/1998 98-431 N AM R E C G PUD TO OS 196-286 QUARRY ST PLOTS 9-4-3-2-1-14-17 SOUTHW ESTERLY SIDE OF QUARRY ST & SMITH ST. 5/21/1979 104 T SA SHARON N U E L ROAD N RE O E D ST E T T V RES A TO OS LAND OF FURNACE BROOD GOLF CLUB INC. 6/6/1979 171 IND B TO RES B W ESTERLY SIDE OF FAYETTE ST. B/T 83 & 123 12/21/1998 98-430 T T EE IL A A NU E R M O RES D L E T C IS R RES B TO OS EAST SQUANTUM ST. - NORTHERLY OF VICTORY RD. 12/31/1979 361-4 WA R S ET L N STREET L T PUD TO OS PORTION OF PLOT 6A AT END OF FALLS BLVD. 12/28/1998 98-339 T T T NG E A WI L R EE S E U TR W R ED O E RES B TO OS EAST SQUANTUM ST. - SOUTHERLY OF VICTORY RD. 12/31/1979 361-3 R E E O S N I K H B ST L R Y L L R T T T AL E S S E D PUD TO IND A PORTION OF SQUANTUM MARINA 12/31/1979 361-1 NU R S D W O T H D RES C TO RES B EASTERLY SIED OF ELM ST. FROM 101 TO 143 2/11/1999 98-413 L Y N N R A A A M E E B E TREET O W K C E Y S O RES B TO PUD PORTION OF VICTORY RD. AT EAST SQUANTUM ST. 12/31/1979 361-2 C U T R R R U O N D E BUS B TO RES B NORTHERLY SIDE QUINCY AVE. B/T 240 & 258 2/11/1999 98-425 R R U F E L PUD TO RES. C REAR 276-300 QUARRY ST. - SOUTHERLY SIDE 4/7/1980 22 TREE Y H O L TLE S T P R A N R R S A T X F R A Y R A T PUD TO OS PORTIONS OF SQUANTUM MARINA AND OLD AIR BASE 6/16/1980 209 BUS B TO RES B NORTHW ESTERLY & SOUTHEASTERLY SIDE OF BERRY ST. B/T 1 & 28 3/15/1999 99-061 M Y V O C E A E N E M E T E W ET N N A R RES B TO RES A W ESTERLY SIDE 61-193 OF PHIPPS ST - EASTERLY SIDE 64-188 OF PHIPPS ST. 10/20/1980 281 F E R E T O TR U C R T H S O S S R RES B TO RES A NORTHERLY SIDE 18 - 40 ROOSEVELT RD. - W ESTERLY SIDE 9-15 OLD COACH RD 12/15/1980 369 RES B TO RES A N.W . SIDE OF CROSS B/T 11 & 49 & S.W . SIDE OF CROSS B/T 14 & 32 6/9/1999 99-071 IG T E H S ICK TR T T R N A H RW E P S E U G S A E R E H D T A W T G R PUD TO BUS B NORTHERLY SIDE OF QUINCY AVE. - REAR OF 316-336 12/7/1981 340 O R L O RES A TO BUS B NORTHERLY SIDE OF SEA ST B/T 378 & 3880 9/7/1999 99-233 R H IN T E L T N S RES B TO OS MOSS FIELDS SCHOOL PLAYGROUND 6/30/1982 153 D E S P L Q O N UI T T A A L NC IND A TO PUD PART OF DUANES PROPERTY, RIVER ST. 8/17/1982 170 IND B TO PUD PLOTS 49 & 50, PLAN 4126 - PLOTS 11,12, 13,14,15,17, & 21, PLAN 4126C ( RICCIUTI DR.) 4/3/2000 2000-120 E N R H A Y U S E C C S S N E A S H E T L A OR RES B TO PUD ADAMS SCHOOL 8/17/1982 169 Legend V R T V E U RES A TO OS NORTH EASTERLY SIDE OF HOOPER ST., PLAN 1076D #22 - 30 4/18/2000 2000-131 A B E C M DR RES A TO RES B 18 - 40 ROOSEVELT RD. 2/7/1983 25 H S I E U IV O I R M E E L C T T D L E M IND A;RES A & C TO OS BROADMEADOW S SITE 1/3/1984 6 RES B TO OS NORTHERLY SIDE OF BOW ER RD. EXT., PLAN 2087B #73-213 5/1/2000 2000-147 G O H U I S H N N T E S E V G R RES A TO OS ROCK ISLAND 1/3/1984 5 E S T E IV A R S BUS B TO RES B NORTHERLY SIDE OF CALIFORNIA AVE., SOUTHERLY BATES AVE., PLAN 4083, 4111 5/1/2000 2000-152 D A R R E R R V O S T OS TO PUD PORTION OF BOSTON HARBOR MARINA 6/4/1984 150B E E I Y T T T D V E V R H E A E O E E W N L L E E PUD TO OS PORTION OF BOSTON HARBOR MARINA 6/4/1984 150A BUS B TO OS SOUTHERLY SIDE OF W ATER ST. #2-12, NORTHW ESTERLY FAXON LN. #3-9 5/15/2000 2000-165 T T E G A U G S E W S E T E T A A Y D T R T T RAND E BUS B ;IND A TO PUD S.W . SIDE QUINCY AVE 6/18/1984 258 T A R E T K I F E E O E T E I C BUS A E R S N H PUD TO OS SOUTH W ESTERLY SIDE OF SOUTH ST., PLAN 2084C # 271-282 5/15/2000 2000-163 E R H R L U U I E E C RES A TO OS GREAT HILL SCHOOL 9/4/1984 382 L F T R S E A S R T C D N N T K T G T S E T S M H N E E T S I O Y R R L E E L P N I R S R T S E RES B TO BUS B REAR 494 W ASHINGTON ST. 11/19/1984 430 C I E A L E A BUS B TO OS NORTH EASTERLY SIDE OF CLEVERLY CT., PLAN 2068 3 5-49 5/15/2000 2000-164 N L E V E E R I L T V T B L O E E M W L C I E A L H R A I S A A A R S R A F E R IND A TO PUD PORTION OF BOSTON HARBOR MARINA 1/25/1985 438 C B S A D T T N C T N E K C F N O S T T IN S S E N M M M N R A S D PUD TO OS PLOT 64 ON ASSESSORS PLAN 4126 (RICCIUTI DR.) 6/5/2000 2000-175 E L E E E T E T S N S L A PUD TO BUS C PORTION OF BOSTON HARBOR MARINA 1/28/1985 436 S E Y D O L IV R O E S ERPRISE DR S N T R E E V T A E E M T A E T R E R M B R R T T O V R E T L E E R L E E V IND A TO BUS C PORTION OF BOSTON HARBOR MARINA 1/28/1985 437 E R A A I B T T N OS TO PUD PORTION OF PLOT 48 ON ASSESSOR PLAN 4126 (RICCIUTI DR.) 6/5/2000 2000-175 B U S T E T T E E H E E T D H S S T U N T S M S N E E C F RES C TO PUD CITY OF QUINCY HOSPITAL 5/20/1985 234 T R E A VE D E D T E A R PRINCESS U C T E S R E E V S E A S I I A I E BUS B E H W V K A IND B TO OS PLOTS 19,20 & 48 MON ASSESSOR PLAN 41126 (RICCIUTI DR.) 6/5/2000 2000-175 T S E U RES B TO OS S.E. OF ROSEMARY LAN. - W . OF S.E. X-W AY 6/26/1985 308 A N T T V N E R N N E E S A K D N T J C RES A TO OS N.E. & S.W . SIDES OF PRAIRIE ST 1/3/1986 510 E U D L OP E U S A O H LEY BUS B TO RES B D NORTHEASTERLY SIDE SUMMER #32-70, NORTHW ESTERLY SIDE OF W ATER #3-27 6/19/2000 2000-206 S T I S T E TR O V E H D O R O N EE BUS B TO OS AT SOUTH RD. & W ESTERLY SIDE OF NEW PORT AVE EXT. 1/3/1986 511 M T E L X T R A A N M E R A F N R A M E A E E N N E V N A RES A & RES B TO OS U 261-273 SEA ST. (SOUTHERLY SIDE) 4/17/2001 2001-114 E S N E D N W C S IND A TO PUD 572 - 612 S. ARTERY & 108-128 FIELD ST 1/3/1986 512 D T S D B S E I M E A E T U S A O N E M I R A R N UE R T S G T V R RES A TO OS OFF NORTHFIELD AVE PLOT 6 3/20/1986 33 O S O O I R T E E V A N I E T R D O E A BUS B TO PUD 1020 SOUTHERN ARTERY, PLOT 40 5/21/2001 2001-138 S E T R A E V E M T H R G D E E O I T E N R N RES A TO OS PLOTS 19 & 22 ASSESSOR'S PLAN 1078D 3/20/1986 31 R A C O E M E A E O D R T U R R L E I A R T E S E R N R A G S BUSD C A T B O O H U S RES A TO OS PLOTS 5,6 & 7 SOUTH SIDE OF MALLARD 3/20/1986 32 RES A TO OS ASSESSORS PLAN 1057Q, PLOTS 3 & 4 9/9/2001 2001-193 H T L E R L O D A I S G A S S L R S R T I I A R Y VIEW V N D E N A R L E T I ET Y VENUE IND B TO BUS C SOUTH SIDE W . SQUANTUM ST & W EST SIDE FAYETTE ST 6/4/1986 208 E S D N A T S A T R E E A E K W E RES A TO OS SOUTHERLY SIDE OF SPRING TER., #1-9 10/15/2001 2001-193A N M R O B T W R V E C K A A A T E T IND B TO BUS C SOUTHE SIDE W . SUANTUM ST & EAST SIDE SAFFORD ST 6/4/1986 212 S R U I S E E U N E V D C L W R T D D T E I E N T L B E N E Y E A G A R E E L ZONING CHANGES TO OS VARIOUS LOCATIONS 10/9/1986 230A RES A TO BUS B NORTHERLY SIDE SEA ST. FROM 370-372, MAP 1093 3/4/2002 2002-064 A D IL C AY U S H O L V ROS W N D B USE E A AD Y ST D CA E T T H R A I D O REET SLAN E C V H G I U D R A R ON E R E L R ZONING CHANGES TO OS VARIOUS LOCATIONS 10/9/1986 230 T N A N RO E E E E T UE R PUD TO BUS B A PORTION OF PLOT 42 ON ASSESSOR PLAN 2084C (SOUTHERN ARTERY) 6/17/2002 2002-177 T E O O S V E S W E RES B TO RES A NORTH & W EST SIDES OF GROTON ST. 1/14/1987 475 T T E T R T R R E D A G D A E T AN A T E T N N P R E W CE BUSB,INDA,RESA TO PUD S.W . SIDE 321-409 QUINCY AVE 1/14/1987 381 O IND A I L A E S W PL T IND A TO PUD ASSESSOR PLAN #2087 & 3019 - LOTS 32, 34B, 8A & 8B 8/12/2002 2002-207 IL S A THROP E S L IN S R A L LO W W R T M L S ET Y R R H T E D L TR IND B TO PUD PRESENT SITE OF GENERAL DYNAMICS 1/14/1987 491 E S E E I E E S S U E R A I T K T R T N D T R T T T S S D E E IND A TO PUD ASSESSORS PLAN 2087 & 3019 - LOTS 32, 34B, 8A & 8B 8/12/2002 2002-207 S N T R W A FENNO B H E N E R RES B TO RES A EAST & SOUTH OF ANGUS ST 1/14/1987 477 D E A E O H A R E R T P F R U TREET C E U W EN S T O S O D E M ENN R D P A Q P S R SH S H IND B TO OS NUT ISLAND 2/23/1987 379 O B H A E R IL M T O S LI I A E D U O RES A TO OS ASSESSORS PLAN 3021 PLOT 3 ON NORTHERLY SIDE OF FRANKLIN ST. FROM STREET # 342 TO 364 4/7/2003 2003-101 R N PS S MAXIM PLACE T T S R T T ST Y O O D E R L T RE STREET M Y N S S EE BUS B TO PUD SOUTHERLY OFF CIRCUIT RD 4/27/1987 100 TREVO R R U E W T T E V M N R R L N D O S E E A W P E U E H M B F O BELL STREE E T Y RES B TO OS ASSESSORS PLAN 3072 PLOT 1 - LAND IS BOUNDED BY BROOKS AVE, ROBERTS AND CENTRE ST. 5/5/2003 2003-139 E E T RES C TO RES B HUNT ST AREA & NORTH ST., QUINCY SHORE DR AREA 4/30/1987 459 Y S A O E M R B A R D A N U M D U E B O R F B RL R A R R B E N A L A A N E O L S AD R T ATT RO L D O R T I O E BUS B TO RES A BETW EEN 319 & 355 QUINCY SHORE DR 5/7/1987 13 N PR Y R T S V E E IND B R L T L I R S H E N E PRI A V RES A TO OS ASSESSORS PLAN 4072L PLOTS 157 & 158 - LAND IS LOCATED ON S SIDE OF CONNELL ST. NEAR CORNER OF JOYCE RD 5/5/2003 2003-139 E A L S E T D VA T N W T A T E T U K H E E W I T S T M W U E E G T V N O E S RES B TO RES A BETW EEN PLOVER RD & W EST OF TERNE RD 5/30/1987 467 NA AY E D O E R R WALL STREET N T E E T R A R R N N T U A O T O T E S S TO S T Y P N OAD S O R E O K O E R PARK R A A S T T C N K R K C U T R B S BUS B TO RES B;RES C TO BETW EEN 99 & 173 SEA S;BETW EEN 175 & 197 SEA ST 5/30/1987 490 R D R RES B TO OS ASSESSORS PLAN 3074 PLOT 6 - LAND IS THE FORMER LINCOLN SCHOOL SITE ON BROOKS AVE. 5/5/2003 2003-139 U A N S E K IC L O R U A T T O E E O N E R C E E T E W F E S E T A O E N L T U S E B T E A S S V D F R E H T E N I H V A K E RES C TO RES B MERRYMOUNT RD. 6/4/1987 111 E D E T B E E R B T M U A I N A S A O E T M BIRD STR RIN N R R N PE T EET Y E R RES B TO OS ASSESSORS PLAN 4019 PLOT 1 ALSO AMENDED TO INCLUDE PLOT 4 - LAND IS BOUNDED BY COPELAND, COMMON & W EST 5/5/2003 2003-139 E V E R A AD U B N E G E OW RO E R ST D L A E E E R T RES C TO RES B NEW PORT TER. NORTHERLY 7/8/1987 170 O T E T S R R D C S R V ET T N B U M S E N I I T T A T V W HI L H T S T LMA N E A I S T R A E E S E E TR U H S EET E U A E P RES C TO RES B ASH ST. AREA 10/22/1987 220 U RES A TO OS ASSESSORS PLAN 4034D PLOTS 102 & 104 - LAND IS LOCATED AT THE END OF W OODCLIFF RD. 5/5/2003 2003-139 S W E T E S G W E D R S U A E P NUE V N R A G P RE T KINS AVE NRISE ROAD A E C R E M EN A T HUC R T R M E R S T CH R T S S ARLES STREET Y V L O C T E T N K O S R O BUS B TO PUD 473-479 QUNCY AVE. 12/11/1987 293 E A L E A E T O E H E S E L O C T OS T E T S I T R R A A M E I E N S I RES A TO OS ASSESSORS PLAN 4034D PLOT 8 - LAND IS LOCATED AT THE END OF AMES ST. 5/5/2003 2003-139 N T N D H S E N L E N V R N A U G A RES A TO OS ON HUNTRESS & ALLERTON STS. 5/9/1988 34 E L O A G S E A K U H S D S X E A N W BR CL T G F R D EM E R B IG O T N E N B T M E T L E G L M O S OAD TERR I S T T S O O O T O E R AC O S T E U OR E O R S G N T YCAM V O T N H R W S M T S R R R O BUS C TO PUD PORTION OF MARINA BAY 6/26/1989 120 I A R E H A O E E D E RES B TO OS ASSESSORS PLAN 3068 PORTION OF PLOT 18 - LAND IS LOCATED ON THE E SIDE OF GRANITE ST. B/T NO. 434&454 5/5/2003 2003-139 E E S L OA F N A R N T A TURNER STREET E N R E A R A I L D E N T E E E H E L C L N N W T A T A B EN W O V L T S N X PUD TO BUS C PORTION OF MARINA BAY 6/26/1989 120 O H S B E E E S L OAD A F TR I E D E R R E D T DUNDE T M D EE S T T V W N W T U S R P O S O R T R L T RES B TO OS ASSESSORS PLAN 4098 PLOT 14 - LAND IS LOCATED AT THE END OFUPTON ST. 5/5/2003 2003-139 A T A H T E N E L A O R E L T T PUD TO BUS C PORTION OF MARINA BAY 6/26/1989 120 R E A E BAY E E N A T J O E STREET R R A E H S D A D E T R C E U TO E E R E D T C D E W T H E A W T D S H T E N R V DARROW STREET BUS C TO OS PORTION OF MARINA BAY 6/26/1989 12 E ERDEEN ROA E A A A T T P N SEA R V AB T V E E ST I RES A TO OS ASSESSORS PLAN 4100 PLOT 6 - LAND IS LOCATED ON W SIDE OF A PRIVATE W AY OFF GROVE ST. 5/5/2003 2003-139 T S E R E O E T EE T R N M R N O M ER S O T E R R U N D S N E E N URF M E O E N ENU H T RES A TO OS ROCK IS. RD. OPP. SPRING ST. & 54 TO 66 FRIEND ST. 6/29/1989 201 T REET SIDE A A N E H E R ST LA U S V U A AN NE PUD U F O CE A V B T O O N N T A T DEA IND A TO OS ASSESSORS PLAN 4126 PLOTS 75 - LAND IS LOCATED ON N & S SIDE OF RICCIUTI DR. 5/5/2003 2003-139 E T R E W RES C TO RES A 519 - 591 W ILLARD ST 10/2/1989 171 P N L R E O E A E R E ANE V E O A N V LITTLEFIELD STREET E E B R E K A H N E A W R U R O G S N T R IND B TO OS W ESTERLY END RICCIUTI DR. 11/13/1989 91 T A D T H E D E O N C A O D D V S IND B TO OS ASSESSORS PLAN 4126C PLOTS 22,27 AND 55 5/5/2003 2003-139 S C O S OA A O I CT AD V S E L CE K R E O O O K N S O S R R M R E L A RES A TO OS VARIOUS LOCATIONS 4/24/1990 109 Y R E MA I O W S O TO R R U S O W Y A T O L A L N D N W B O O D L T S O T D A S M E E E A A S A R RE N U E IND B TO OS ASSESSORS PLAN 4126 PLOT 50 5/5/2003 2003-139 E E L R D H ST E N O IND A TO PUD 171 - 221 W ILLARD ST. 6/10/1990 87A S R U T T S NE X K I B E A D L E T R V S H E O V E R A N LLWO U M I O O U D S W M D E E E T E
O T R N IND B TO PUD NORTH OF RICCIUTI DR. 7/10/1990 83A Q L E P A O R A G O A A R A T D L U T S W T T W EE R RES A TO OS ASSESSOR PLAN #4099 - PLOT 6 & ASSESSOR PLAN 4100-PLOTS 5,6,7 & 8 PRIVATE W AY OFF GROVE ST. 6/16/2003 2003-194 E Y A R E M T D ED T E L S N N AM R L H S M T N O O P NA R E T L P A D D B SE B V N V A JO RES A TO OS 45 - 59 GLENDALE RD. 9/11/1990 170 U S T E H D O T S A O T N I P O T R A P A N T A A A A E R SE S R R S
A QCZD-10 O R E I T D E O A A E M T T T O O D N O IND B TO PUD 162 - 204 OLD COLONY AVE. & 179 - 203 OLD COLONY AVE. 9/26/1990 237 RO RES A TO OS ASSESSOR PLAN #5158 - PLOTS 14,15,16,17 & 41 S.E. GROTON ST. 10/12/2003 2003-296 E R T S O A E R H R I E V H R S T O R R A S E R R T D R R T E A L D I T T N SQUA D IT O N N T T E B E G T S
E H E O ROA O B ER I C D A A M S D O D A N T R T BUS A TO RES B 64 - 66 FARRINGTON ST. 3/8/1991 352 R N S E E I O T A H S I N R C R L R E O P E E O H R A O U O T O O R BUS C TO OS ASSESSOR PLAN #6159 - PLOT 25 - NORTH SIDE W . SQUANTUM ST. 10/20/2003 2003-298 T L P T O A S N L A N O D D T L E L V O E S A I E O Y B RES A TO OS 16 HUNTRESS AVE. 10/24/1991 97 N T A D E R K R A A IS T E N D R N S A L R E U A G T A C T O R A E T E D B C N R N S T A T N N T I E D BUS B TO OS 122 CROSS ST. 3/20/1992 19 R BUS C TO QCZD-10 A PORTION OF QUINCY CENTER - SEE COUNCIL ORDER FOR DETAILS 2/22/2005 2005-037 M D A O T E D S E L A E I R D P E R OAD M R A A U W T IV X E L AL T R E T A M L A V D W V B E A E E A R W L R E R RES A TO OS 42-58 O'CONNELL AVE. 3/20/1992 20 Y O K N G Q L R V E T R O I M N A O O U O T E N H E S T C E E N A N G BUS C TO QCZD-15 A PORTION OF QUINCY CENTER - SEE COUNCIL ORDER FOR DETAILS 2/22/2005 2005-037 G W E I B C S R E V Y O C A A R O RES A TO IND A SOUTH SIDE OF RICCIUTI DR. 9/28/1992 228 O N U N L O L T E R R A E A E S T E H L CE O P O A O D ERRA D R N U E I N C E SPR O T R U R P E R S ING T K V G O E R STREE QCZD-15 A N L E R C I P O N H C RES A TO OS 382 FENNO ST. 10/4/1993 185 E A A AN T T D RES A TO QCZD-10 ASSESSORS PLAN 1130, PLOT 1 & ASSESSORS PLAN 1114E, PORTION OF PLOT 1 2/22/2005 2005-037 A E E I A L R O D I A O R N L D N R T V A S N E M V N T D E R O N S G A M F T A D H S N E U E E Y C RES A TO OS 7 JORDAN ST. 10/4/1993 181 A O R E N E O T N B R A K T N E H S S E N U T L D I N L L L A O S K I A E L SL OS TO QCZD-10 ASSESSORS PLAN 1114E, PORTION OF PLOT 1 2/22/2005 2005-037 A T A R M UNT T E U T K O U RYMO PA N P T ND IND B TO PUD LAND BOUNDED BY NEW PORT AVE., HOLBROOK RD., FAYETTE ST. & W ILSON AVE. INCLUDING PLOTS 24, 34 & 29 5/16/1994 94-177 W R R R N MER RK E S T K R R E T O O C D E W V D AD V E S E N A L D R E R C A T O I Y A E E E A T E P V O A A E P E RES A TO OS 16 - 18 LANDERS RD. 10/17/1994 94-155 IR E D E L O A O T T P R RES A TO OS ASSESSORS PLAN 6108A, PLOT 22G - CITY LAND LOCATED ON BAYSIDE RD. & BRUNSW ICK ST. 6/20/2005 2005-168 P R R T R W N O T T T I O O T A E E W R R E O G R D A T S I D I S D S RES A TO OS 901-911 QUINCY SHORE DR. & 160-166 RICE RD. 10/17/1994 94-155 E R A V E E N W D A R E W D C S O D N RA O G E R S T L O A Y R A R O P T TE A T M T A M O IE R T S V RES A TO OS ASSESSORS PLAN 6108A, PLOT 23H - CITY LAND LOCATED ON ORCHARD ST & BURNSW ICK ST. 11/14/2005 2005-255 H O IND B TO OS PORTION OF PLOT 48 ON ASSESSOR PLAN 4126 2/6/1995 95-022 A L D A N E V A T V A O R O F C R R U A C R S O E E A E T H A R S L N E D I E L O
G U RES A E B T E T N E I T T D IND B TO PUD PLOTS 19, 20 & 21 ON ASSESSOR PLAN 4126 (RICCIUTI DR.) 2/6/1995 95-022 U D A A P U D E R H R O A T N Q O R RES A TO OS ASSESSORS PLAN 1056, PLOT 34 - CITY LAND LOCATED AT 31 SPRING ST. 2/6/2006 2006-047 S A R O E E A B E N V A T O T T O E E OS TO BUS B SOUTHERLY SIDE OF QUARRY ST. B/T 238 & 252 7/6/1995 95-057 T E D A A Y V S O P E T R AD M O R R P E S N E V S EET S Y A T S H Y M N E E O R S RES C TO RES B ASSESSORS PLAN 3056, PLOTS 55,56,58 & 41B LOCATED ON BROOK RD,BOOTH ST & SCHOOL ST. 4/18/2006 2006-120 U E N L T BUS B TO RES A 480 TO 488 HANCOCK ST., 2-8 & 5-7 ALBION RD. 9/5/1995 95-118 S A T I R O A B U U N T A T T H EE R E B T A R TR I N E L E S S E A E T O R S E U IAM L E C TR L E A E PUD TO IND B LAND BOUNDED BY QUINCY AVE, E. HOW ARD ST., SOUTH ST. & W ASHINGTON ST. (FORMER GENERAL DYNAMICS) 11/8/1995 95-264 WIL T R E O I ET D N T E V T N AD N E F N N T H RO RES C TO RES B ASSESSORS PLAN 2030, PLOTS 15,34,33, 17 & 3 LOCATED ON W ESTERLY SIDE MILL ST. 4/18/2006 2006-121 T I S K T ORT O A D H I A I W A A R E T A Y R R F PUD TO BUS C W ESTERLY SIDE OF COMM. SHEA BLVD. - A PORTION OF LOT 24 6/3/1996 96-147 M G REE N S U R T V U M R D ST D O S O E E AN O O M E CE N R D E L D O M T A L S
O L R T D D
A M AD S A BUS C TO PUD A PORTION OF LOT 24 AT O'CONNELL W AY & VICTORY RD. 6/3/1996 96-147A L R RO D IND A TO PUD ASSESSORS PLAN 3089, PLOTS 11,14 & 16 LOCATED AT 103-23 PENN ST & 20-34 COLUMBIA ST 6/19/2006 2006-108A E C DSO OA T L A T A A WIN R Y O S ANT R K V E O A R T ON F C E O E N A R C RES A TO BUS B SOUTHW ESTERLY SIDE OF QUINCY AVE. B/T 303 & 307 (A PORTION OF PLOT 46) 9/16/1996 96-237 R RES B A R L LE D E ET E T STRE IND A TO PUD ASSESSORS PLAN 3091B, PLOTS 3,4,5 & 17 LOCATED AT 125-55 PENN ST & 150 PLAIN & MITCHEL STS. 6/19/2006 2006-108A UE O D S T E L S A SSEL T VEN A BU T BUS B TO RES A SEA ST. & CURLEW RD. 10/7/1996 96-265 T RU A O IDE O E T R E N S R R E ET EET ILL R T L O RE TR H E O T N R PUD TO BUS B 162-204 OLD COLONY AVE. & 179-203 OLD COLONY AVE. 10/21/1996 96-288 L ST EY S IND A TO PUD ASSESSORS PLAN 3092B, PLOTS 4, 9 & 10 LOCATED AT 394-408 CENTRE ST AND 16-40 MITCHELL ST 6/19/2006 2006-108A B T E E E U D T I R L OV U M O N SSE H IS UE G L E E A D S E T RU EET EN E N R I R P YM D H TR H V E T U BUS B TO PUD NORTHW ESTERLY SIDE OF SCAMMELL ST. & THE NORTHEASTERLY SIDE OF QUINCY AVE. 12/16/1996 96-339 C S EET T A S E M M G T U R O A E S TI R O I R S N ST M R O S N T T LA GS P UM O E V O O E R O IR E E T T T R A ILLIN IND A TO PUD ASSESSORS PLAN 3091A, PLOT 12 LOCATED AT THE INTERSECTION OF CENTRE ST & BURGIN PARKW AY 6/17/2006 2006-108A S U T A E H M E R B R T N R P V BUS A TO RES B PLOTS 52 & 53 - NORTHERLY SIDE OF SUMNER ST. 9/8/1997 97-219 R U N S G R S E T U A T O H E W L A M E E EE V R G R STR A C A U D E Y N NU T R L A O E R M D P O E PUD TO RES B W ESTERLY END OF BOW ER RD. 1/20/1998 98-031 STE D E A A A G O A D R V EB RES A TO OS ASSESSORS PLAN 1065, PLOTS 105,106,107,108,109 & 110 LOCATED ON THE SOUTHERLY SIDE OF STOUGHTON STREET 1/20/2004 2004-019 N T R L Y A L THFIELD A W D L N C L M A U E I S I O T N P O E O IND A TO PUD NORTHERLY SIDE S. ARTERY FROM 622 TO 660 2/2/1998 98-060 E N R R T R A R T RES C C W W R E EE R W R M O R O R ST ET F O D D S B T E KER TRE O A E T K T S C AL S BUS B TO PUD 213 TO 243 QUINCY AVE. (SOUTHW ESTERLY SIDE) 4/6/1998 98-122 S D W TON A E E R D P LE R A E A E L APP E E E D B A R I B T V T O R O O T C ROA E E E O E D RES B TO BUS B 1266 FURNACE BRK. PKW Y., BOUNDED BY MILLER & COPELAND ST'S. 4/21/1998 98-092 M E D ELD E H T T B T ET YFI E S R T R S E A E E R B E S E S T H E E S T A N R S OK R U E E E M T LY D E T R O O H T B T H N A F D S R N T R C RES B TO RES A EASTERLY SIDE OF COMMON ST. B/T 24 & 296, W ESTERLY B/T 231 & 309 8/7/1998 98-216 A O R R R S AYFIELD I N A Y E S TH B T N OU L A A E T R E T H E E E S N L U N E T S E U L R E T ET V E T BUS B TO RES B 861-869 SOUTHERN ARTERY (NORTHW ESTERLY SIDE) 12/7/1998 98-416 U I B T E RE D R N G U TR ST AD R E O C S PH BY RO A A W E TOL COL A E E L R E E I R O O O G N R O B E Y M E IND B TO BUS B EASTERLY SIDE OF NEW PORT AVE. B/T 2 & 112 12/21/1998 98-431 N AM R E Y D R E C G R T SA SHARO N U L T R A R S D Y E T E L N ROAD N R I I T E O E D E R G V E TR E T D S T O E IND B TO RES B W ESTERLY SIDE OF FAYETTE ST. B/T 83 & 123 12/21/1998 98-430 S T ET IL V A O H R E A UT E E A O S A R RKWAY R E N R M S RES D E PA B R L E T C I R T I D V K E R WA R S ET L N STREET L T D O T S PUD TO OS PORTION OF PLOT 6A AT END OF FALLS BLVD. 12/28/1998 98-339 T T T NG E A WI L R C D W O RO S M T EE S E U TR W R ED O E I A B E S TR E E YO S N I K H B D E I E E S L R L L R V I O R C W T T T AL E S S E D E A N E T NU R S D W O T H D D V N Y RES C TO RES B EASTERLY SIED OF ELM ST. FROM 101 TO 143 2/11/1999 98-413 L Y N N R A A R R O E A M E E B E TREET O A R E W W K C E Y S O N U W E C U R R R O F L T B U O T N D O D E A L G O R R F E E BUS B TO RES B NORTHERLY SIDE QUINCY AVE. B/T 240 & 258 2/11/1999 98-425 E R U HE OL L A S A A O H LE STR ET P Y R A N R R E I E T T T L O R S A X F R A O E D R S Y R A T R REET S BUS B TO RES B NORTHW ESTERLY & SOUTHEASTERLY SIDE OF BERRY ST. B/T 1 & 28 3/15/1999 99-061 M Y V O C E M R DE WSON T D T Y A E N E M E T I R R S O N E G O S S A F W EET N N A R E AE W O O R U R C T E R D M N D T T R E MY R G D W H S O S S R H OPIA N S RES B TO RES A N.W . SIDE OF CROSS B/T 11 & 49 & S.W . SIDE OF CROSS B/T 14 & 32 6/9/1999 99-071 G T E H K T T R I L A A K D I N S WIC R P T E G C OAD A VE A E R A H R E S T T R R U G S A E R E I D R O IN V A T L C R O I H D O T W O G R I A R A O R R L U E D K RES A TO BUS B NORTHERLY SIDE OF SEA ST B/T 378 & 3880 9/7/1999 99-233 R H IN T L R E L T S P P R P B A A B A D N Q L I G D E S P L N A N U C U D P O T T A A L IN A R V D N C T W IND B TO PUD PLOTS 49 & 50, PLAN 4126 - PLOTS 11,12, 13,14,15,17, & 21, PLAN 4126C ( RICCIUTI DR.) 4/3/2000 2000-120 E N R H A Y W ST R E T C S S L O E U S E C S E T U E F N E A S H R G N E T O O M L I H E T L A R B E E T D U E V R U V E A E S I E E S RES A TO OS NORTH EASTERLY SIDE OF HOOPER ST., PLAN 1076D #22 - 30 4/18/2000 2000-131 B C D AD V N A E A E A T B H M R T R E L A S L R S I E U IV N I O T O I R M E E E T E T D S D T L T L R P R L C T R D D E M E R E U S R RES B TO OS NORTHERLY SIDE OF BOW ER RD. EXT., PLAN 2087B #73-213 5/1/2000 2000-147 O H U S L E S T T O A Y G A R S I G N H N N T Y A E E S E R S R T E R D R D E V G R O N T A T N T E S T R T E V S E T E E W C K T E E I A R E O S I R E R BUS B TO RES B NORTHERLY SIDE OF CALIFORNIA AVE., SOUTHERLY BATES AVE., PLAN 4083, 4111 5/1/2000 2000-152 D A R S O Y S E O H R R V O T O U S E R W H T E E V T E T I R E I Y T T E A L L D V E V R H S T W E S E E A L R R J O S E N O E E E V S N L R O A A E W L T D O E T L O A D BUS B TO OS SOUTHERLY SIDE OF W ATER ST. #2-12, NORTHW ESTERLY FAXON LN. #3-9 5/15/2000 2000-165 U T E L T S N N G A G S E W S A T DR N Y T T E T A E T R R U Y E D R T AND R I IV IA A T T R E S A E E E A E E R S L L T D T T T R T K I F E E M E H N T D O E E I C H E A S E R S N H S E B L A PUD TO OS SOUTH W ESTERLY SIDE OF SOUTH ST., PLAN 2084C # 271-282 5/15/2000 2000-163 E E D R E L R U R H L E U I F E F E T S C D B I O L R E S V Y R RM E A S T K P A T C N N E R R D D E T T E R N R T T S T S M F N A N G S T E I A T Y H E T I O E R R L E E L O I Y R R Y A P IN I S A T S E R M N S O C E A L E T L R E R BUS B TO OS NORTH EASTERLY SIDE OF CLEVERLY CT., PLAN 2068 3 5-49 5/15/2000 2000-164 N L E V E I L T V T B L A L H W O E E M W L C I E R K T E T T L H E R A N S I S A A E A E S A D R R R N R A F C S A D C R T C U G Y B N C T T C T T I N W I U E N T S V N K F S O S M N C O O E N M M E E N Y N R L A S E D N H E N E E W PUD TO OS PLOT 64 ON ASSESSORS PLAN 4126 (RICCIUTI DR.) 6/5/2000 2000-175 T S N E A I T E S S L L M V E Y D O O S C D A V E E U E I R T E V T Y A RPRISE DR S N R E D T E A E E M T A M A Y E R T R I W T M B R E A O R T O V R T L E E R L E E V D E D R I B T T E A A T N D C A OS TO PUD PORTION OF PLOT 48 ON ASSESSOR PLAN 4126 (RICCIUTI DR.) 6/5/2000 2000-175 B U S T E T E E O H E L W H U M O E S E D H M S T U L N T T S I O S N I E F L A R E C R T R E A E D E M C T V N I E A R PRINCESS E U N L V M W T C T R E E S S A A V E A S I I T E I A E O A E H W V T F E K U S B V IND B TO OS PLOTS 19,20 & 48 ON ASSESSOR PLAN 41126 (RICCIUTI DR.) 6/5/2000 2000-175 S P K H I A E T B O E G O T V E R N R T N T R E ROOSE R T I E P R V O N ST EL A T A S K R A S E E D L C OAD L D G S T J C Y R I N E T R D O T T I O H S E U L PLE A Y I T B Y N BR E S T I S R BUS B TO RES B NORTHEASTERLY SIDE SUMMER #32-70, NORTHW ESTERLY SIDE OF W ATER #3-27 6/19/2000 2000-206 V A K T E TR Y R C H O O N E O R S H D E M S R D T E R A H E I N M L X T R A E C E R A F A L O R A M E A E E T L H E N E V N A O M J A A H T K RES A & RES B TO OS 261-273 SEA ST. (SOUTHERLY SIDE) 4/17/2001 2001-114 E S N E D N W C S J T S D T N E L E D B S E I M E R O N N E T U S A O N T N T E A M I A U R E U E R R N E T R S I S N E G T V TheT Land Use diagram at left describes the different elements that comprise the site, both natural and R man- O S S T O O I R E E E S C O S E D L V Y H A A I E T R D O E A T H TR URC O P N S R A E V E HIL C E R L BUS B TO PUD 1020 SOUTHERN ARTERY, PLOT 40 5/21/2001 2001-138 E T E L M H E R G D E E G E ET RO A K A T A R A O I T E N R N H A C D R R T S
R E E A C T A O M D R T U W D O BA O E O T U NUE T R R L E I A R E S VINE AVE R Y S S T O V R R E R N T R A GO S E T G R D A B H O U S A T E C R E V T RES A TO OS ASSESSORS PLAN 1057Q, PLOTS 3 & 4 9/9/2001 2001-193 H T O L E E A R L D N E A I AF L S D S A E F I S G ST V A U E C E R I
L R R V E A E
I R Y E V I A D E VIEW A R K T W R E T N E N VE P N L I T NUE E E S T D N A T Y N F E S E AIR C M V C R E E I S A E E T K A E W R U R W E OAD R H RES A TO OS SOUTHERLY SIDE OF SPRING TER., #1-9 10/15/2001 2001-193A N M O B R O P S Y T W R V V E C K R S A A T E T U L N S A N E R U I T O
S T A E E U N E N V D C T R L W R T D D A I T T E A T A R E I E N T B E N D M L A G U E T E Y E O
A S W R E E L O S E D IL C D Y E R E F
RES A TO BUS B NORTHERLY SIDE SEA ST. FROM 370-372, MAP 1093 3/4/2002 2002-064 S A O L R C S V O D U H D S N E A D BY S E I A T E E T T H R A D O REET E A T T S A C H A N A E T E U V A R E I T D R R N S E E R E R O A T R T N A N R O V E E E E V R E E T UE R R C E T E O S S O A I E RA E D N E PUD TO BUS B A PORTION OF PLOT 42 ON ASSESSOR PLAN 2084C (SOUTHERN ARTERY) 6/17/2002 2002-177 E O W L E R E D R R V E T S W T E TE P U O E R T R R T S T NN AP R E E A R D G N Y G A G Y P I M T AN R E L L M C T E T S R G E T A T T N N P T N L S I L E W LACE U A T WI A OP P A P N S IND A TO PUD ASSESSOR PLAN #2087 & 3019 - LOTS 32, 34B, 8A & 8B 8/12/2002 2002-207 L S HR O R O S S T N T E L A L L WIN N S E OW E T I T M L S T Y R S E A E O W T E D L T E R U D L E S R E B I E G T S E U E A R L R N ET R A K T G R T O V N
H E T T D O N N T S L R E R R W D R S IND A TO PUD ASSESSORS PLAN 2087 & 3019 - LOTS 32, 34B, 8A & 8B 8/12/2002 2002-207 S N T A FENNO B H T D R L P A E R B A O C G E E T E A E A R O T H P E R U REET E I E E O U E U F W N ST D E T O D E M ENNE E N I D A P S A T S
P P S R SH W P F L E A S Q H C E B E R IL M N O N S M N E R H O S L I A E I N I T D RES A TO OS ASSESSORS PLAN 3021 PLOT 3 ON NORTHERLY SIDE OF FRANKLIN ST. FROM STREET # 342 TO 364 4/7/2003 2003-101 R PS S S MAXIM PLACE E E R A M I N T T T S T E K D X T T E E D E TR L Y N S S EE T S M T D W S A W R E S U W T E V N D V O E made.T The site is almost completely surrounded by saltM water sandy beach andR is bordered to the east byU a significantT W S R T R L R H N S R A A H E A W E U U R A S F P E O BELL I T R I T STREET E E E L T E E E ED RES B TO OS ASSESSORS PLAN 3072 PLOT 1 - LAND IS BOUNDED BY BROOKS AVE, ROBERTS AND CENTRE ST. 5/5/2003 2003-139 T A N K N W R E W S A O E M N R R E E E O A T E D A U L S R D D U O T A R F B RL R T E T E D R R DS R B E N N L LA R N O R L L E N A N E R L T O I E E F T E E O R T I O E L E R V R E S D T N Y R S O A E L T L S T C A T R R S H S L T I E E T T E A L E D T T RES A TO OS ASSESSORS PLAN 4072L PLOTS 157 & 158 - LAND IS LOCATED ON S SIDE OF CONNELL ST. NEAR CORNER OF JOYCE RD 5/5/2003 2003-139 T P A N W S T A T A V T E K H E G G S D O T S D R R E V I O T E E S C S T E T T
E X O G N R R S WALL STREE U O E A H E E T R S T E E N N T R A R T T R D L A E E E O O T T S T T T O A S S R E T A E E N O A IS V T R R E W R O K E O E R S R I B S N K R T T C C R O O S A A N STR U T RES B TO OS ASSESSORS PLAN 3074 PLOT 6 - LAND IS THE FORMER LINCOLN SCHOOL SITE ON BROOKS AVE. 5/5/2003 2003-139 B U S I A T N X SH GTO E O B W R A N S O R U E T T O E R R A E R IN A E E E L N T E T N R E D N A E E C T T E T T R T E E T E F E S E T E D H N T S T E O L U C E E B E T T R S E T R H V F R E H T A E H C R D N R E K E L E G S T E R B R E T C
B N T W O A I E S A A O E T N M T BIRD STREET S T R R PE S L N U A S U C
T E R T RES B TO OS ASSESSORS PLAN 4019 PLOT 1 ALSO AMENDED TO INCLUDE PLOT 4 - LAND IS BOUNDED BY COPELAND, COMMON & W EST 5/5/2003 2003-139 V E R E S Y E G E E E N R S O E B C T E Y
T E T U E E E R T L S E H T O T E T A E E R R E D C S V E I N R E T T I O R E U M S E N Y N S R T T A T S R R T M W H H S T E I R L T E A E ILMA N E A L T E Y T P E E S I S R E STR E U I R T I B EET E U A E O S H V R E B S R S E D S U ' T RES A TO OS ASSESSORS PLAN 4034D PLOTS 102 & 104 - LAND IS LOCATED AT THE END OF W OODCLIFF RD. 5/5/2003 2003-139 S W T E G W E R Y D NN E E R E P S T V N A G R R P A
E R R M T E R E E A E A O E A E A E C N R S T W N T W B T T R M E V T C T HA Y S R T S RLES ST S REET K V V E L S O T T E T O S E TR T O N E L H A E S A L O D E E S S P E E E R A E O T E T T C E I M T E I E N S R R R D R S D L E N T RES A TO OS ASSESSORS PLAN 4034D PLOT 8 - LAND IS LOCATED AT THE END OF AMES ST. 5/5/2003 2003-139 N T N E D H I F Q C E O A C E L R N A M L U G H A R W A N U L O A S E K U T R A A G B A U A U R N W R U R C T G F R E E N L T E LEME E R B IG O T I G N M N B T M A T L M L O K A TE L S E T G O O T E L E N RR I S O R O C T I S ACE O V O R S G S T R O T U O T N T R H O M R R O E P R A N S I E H A O E E A R A I I N A RES B TO OS ASSESSORS PLAN 3068 PORTION OF PLOT 18 - LAND IS LOCATED ON THE E SIDE OF GRANITE ST. B/T NO. 434&454 5/5/2003 2003-139 E E S R A R N T A TURNER STREET B R N S V S A T N R E V L D E N T E Y B D N S O H E L C L N A T O T E E A T A B EN W R N E A A O V J S N X E B E A E E S S S E S L T I F R E G T R E R O M D EE L E A T T T V W N W T D T U R C H C N P O S O T Y S S V R R T RES B TO OS ASSESSORS PLAN 4098 PLOT 14 - LAND IS LOCATED AT THE END OFUPTON ST. 5/5/2003 2003-139 A T N E L A H D R A L A O R R E W E A T T E T E W W T T B E E N A T J O T V R A A R A H S D A D E A N E R C E T E S R R U O E R S S T N D T C D E W M A H E A W T T E amount of salt water wetland. The next page of this V document features a Coastal Barrier Resource map, which S H T E N R DARROW STREET S L U A A T SE R T A E T E A T P N A A A E E T V E E ST T T W O RES A TO OS ASSESSORS PLAN 4100 PLOT 6 - LAND IS LOCATED ON W SIDE OF A PRIVATE W AY OFF GROVE ST. 5/5/2003 2003-139 R E T S E T E O E T EE T U L E G H N M R N O M ER S O T E IN E P R R U N S E N R L N E E R Y E NU H Y T O E T E Y Y T A M A E A E N E E A E S T H E S N H E M D W N U S V U A U F O E T E T A V B T E I Y N N N T A E W V R E A G IND A TO OS ASSESSORS PLAN 4126 PLOTS 75 - LAND IS LOCATED ON N & S SIDE OF RICCIUTI DR. 5/5/2003 2003-139 E T R E W T C R A R E O A R E I E A E E E R E N R R E V V O E E D N V E B R LITTLEFIELD STREET E R R K A H A N T BATE O E T R N N U R W O U S T H R C T T A I U N T R G S E O S T H E E A E D A O A A T P A IND B TO OS ASSESSORS PLAN 4126C PLOTS 22,27 AND 55 5/5/2003 2003-139 O O S N C C O S OAD D E V S S S V C R N M H S E L E K V E E D T H E R O K S R N S R E IL A S O O S O W N O R T E S T O C W W Y A L D A E S E N W B M O O D EL ET U T T T N E S H S A R RE R V O I U R IND B TO OS ASSESSORS PLAN 4126 PLOT 50 5/5/2003 2003-139 E E L R D H ST A T P O E D T T S E E M H O E N F E T O IN U B E A E E L E R T AR G A C C N U O H N U O M T D E M E D O A E E C P T M L E T L S I R A R V E N P A L H N R A E G R M C R C O A A O A E A T T U W EET T L T W W N
RES A TO OS ASSESSOR PLAN #4099 - PLOT 6 & ASSESSOR PLAN 4100-PLOTS 5,6,7 & 8 PRIVATE W AY OFF GROVE ST. 6/16/2003 2003-194 E Y A R C T M T E D ST A L S N AM L O U E N R H O P O O B EP E E E E L A D A L E V D S A V T D A JO M S N S N O T S A T S I P O N S U
N T R A A R I A T A E R N V X D R S H T B
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R N T I M E O M T R E A E T T T O D N O M M T T H RES A TO OS ASSESSOR PLAN #5158 - PLOTS 14,15,16,17 & 41 S.E. GROTON ST. 10/12/2003 2003-296 E R T T H S O O R R I E R L E E A A V H R S T O R A S T E R R D U T E N V R R E A L M E B T S C N R I N QU D A IT I E O H E E G T N NTO ROA T B TER S D ' L T O E T N S E M O D N I C S D D A O R A T N E E E O N S E I T A L A U A U H I C S N R I O R N R E E
L E
R U E E E O H R O A PO E T M R T I D U O T O T R E P O S BUS C TO OS ASSESSOR PLAN #6159 - PLOT 25 - NORTH SIDE W . SQUANTUM ST. 10/20/2003 2003-298 T L O A S N N C F N I N L A N O D D T E R L E L C N V O T Y N E S A I E T U O Y B R N K A I M S E T A D E R A S T E E E T A R E E N I S N D A A E A T R S L E T S R A R E U A G VENUE T A C T O H T S CO A E E T N E D C N R A CO T E A B T D N S L U N N E E L T I R T R R P S S BUS C TO QCZD-10 A PORTION OF QUINCY CENTER - SEE COUNCIL ORDER FOR DETAILS 2/22/2005 2005-037 M D A F E E I E O T S E D E L A E I R D P O A I T L M M E R OAD M V A A R A U W T N R F L W X E L A T T R R M T T A L S L A R A V V B E E E A W R E S E R L R E R R E N O P O K Q R T A L G S N Y R R V E T describes which areas within thisR saltO water wetlandI are protected as a coastal barrier resource. The majority of what N T O C H A A U O N N O A D T M N O T E T S T C FI H E U E S T C R R F N N O N T E A G C U BUS C TO QCZD-15 A PORTION OF QUINCY CENTER - SEE COUNCIL ORDER FOR DETAILS 2/22/2005 2005-037 E G C W I B H R S R E O K R S V Y O C A A R ' E C R E O N U N U A S N K ER O ST S E L L E R O T S S O R A R T A E A E K S T E H L CE T D E O P O A O D RRA I R A T E N R U E N S O S E E T D N I C E PR V A E C S U E E T T R P R S ING T T U K R V G O E R STREE T G S A L N A D E R C I E A D T O P O N H C OA Y T E E A A AN T T D L VENU S T SUOMI R C O A A I L R O K RES A TO QCZD-10 ASSESSORS PLAN 1130, PLOT 1 & ASSESSORS PLAN 1114E, PORTION OF PLOT 1 2/22/2005 2005-037 E A E K S A R N H T I O O N L D N R T V A S N N S R E E Y D O M V N T D E R O A R N S A R A U A F T A G D H S N Q R E E E Y C A O O H C O U N E O T E R T U O R E A E R T B A K T U N E T N R I D C H T E S L S L E N U O S IL D E IS A W N SO H E L A K A L L B OS TO QCZD-10 ASSESSORS PLAN 1114E, PORTION OF PLOT 1 2/22/2005 2005-037 A T A R R N R U 3 M T U MOUNT P N T T E N I I H A K O Y A P R T A R
W N RR R S D T R R R ME K E T K R E ' T R E G T O C D M O D E W V AD R T C S T Y S E L R R T B V E N A D E C B T P E
O I Y A E Y S E T O A A E P V A E P E N L U E L O D A O E S R T T T S RES A TO OS ASSESSORS PLAN 6108A, PLOT 22G - CITY LAND LOCATED ON BAYSIDE RD. & BRUNSW ICK ST. 6/20/2005 2005-168 P R T R W N O T H L A S I B
T I O W U E E A E R E R A V S O G D D I D I S S I T P R O
W R V E E N D A E L L A R U W D U S O O A Y C S E R S T L A R R P T Y E S M R T S M M T A O E L O R I N RES A TO OS ASSESSORS PLAN 6108A, PLOT 23H - CITY LAND LOCATED ON ORCHARD ST & BURNSW ICK ST. 11/14/2005 2005-255 N E H A O T M E H
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A O S A M R S V U C E T H A R E E L N E D I E R A O E C T G U E N E N E I S AS T L H B T E T T Y A D E V E R R D W W EN A P U D H R H A UE RES A TO OS ASSESSORS PLAN 1056, PLOT 34 - CITY LAND LOCATED AT 31 SPRING ST. 2/6/2006 2006-047 A S T A R O N Q E G Q H TS V A E E A E O N T O T S E N L T O E E R C E S U R D O E E N T O Y V S O R AD O P M A U AD
P A T R R Y T N E V A I I EET Y T K C S S R S R V N H M N E E O S V Y R U E T N RES C TO RES B ASSESSORS PLAN 3056, PLOTS 55,56,58 & 41B LOCATED ON BROOK RD,BOOTH ST & SCHOOL ST. 4/18/2006 2006-120 N L I O S T I O A T T R W A C I U U N H T R R E B T A T T C E E I E L E E R T S E S N A T R H P S E L E E E O S E E R E S E E Y T E E T R E A C REE N R E O R T E T O I T T E T O H V T T T T W N R N F S R T T R I E K L A RES C TO RES B ASSESSORS PLAN 2030, PLOTS 15,34,33, 17 & 3 LOCATED ON W ESTERLY SIDE MILL ST. 4/18/2006 2006-121 T S T D T L O A A D H I S T T S E S EET Y R F U S E A R R T I V N S U R T V U M N O P D O S O E R D REE R L M O O I O L T E O is markedN R D asM E wetlandA is not consideredL coastal barrier resource, and in fact much of it fallsL underT whatP wasE at one L OD S T I D L R E F P N Y S
A L R T D M N A E T IND A TO PUD ASSESSORS PLAN 3089, PLOTS 11,14 & 16 LOCATED AT 103-23 PENN ST & 20-34 COLUMBIA ST 6/19/2006 2006-108A T L A T S A E A R O R N E RE O Y O M A S U ET R V E A E K O E F R C ST G O M E A R N LA ER U R I E D T S M E E T L E IND A TO PUD ASSESSORS PLAN 3091B, PLOTS 3,4,5 & 17 LOCATED AT 125-55 PENN ST & 150 PLAIN & MITCHEL STS. 6/19/2006 2006-108A NU O D S S UT A T E T A MARTENSE T VE A B N T T N ST DE A O E T RO E N A N C REET LSI R R R T E RTHUR ST R HIL E O T N R L D REET S IND A TO PUD ASSESSORS PLAN 3092B, PLOTS 4, 9 & 10 LOCATED AT 394-408 CENTRE ST AND 16-40 MITCHELL ST 6/19/2006 2006-108A B T E M E E U D T I A T E E T T I E U G E E O N EE E S NU E IL P M A D S E D M E R T E H VE N R R T Y T E E E A S E E M M G T U R O A E U S S R O MIT R O S R N T T M X E T UM O E V O O E R O R E E T T U IND A TO PUD ASSESSORS PLAN 3091A, PLOT 12 LOCATED AT THE INTERSECTION OF CENTRE ST & BURGIN PARKW AY 6/17/2006 2006-108A P S T E H T M I E RE E T S A T R U U R R T N R P V E IT E R D S G S D A E H T N U A E N E N O H E W L A M E A T V R G R U D E U R CO R R A E T A C A O E R D Y N N PE G D E L A A M P O E N LA T S E U RES A TO OS ASSESSORS PLAN 1065, PLOTS 105,106,107,108,109 & 110 LOCATED ON THE SOUTHERLY SIDE OF STOUGHTON STREET 1/20/2004 2004-019 D N T RA L A G O A D RTHFIE AV T ND S D Y A L LD T S E N C R E O L S L O M A S EE A O E I I T D V R R T O ER O N T GU IL E S C W W R O R R O R W R U F D S U S A D O A D T K B U R D E O E T S A E E R D O E T MO R A E A LY N Y K N IN T T D E E B N E B T A S W K E T S T O R O E E S RO E E O E LL E A HI E H T T D N R T H C D E S R T R V S TOW ST E T E S E N I T R O I N U E A EE S E E R R T V H T F B R Y D N R T R C D E E O E E I A A I C E U T L T N A T W W E H E E I R A T E R T R L S U R N S E U L R I V T N V E T G M I E D O R R E O N U C T B S E A A E E R E IC E T A A L U N R S I O G M E N R W R E Y E T N Y D R E A SO M time the Naval Air Base. An interesting fact about the site is that the salt water sandy beaches are a popularS location A R E S L D H W T L H T R R S I T Y T Q K A E T R I G V E C L S T D O E E R E D R S H R I A R N E O R E R A E S J C S A RKWAY N A T A H N E A T S N I R T P B R E I D V K T E S R T R E O D O N RE T E C D W O O S M T E Y E P R E R I E A B S E T A T X R L S D E I E E V I O R C N W T S K E E D E A E R ET A U T V N Y R R R O E M T R R E W E EET A N U W E F T D A O F L T B O T S S D B G A O E L E R S T S A O H R A A E A I E T E T E E R L H E D O S L E H O R EET R T S N O DE SON TR S A E R I T M R W S D T Y L E I R G RO S O S N A R E Y E R E W R L C E O R D A M N D O U D E S A K E M G D W R Y R R H OPI N S E A R I L A D E R G C OAD A VE A K A E N M Y PLA T S P R T T R R N M CE E I D R O R T T T L C R I O V I A R A O R I N A S S R S H A L U E D K R R T P R A A N T P P P B B A S I A G R L G D A T T S N U A N O E P O C D N A R V D T E N M L U E W T W ST R E T U S T N S L O E R B E T U E N F U S P U PRES R G E D N O ID D O E B M T L I H N E E D U E N A E A E S I E E S N AD V N A E D T E V T E R R N N A T B L I Y X T T R E L A I O S R E A C E N D S T T E IA R E T T D N L R P R H O R P M R D E A L U R E T R E A S N I B O P A L E S T O Y W P W E I A S G A N R H A Y E E E S R R R T E R R D A D O N S T A D T N T S T TR O F D R T E A S T E E W C K T E E O I E O S I R T A T E ( O Y S E O H R A ER I P F U S H T Y R W M B O E R V T D C W E R L E K A E I E I E S A L L W E S E T G S L R R T R J O A A S S R T P X V N L O E E I T D O O ET E L T S AN D N Y S U V T N A DR N U T E O O E T R IR IV IA R T R S E S S L A E for localL peopleE T toT goT clamming. This is not onlyE proof of a great ecological scenario, but speaks to the New England N I E R D M E H D E A S H N N T S B S D O E L A D D B F E D RI E O E L S H E S P E V Y R N R DARM E T T T E F IT E A T R N AR A R O I N Y O A Y A T P M S X I R T L H L R S O T R N W K T E T TE L D R E S A D N R C A C W R T C U G Y P A C O IV O U N E E A S E EW N H E IN N Y N NU E C D A U M V E R P IGH VE O R D T Y M A D Y A M R TIN A T V E A O I W D IVA GALE A D D E D C A E T K U O H E M L O W E E T I IL O E W E T A R L M R C T N L N I V M W T E S S A ) E O T A A E Y N T F E M E B V T P K A S H I B O E GE O R E I T T R P STRE ROOSEVELT A RO T S L C ROAD L A S G S A U Y R I D N T I T R R R Y N I T T B W E S R BRA KE ) Y R R C N E S R H D H M S A H E I AY C E DE T T A L E O N T T L E 7 N J H S R O M A A T H T K TR A M N JE L E E E E R O N N E S R T 3 U NE T E T T D I S R N E U Y T S E O S E D T R Y ST CH A L E A T H RE URCHIL O C PE R L E G E E E L RO K A S A T A R A A H A C D R T S R E EE R N W D O T BA O ( R T BRO G E D V U T T O T S VINE AVENUE R Y S K R S S O V E T G R R I TT AVE E A T E C R E V T T NU UL E T E E N E A I D AF L N T BO E B S V A U E C E FR I L O I FALLS V E A E N E R K E T T P W N S S E T E S T N E FA R E IRVIEW C C M T
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R E D R R T E TE P R U O S R S T NN AP R E E B V V G N Y E S T T G Y P I M V R E L L M C T S G E T A T T A T R T T N L A P U AN S T R R A D O R O region’s cultureN T and history,E andS S hints at a culinary favorite of the area. This can be worked A into the airport, which E N E T O E T I E A S E A E O W T R N L T E R B U G T S D E S A T R L G R A T E E N
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E W P F L E E C E S N B N E L D O N S M E K E R H I I E N E T I D I T E E E R X A M T T E N L I T A R E M T K D D W S E N I H S S N 9 A W R E S D V O L R U W N R R R R C E R H TR A S A T A S E N I A U R I T R A IS T R E E E L T E E A E E D 3 R N R K N W E E E O R E WA L T T E L T E S D R U T O T E T E D R R DS V L N N L LA R R E N A E O I E L E L F T E E N V L E R ) S E S N R E S D O T C A E A T T S S L S L T S E T T T T D T T P V E A N G A T D T G S D O H T E D R R S E T E S C T A E U O E A X H E ( E A T R S A N A D O R A T E R D L E E A O E C E T T O E E R E A E I T R E
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A U R R I L E L U M R P E I G N N M T E A A O E E L L K E A N L R O R R I C S O T U O R E P H O R A N A N E A A T L R A R I I A N R N D D B R V S N S T V M E E B D N T W T Y T S E O L A O E V A R N J E A A A N T S E ( T A S S E L S E G R T O E L E A E T U C H C D N D V R T O T R Y S S D A E R S A R R E W R T W N S R E W T T B T V A A A S E A R R A N E E A P S S T N T U R T M T E A S L U B E I R V T A T A E D Y E A E E T T W O E S T U E L IN E G H G E P R S E P R R Y E L E V E W Y T E Y Y T T B E E A E S T H E S A M D W N A A A O E T E T I N E E W E A Y D N T V R R G A B C E R D E E N R I E E A V L M R R E E D O E R R T R N N T BATE could feature a restaurant that serves as an attraction featuring the freshest clam chowder inC the Boston area. U S T H R C T T A I U N U S E O S E L E U T A T A A P R I I E N V H S S S S V E M E D T H E R R E S O H B L N V O E C S W D A E I E S T R V U T T T N E S HI T E T O T R P E A O D T E M H O E N F E U O O A U L G A C TC ND U O H N R R O E S E C P T M L E A L S L I R A H R N V E
M T R A C R C E C L O C T T W W N W T T E S E A O E E U E E E E O A S L A E E S N M S NU S S E ) R I D E T N V X D S R T B E N H S E
N T E U M M T M T R H S R E O R T T D E T NN T L E E E R A A A U T E M IN E N V O T E A M E B C N R D I E R E ( R ' L T O E T N S L B T D E N N T R E A L A U U I E I O CR E N S E T U M R T E E I E D N N SC N I A C EN F R T Y T T N M U A T H R ST E E E V A R E E I S A A E T T H VENUE ET S CO S A E T A NC T E N L E OUR L E Y C S R P S S N S F E E I E L S O A I T L M M N R F L V W A U T R R E R A T E SS A R R R E A N O P T R S N R N T Y R A E L OAD A U C N S O A D T E L T R T C R FIF H E O N C T U H L H R K R S S M ' C E D U E E O R S E I A S N K R T A S S S O R T I I TR K D A E T W V S N O E E T V A E E C T S E A OAD A T O Y T D T G U ST T G V L VENU S T SUOMI R C O A T H E K K S N H T N R O E K I Y D S E O W U A A R A R R C Q A O O H C O O I E R T U A A U N A E R E T T R I D C A W N O H E M H D R S B T N I IN R H U 3A CO R T A R
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S AS L H A D W T Y W E AVEN R H A UE T E H E G Q TS I R M O E O L R C S E N R E S U O R G A N A UT T OAD R U O R Y T N I I C C V R V Y R N H K E N N I O S T B T W C I E R T T C E E H R T S E H P S E S E E R E S E E E Y E A N T E TR E OO H R T S R T R S R T T T T R W D T L T L A E T S UT S S I EE S ET W M N R O T P V A I E D RE R M IL TO PR IEL ET E LL OOD O L R E F P N Y S R ER O N R N E TRE R D M A S U ET A I S E G O M U TR I E N T N E T T S M E O M EN Y N ET T A ART SEN ST E S N C REE D B N ARTHUR STREET R S T R S R D L A ET E E T T T IL T E E 3 E M E TR T E E S H O S E E R R
M X E T ) E T E T T U N S P A E IT E R D T D A E H E AN E T N O E R CO R R A E T W T D PE G D OO E N T LAND S T S E U DCLIFF R T S E R E S REE A O E O O N T T GU ILD E V S A U O R R D N U U S A D L T U R D E T S O E T MO LY N N I Y K N D E T T N E S W K E T S E S RO E E LL E A D N HI R T H C D ) V S TOW ST E T N O I T REE S I N R R R T V E R Y D D E E O E E 7 T A TI C E W U W I R A S E R T R U R N V T N I 3 N M I E D O C T S E T B A S IC E A R W U N R R S I E T N A O M E S C S S H W T L H Q K A E T Y E C L H D R S I A R N E C S J C N A T A H N G T S N I R T R E O E A E E R T E E Y N E E P U E R E E T A T X R L S E V H S K E R ET A U T I R R N A M T W T E EET F T T S S D B R E A S T R A T E T The siteE is zoned as PUD (PlannedE Unit Development), BUS B (Business B), BUS C (Business C), RES B (Residence H H D V E L E H T S N O A E R I T E R R R E L Y E R L C T R O Y E U D R E S A K G E Y T E S R R I E S N M M PLACE E P R D C N R T T T N A S S R S H A R O N N A T R T S P A O L S G R H A N O T E T S W CO S E T E O N O N M L U E U S T N U U S R B P U PRES M E D N O N ID D R T N N A E E L D T E V T E R R N N E I Y X A C T E IA R TU K R E O N H O R E A P M L C N W I P W B O P A E I A T H E S H R A S A T TR O F D D P E T A O T S I ( R A A Y ER E I P F R A M M B L E K D A C W E E T GI T E P M ET S S R E X U IV N O T E T R S O A T N N IT E A S D O E D S H A T R W S A T P R X S I L D R O T P C A A A S R E N NUE E S R P IGH VE O R D M RI TING A T V E D VA ALE K A E TE E T T I E W E T O S S M AY T N ) E E T T S E T R A U T W E R S ) N E E HAY E T DEN T T T 7 N E STRE A R E M E S R 3 T T D U S T Y E E A R D S A E EE R N ( STR T BROOK G E D V I TT T S AVENU ULE U R T E E B N L S O T I FALLS BO T S N E S T T R U A A T D O H I B E U V E E E N T R P D N R L N E
S F E B) andE OS (OpenA Space), where Business B refers to general business, Business C refersC to central business, and K A T S E R A R B V S R V S T E T T V A A T R A R A D E T O E R T E A N S A T T E E N S E S T R AD E T K O T L O D H S E E R U T R A U E R E E L I K E N E IE D A S L I T A N R H E N 9 I L N S R R A S E N IC A O O R E E L 3 T T R I E A U V L R A R N E V E S ) S T S T L S E T T N D T H A T ( E A T D E C N A E D O A E E U D M D E S R C H U N M E E E O ( M I N H R R R D S E E A L E D A A T R F C T N A O E T O R
N R T O R M S O G 1 S F T N T N E S R T N T D S A E E H A ) O S F W R E H E E E I E U B E A N M V N E R ( A E N N A I L C D A O M R P A N U P E O R L A A N R T N L I R D D M T E W E L V A A N T ( E D S E T A T O M E R R S A N S R A E A P A R T U B E I R V R D D Y E E S G E P R E V E W T B A T A A A O D N B E L R M D C L E U N T U S R I I S E E H V IB L T E T O T U L R R D S E W C T T S E E S E ) E D S R EE R S E U R E O T D E T NNAMED AINT R L E (BR T N T S I R E A T A A V T H R E ResidenceN Y B refersC S T to multifamily low density housing. However, this thesisC assumes that as the site was once zoned N S L S H L UE A A R L N ROAD IC L E K E H L I S M A D L W V O I TA T G V I T W K I H W O IC BU A A R M CON T H D N T R E G A W S T R A O S E P O AD T E S R S N R E I T E H S N E C T T G A E I R R M O W G R U O R N C E B T N H E T S R A W O A I O R O R D A I N T D E O N Y E S D R S B R R T ILL T O
3 A E H O D S R ) N P A W TO E D OODCLIFF R E OA R E D N U L T T D EE ) R 7 E T S 3 N ES Y C H C G A E E V E HU I W appropriatelyR N A ET for an airport, that returning it to that status will not be problematic, especially since the majority of T H D V E R TR G Y E D I C N E S A R O N S H O OL O W N C S E R T U M E L TU C K R E O PA T E H M A M E A T A T W S R
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I G )] S H 8 2 T W 1 E A A T Y A T T 2 S E 8 S ) T T E H S U H I ] C G ) A H 8 SS 2 A W 1 )(M 1 E S A T (U A 3) Y 9 T TE 2 S A ST 8 S R ) T TE T (IN MED E [ UNNA S U H C A SS A )(M 1 S (U 3) 9 TE TA RS TE (IN MED [ UNNA 58. Northeastern Highlands The Northeastern Highlands ecoregion covers most of the northern and mountainous parts of New England as well as the Adirondacks in New York. It is a relatively sparsely populated region compared to adjacent regions, and is characterized by hills and mountains, a mostly Ecoregions of New England forested land cover, nutrient-poor frigid and cryic soils (mostly Spodosols), and numerous high-gradient streams and glacial lakes. Forest vegetation is somewhat transitional between the boreal regions to the north in Canada and the broadleaf deciduous forests to the south. Typical forest types include northern hardwoods (maple-beech-birch), northern hardwoods/spruce, and northeastern spruce-fir forests. Recreation, tourism, and forestry are primary land uses. Farm-to-forest conversion began in the 19th century and continues today. In spite of this trend, Ecoregions denote areas of general similarity in ecosystems and in the type, quality, and 5 level III ecoregions and 40 level IV ecoregions in the New England states and many Commission for Environmental Cooperation Working Group, 1997, Ecological regions of North America – toward a common perspective: Montreal, Commission for Environmental Cooperation, 71 p. alluvial valleys, glacial lake basins, and areas of limestone-derived soils are still farmed for dairy products, forage crops, apples, and potatoes. In addition to the timber industry, recreational homes and associated lodging and services sustain the forested regions economically, but quantity of environmental resources; they are designed to serve as a spatial framework for continue into ecologically similar parts of adjacent states or provinces. they also create development pressure that threatens to change the pastoral character of the region. Many of the lakes and streams in the region are sensitive to acidic deposition originating from industrial sources upwind from the ecoregion, particularly to the west. the research, assessment, management, and monitoring of ecosystems and ecosystem This poster is part of a collaborative project primarily between USEPA Region I, USEPA Gallant, A.L., Whittier, T.R., Larsen, D.P., Omernik, J.M., and Hughes, R.M., 1989, Regionalization as a components. By recognizing the spatial differences in the capacities and potentials of The Taconic Mountains extend from southwestern Vermont to northwestern Connecticut, straddling the New York border. The winter fog is common. In addition, summer high temperatures are cooler than other parts of Vermont. The colder climate is reflected in National Health and Environmental Effects Research Laboratory (Corvallis, Oregon), tool for managing environmental resources: Corvallis, Oregon, U.S. Environmental Protection 58a ecosystems, ecoregions stratify the environment by its probable response to disturbance Agency, EPA/600/3-89/060, 152 p. present mountain range formed when blocks of an ancient Taconic mountain range slid to the west over the top of younger the forest cover that includes northern hardwoods (sugar maple, birch, beech) with the addition of boreal elements such as balsam fir and U.S. Department of Agriculture (USDA)–Natural Resources Conservation Service (NRCS), (Bryce and others, 1999). These general purpose regions are critical for structuring and oceanic sediments. The bedrock is composed primarily of metamorphosed mudstones, slate, phyllite, and schist, with some minor lenses spruce. The region also contains a higher density of lakes than the Vermont Piedmont (58f) to the south, but similar to Ecoregion 58f, U.S. Geological Survey (USGS)–Earth Resources Observation and Science (EROS) Center, McMahon, G., Gregonis, S.M., Waltman, S.W., Omernik, J.M., Thorson, T.D., Freeouf, J.A., Rorick, implementing ecosystem management strategies across federal agencies, state agencies, and of limestone. The regional boundary is relatively sharp on the east side of the Taconic Mountains, where the metamorphic rocks of the calcium-rich soils occur. Coarse-loamy, frigid Inceptisols and Spodosols are typical. In the Northern Piedmont, human populations are Alpine azalea (Loiseleuria procumbren) is Bicknell’s thrush (Catharus bicknelli) breeds and several state agencies of Maine, New Hampshire, Vermont, Massachusetts, A.H., and Keys, J.E., 2001, Developing a spatial framework of common ecological regions for the nongovernment organizations that are responsible for different types of resources within the mountains meet the eroded carbonate rocks composing the Western New England Marble Valleys (58b). To the west in New York, the less than in southern or western Vermont, but a strong cultural identity accompanies the region’s pastoral character. an arctic plant species with a small disjunct in dense balsam fir and red spruce forests in Connecticut, and Rhode Island. The project is associated with an interagency effort to conterminous United States: Environmental Management, v. 28, no. 3, p. 293-316. range in New England’s alpine areas of the Upper Montane/Alpine Zone (58j) of the same geographical areas (Omernik and others, 2000). upturned ridges of the Taconics gradually descend to the Taconic Foothills (58x) and toward the Hudson Valley (59i), and there is a Occuring along the Canadian border, the Quebec/New England Boundary Mountains ecoregion extends from northeastern develop a common framework of ecological regions (McMahon and others, 2001). Ecoregion 58j. It is considered a threatened northeastern United States. Its winter range Omernik, J.M., 1987, Ecoregions of the conterminous United States (map supplement): Annals of the fuzzy boundary between upland and lowland. The weathering and removal of carbonate rocks has created many of the steep-sided 58m Vermont across northern New Hampshire and into northwestern and north-central Maine. Its open low mountains are densely plant species in Maine and New Hampshire. is restricted to four islands in the Caribbean. The New England ecoregion map was compiled at a scale of 1:250,000. It revises and Reaching that objective requires recognition of the differences in the conceptual approaches Association of American Geographers, v. 77, no. 1, p. 118-125, scale 1:7,500,000. mountains and narrow valleys. Elevations of the region are mostly 1000 to 2000 feet, although several of the Taconic Mountain peaks forested, and it has one of the coldest climates in New England. The region contains numerous large lakes and ponds and is not as steeply Photo: Ben Kimball, NH NHB Photo: Dan Busby, Environment Canada subdivides an earlier national ecoregion map that was originally compiled at a smaller scale and mapping methodologies applied to develop the most common ecoregion-type exceed 3000 feet, including Equinox Mountain in Vermont at 3816 feet and Mt. Greylock, the highest peak in Massachusetts at 3491 Omernik, J.M., 1995, Ecoregions – a framework for environmental management, in Davis, W.S. and sloping or as high in elevation as the White Mountains/Blue Mountains (58p) to the south where few lakes occur. Compared to Ecoregion (USEPA, 2009; Omernik, 1987). The approach used to compile this map is based on the frameworks, including those developed by the USDA–Forest Service (Bailey and others, feet. Loamy and coarse-loamy Inceptisols are common soils, with frigid temperature regimes at higher elevations and a mesic 58p, the Boundary Mountains have broader river valleys, more wetlands, more complex geology with some phyllites and slates along with Simon, T.P., eds., Biological assessment and criteria-tools for water resource planning and decision 73° 72° 71° 70° 69° 68° 67° premise that ecological regions can be identified through the analysis of the spatial patterns 1994, Cleland and others 2007), the USEPA (Omernik, 1987, 1995), and the NRCS (U.S. making: Boca Raton, Florida, Lewis Publishers, p. 49-62. temperature regime on lower mountain slopes. Vegetation consists generally of northern hardwoods (maple-beech-birch), with some intrusions of granite, somewhat less acidic surface waters, and a more boreal vegetation pattern. Soils are mostly loamy and coarse-loamy, and the composition of biotic and abiotic phenomena that affect or reflect differences in Department of Agriculture–Soil Conservation Service, 1981, U.S. Department of spruce-fir at higher elevations, and more oak and hickory to the south and at lower elevations. Streams are mostly small, high-gradient frigid Spodosols, formed typically in dense glacial till. The low-grade pelite bedrock weathers to form more silty soils. Lower elevation ecosystem quality and integrity (Wiken, 1986; Omernik, 1987, 1995). These phenomena Agriculture–Natural Resources Conservation Service, 2006). As each of these frameworks Omernik, J.M., 2004, Perspectives on the nature and definition of ecological regions: Environmental tributaries, and there are few lakes. Population centers are limited due to the prevalence of steep slopes and the general lack of broad forests include northern hardwoods as well as spruce and fir forests on cooler lowland slopes. High elevation spruce-fir forests occur include geology, physiography, vegetation, climate, soils, land use, wildlife, and hydrology. is further refined, their differences are becoming less discernible. Collaborative ecoregion Management, v. 34, Supplement 1, p. s27-s38. Mount Washington reaches 6288 feet in elevation in Ecoregion 58j of New Hampshire’s intermountain valleys. Land use activities include forestry, recreation, and some small-farm agriculture. above 2500 feet, most of which are delineated in Ecoregion 58j. Woody species richness increases somewhat in the eastern portion of the Presidential Range. It is the highest peak in the northeastern United States. Known for its Level III and IV Ecoregions QUEBEC The relative importance of each characteristic varies from one ecological region to another projects, such as this one in New England, are a step toward attaining consensus and Omernik, J.M., Chapman, S.S., Lillie, R.A., and Dumke, R.T., 2000, Ecoregions of Wisconsin: The Western New England Marble Valleys ecoregion includes the Vermont Valley in the north, which is a continuation of the region. The human population here is relatively low for New England. Timber production, recreation, and wildlife habitat are major land uses. severe weather, three major storm tracks converge over the mountain, and winds at the 58b Edmundston regardless of the hierarchical level. consistency in ecoregion frameworks for the entire nation. Transactions of the Wisconsin Academy of Sciences, Arts, and Letters, v. 88, p. 77-103. top exceed hurricane force more than 100 days per year. Mount Washington holds the larger Berkshire Valley or Stockbridge Valley in Massachusetts. It extends into northwest Connecticut and small portions of r NEW BRUNSWICK. The Whitee Mountain Foothills ecoregion of New Hampshire is a transitional area between Ecoregions 58q, 58p, 58m, and world record for directly measured surface wind speed, at 231 miles per hour. Fog covers southeastern New York. This scenic lowland ecoregion of soluble carbonate rocks stands in sharp contrast to the surrounding highland 58n iv of New England 58l, andR consists of well-dissected rolling hills and open low mountains.er It has lower elevation and less relief than Ecoregion A Roman numeral hierarchical scheme has been adopted for different levels of ecological Literature Cited: U.S. Department of Agriculture–Natural Resources Conservation Service, 2006, Land resource regions the peak about 60% of the time. Photo: USFS areas of more resistant rock. The Marble Valleys are wedged between the Taconic Mountains (58a) on the west and the southern Green Riv 58p, and a fewc emore northerly characteristics in climate, soil, and vegetation than Ecoregion 58q. Coarse-loamy, frigid Spodosols are regions. Level I is the coarsest level, dividing North America into 15 ecological regions. and major land resource areas of the United States, the Caribbean, and the Pacific Basin: Washington, August 2009 n ohn Bailey, R.G., Avers, P.E., King, T., and McNab, W.H., eds., 1994, Ecoregions and subregions of the Mountains/Berkshire Highlands (58c) and Lower Berkshire Hills (58d) on the east. Its northern boundary with the Champlain Lowlands typical. Elevationsre are mostly 900 to 2000 feet, but range from 500 tto. J over 3000 feet. Mt. Cardigan (3115 feet) and Smarts Mountain D.C., U.S. Government Printing Office, Agriculture Handbook 296, 669 p. + map. w S The area around Mount Katahdin (the The elusive Canada lynx (Lynx canadensis) Level II divides the continent into 50 regions (Commission for Environmental Cooperation (83b) is not as distinct; it is markedEcoregions by thedenote submersion areas of general of limestone similarity and in limestone-derivedecosystems and in the soils type, under quality, the and glacial quantity lake of and environmental marine a United States (map) (supplementary table of map unit descriptions compiled and edited by McNab, (3240 feet) L are high points in the southern end of the region. Granite, granodiorite, and metavolcanic rocks are typical, covered by Working Group, 1997). At level III, the continental United States contains 104 ecoregions t. northernmost part of Ecoregions 58j and is found in northern boreal forests. Although W.H. and Bailey, R.G.): Washington, D.C., U.S. Department of Agriculture–Forest Service, scale 1:7,500,000. U.S. Department of Agriculture–Soil Conservation Service, 1981, Land resource regions and major land sediments of Ecoregion 83. Theresources. climate of They the are Marble designed Valleys to servehas milder as a spatial winter framework temperatures for the and research, lower precipitation assessment, amounts management, than and shallow,S stony soils. A few small lakes occur in the region, but somewhat less than in Ecoregion 58q to the south. Surface waters have 58m) provides sacred ground and lynx hunt birds, rodents, and deer, snowshoe and the conterminous United States has 84 ecoregions (United States Environmental resource areas of the United States: Agriculture Handbook 296, 156 p. surrounding ecoregions. Most ofmonitoring the ecoregion of ecosystems is narrow, and but ecosystem widens tocomponents. about 10 Thesemiles generalacross inpurpose the southwest regions are part critical of Massachusetts. for structuring and 58w 47° lower nutrients and alkalinity than Ecoregions 58f and 58l to r the west. Northern hardwoods of sugar maple, American beech, and yellow recreational opportunities to residents of hare are the main prey. The lynx is at the Protection Agency [USEPA], 2009). Level IV is a further subdivision of level III Bryce, S.A., Omernik, J.M., and Larsen, D.P., 1999, Ecoregions – a geographic framework to guide risk implementing ecosystem management strategies across federal agencies, state agencies, and nongovernment e With elevations of 500 to 1900 feet, the lowland has formed because of differential weathering and erosion of the calcitic and dolomitic v Maine. Named Katahdin (“The Greatest southern edge of the range in New England characterization and ecosystem management: Environmental Practice, v. 1, no. 3, p. 141-155. U.S. Environmental Protection Agency, 2009, Level III ecoregions of the continental United States birch are common, with lowland spruce-fir and a few patchesi of high elevation spruce-fir forest. organizations that are responsible for different types of resources within the same geographical areas. The approach R Mountain”) by the Penobscot Indians, it is and is listed as a threatened species. Decreased ecoregions. Explanations of the methods used to define the USEPA’s ecoregions are given marbles and limestone. Surficial materials of glacial drift are relatively abundant compared to that found in the surrounding highland (revision of Omernik, 1987): Corvallis, Oregon, USEPA – National Health and Environmental Effects 47° used to compile this map is based on the premise that ecological regions can be identified through the analysis of The narrow Northern Connecticut Valley ecoregion contains primarily the alluvial low terraces and floodplain of this riverine the highest mountain in Maine (5267 feet) snowfall in recent decades has allowed the in Omernik (1995, 2004), Omernik and others (2000), and Gallant and others (1989). Cleland, D.T., Freeouf, J.A., Keys, J.E., Jr., Nowacki, G.J., Carpenter, C., and McNab, W.H., 2007, areas. Due to faulting and folding, some of the resistant rocks of schist, gneiss, and quartzite that surround the ecoregion also crop out h Research Laboratory, Map M-1, various scales. 58o s and the terminus of the Appalachian Trail. more aggressive bobcat to displace the lynx patterns of biotic and abiotic phenomena, including geology, physiography, vegetation, climate, soils, land use, region. It has some glacial outwash and glaciala lake deposits that abut the lower slopes of adjacent hills composed of glacial till Ecological subregions – sections and subsections of the conterminous United States: Washington, within it. Deep and well-drained limestone-derived soils are common throughout the valleys, typically loamy and coarse-loamy, mesic g Photo: B. Monkman from its home ranges. Photo: USFWS New England contains low coastal plains, rocky coasts, river floodplains, alluvial valleys, wildlife, and hydrology. The relative importance of each characteristic varies from one ecological region to another typical of the bordering ecoregions 58l and 58f. Areas aof glacio-fluvial deposits tend to be coarser sands and gravels, while some of the l D.C., U.S. Department of Agriculture–Forest Service, General Technical Report WO-76, scale Wiken, E., 1986, Terrestrial ecozones of Canada: Ottawa, Environment Canada, Ecological Land l Inceptisols. The land cover consistsregardless of mixed of the and hierarchical deciduous level.forest, The pasture Ecoregions and cropland, of New andEngland some map extensive was compiled urban and at aresidential scale of 1:250,000. land. 58v glacial lakes, forested mountains, and alpine peaks. Ecological diversity is great. There are Classification Series no. 19, 26 p. glacio-lacustrine deposits from glacial Lake HitchcockA are finer-textured. Inceptisols and Entisols are common, with mesic soils in much 1:3,500,000. The forests are generally transitionCompilation hardwoods of this map (maple-beech-birch, was part of a collaborative oak-hickory) project primarily and northern between hardwoods US EPA Region (maple-beech-birch) 1, US EPA National Z Québec of the region, and some frigid soils in the north. The Northern Connecticut Valley hasr a milder Presque climate Isle than the surrounding hilly depending on latitude, elevation,Health and aspect.and Environmental Surface water Effects alkalinity Research values Laboratory are high (Corvallis, due to theOregon), prevalence USGS, of USDA-NRCS, limestone and New marble England e 73° 72° 71° 70° 69° 68° 67° ecoregions, and its vegetation includes more southerly species. This greatly altered landscapeiv is dominated. by agricultural, urban and R bedrock. A few remaining natural areas in the valleys include some diverse swamps and calcareous fens that support a wide variety of CANADA state environment and natural resource agencies, as well as with other collaborators and contributors. residential, and transportatation uses, and the river regime has been altered by dams and channel modification. Some wetland and fish, birds, mammals, and distinct flora, including a number of rare or endangered species. 82a The project is associated with interagency efforts to develop a common framework of ecological regions. Reaching riverside communities contain several58t rare plant and animal species. 82b SCALE 1 : 1 325 000 The Green Mountains/Berkshirethat objective Highlands requires recognition ecoregion ofis characterized the differences by in relatively the conceptual rugged, approaches steep, high and elevation mapping mountains, methodologies 58c The White Mountains/Blue Mountains ecoregion is one of the most rugged in New England. Ecoregion 58p differs from the 30 15 0 30 60mi with a colder climate applied and different to develop vegetation the most than common surrounding ecoregion-type lower frameworks, elevation regions. including There those are developed some climate, by the USDA-Forest geology, 58p ok Quebec/New England Boundary Mountains (58m) in having higher elevations,sto steeper slopes, more narrow valleys, more areas QUEBEC physiography, and vegetation transitionsService, the that US EPA, occur and from the northUSDA-NRCS. to south As (e.g., each slightly of these colderframeworks with is more further snow refined, in the their north; differences more are oo of bedrock outcrop, fewer wetlands, more acidic surface waters, and a more transitionalAr (somewhat less boreal) vegetation pattern. The Edmundston plateau-like granitic areas in thebecoming south), less although discernible. these areCollaborative not dramatic ecoregion changes projects, at a nationalsuch as this scale. one The in New Massachusetts England, are part a step of thetoward r NEW BRUNSWICK. ecoregion includes not only the White Mountains and Blue Mountains but also the Mahoosuc Range, Pilot Range, and Pliny Range. The e ecoregion includes the southernmostattaining extent consensus of the andGreen consistency Mountains, in ecoregion generally frameworks the highest for elevations the entire nation.of the Berkshire Plateau. There is iv mostly acidic uplands include some high elevation spruce-fir, widespread northern hardwood-conifer forests, and at lowest elevations 60 30 0 60 120km R er PRINCIPAL AUTHORS: Glenn E. Griffith (Dynamac Corporation), James M. Omernik (USGS), Sandra A. Bryce (Dynamac iv little evidence on either side of the Massachusetts-Vermont border for dividing the Green Mountains from the Hoosac Range and e R some transition hardwood-conifer forests. Geology includes Mesozoic and Paleozoic igneous and metamorphic rocks of granite, syenite, Albers equal area projection c hn Berkshire Hills. The geology isCorporation), complex, with Joshua mostly Royte (Themetamorphic Nature Conservancy rocks including [TNC]), Wayne gneiss, D. Hoar schist, (NRCS), phyllite, Joseph and W. Homerquartzite. (NRCS), Some Don large Keirstead The breeding habitat for the common loon The summit of Mt. Cardigan in the White en Jo rhyolite, granodiorite, quartzite, and schist. Coarse-loamy, frigid Spodosols and Inceptisols are typical. Surface waters areWoodstock acidic and low (Gavia immer) is primarily inland lakes with Mountain Foothills (58n) is characterized by 58. NortheasternStandard parallels 42˚ N and 47˚ N Highlands r St. areas of older, Precambrian rock(NRCS), also occur. Kenneth While J. Metzler most (Connecticut Green Mountain Department bedrock of Environme is acidic,ntal Protectiona few areas [CT haveDEP]), narrow and Greg bands Hellyer of (USEPA). calcareous . aw in nutrients. Elevations are generally 1000 feet to 58overu 3000 feet, with inclusions of higher peaks occuringHoulton in. the Upper Montane/Alpine undeveloped shorelines and abundant fish subalpine heath/krummholz and rocky bald L rock or ultramafic serpentine rockCOLLABORATORS that can affect plant AND CONTRIBUTORS:distributions. Glacial Beth Timmons till deposits (Raytheon/SRA), are relatively Katrina thin, Kipp with (USEPA), many Andy bedrock Cutko outcrops. (Maine Natural The Northeastern Highlands ecoregion covers most of the northern and mountainous parts of New England ast. well as the Adirondacks in New York. It is a relatively sparsely populated region compared to adjacent regions, and is characterized by hills and mountains, a mostly Zone of Ecoregion 58j. S populations. They prefer lakes with little vegetation communities. Krummholz is S Balsam fir or mixtures of fir and heartleaf birch form a dense canopyof slightly stunted Coarse-loamy to loamy, frigid SpodosolsAreas Program), are typical Dave Halliwell soils. Elevations(Maine Department range of from Environmental less than Protection 1000 feet [ME to DEP]), more Roythan Bouchard 3000 feet, (ME with DEP), Mount Sue Gawler t. disturbance and with small islands or bog wind-dwarfed and pruned clumps and thickets forested land cover, nutrient-poor frigid and cryic soils (mostly Spodosols), and numerous high-gradient streams and glacial lakes. Forest vegetation is somewhat transitional between the boreal regions to the north in Canada and the broadleaf deciduous forests to the south. Typical trees on higher mountains of Ecoregion 58, generally above 2700 feet. These subalpine 46° 47° Carmel the high point at 3369 (NatureServe), feet. Vegetation Steve isFuller predominantly (New Hampshire northern Fish and Game hardwoods Department (sugar [NHFG]), maple, Emily beech, Brunkhurst yellow (NHFG), birch), Rick with Chormann some (New The Sunapee Uplands ecoregion of New Hampshire represents a transition from Ecoregion 58g in the south to the colderJo hnorthern Rmats to hold the nest and avoid egg-eating of trees found near or at timberline. Heaths Ecoregions of New England Level III boundary 58w r n forest types include northern hardwoods (maple-beech-birch), northern hardwoods/spruce, and northeastern spruce-fir forests. Recreation, tourism, and forestry are primary land uses. Farm-to-forest conversion began in the 19th century and continues today. In spite of this trend, forests are dynamic, affected by wind, fire, and landslides. On some mountains, fir waves 58q 58j iv Ecoregions denote areas of general similarity in ecosystems and in the type, quality, and 5 level III ecoregions and 40 level IV ecoregions in the New England states and many Commission for Environmental Cooperation Working Group, 1997, Ecological regions of North America e Hampshire Department of Environmental Services), Rich Langdon (Vermont Department of Environmental Conservation), Leif regions. It consists of open low mountains,Chesuncook with lower elevation and less relief than in Ecoregion 58p to the north, but more than in predators.er Lead poisoning from lead sinkers include sheep laurel and Labrador tea. Level IV boundary v can be seen, unusual landscape patterns of linear bands of fir dieback and regeneration. A spruce-fir (red spruce, balsam fir, paper birch) at higher elevations (where not mapped as part of Ecoregion 58j). Montane yellow Lake – toward a common perspective: Montreal, Commission for Environmental Cooperation, 71 p. alluvial valleys, glacial lake basins, and areas of limestone-derived soils are still farmed for dairy products, forage crops, apples, and potatoes. In addition to the timberi industry, recreational homes and associated lodging and services sustain the forested regions economically, but Richardson (Vermont Fish and Wildlife Department [VTFW]), Everett Marshall (VTFW), Caroline Alves (NRCS), Tom Faber and jigs has been a major cause of death for Photo: Ben Kimball, NH Natural Heritage Bureau quantity of environmental resources; they are designed to serve as a spatial framework for continue into ecologically similar parts of adjacent states or provinces. R number of high elevation or coniferous forest bird species nest in this habitat, including birch-red spruce forest occurs46° on some midslopes in the region. At lower elevations, hemlock occurs, and areas of red oak-hardwood forests. Ecoregion 58g to the south. With numerous, rolling, rocky hills and58j mountains, elevations are mostly 1000 to 2000 feet, but range from 500 to they also create development pressure that threatens to change the pastoral character of the region. Many of the lakes and streams in the region are sensitive to acidic deposition originating from industrial sources upwind from the ecoregion, particularly to the west. 58j adult loons in New England. Photo: USFWS 47° International boundary spruce grouse, dark-eyed junco, bay-breasted warbler, blackbacked woodpecker, (USEPA), Robert Haynes (Massachusetts Department of Environmental Protection), Tad Larsen (Raytheon/SRA), Lisa Wahle (CT over 3000 feet. Monadnock Mountain anchors the southern end of the region at 3165 feet. Granite and granodiorite rocks are common with the research, assessment, management, and monitoring of ecosystems and ecosystem Gallant, A.L., Whittier, T.R., Larsen, D.P., Omernik, J.M., and Hughes, R.M., 1989, Regionalization as a h Although it is difficult to find significant breaks in the highland continuum in western New England, there are differences This poster is part of a collaborative project primarily between USEPA Region I, USEPA State boundary s white-throated sparrow, and blackpoll warbler. Photo: Maine Natural Areas Program DEP), Guy Hoffman (CT DEP), John Hutchinson (USGS), Jack Wittmann (USGS), and Tom Loveland (USGS). shallow, stony frigid soils, mostly coarse-loamy Spodosols. The uplands are dissected by numerous streams, and small lakes dot the landscape. components. By recognizing the spatial differences in the capacities and potentials of tool for managing environmental resources: Corvallis, Oregon, U.S. Environmental Protection The Taconic Mountains extend from southwestern Vermont to northwestern Connecticut, straddling the New York border. The winter fog is common.a In addition, summer high temperatures are cooler than other parts of Vermont. The colder climate is reflected in 58d between the highlands of Vermont and those of southern Massachusetts and northern Connecticut. The Lower Berkshire Hills National Health and Environmental Effects Research Laboratory (Corvallis, Oregon), 58a g Moosehead County boundarypresent mountain range formed when blocks of an ancient Taconic mountain range slid to the west over the top of younger the forest cover thata includes northern hardwoods (sugar maple, birch, beech) with the addition of boreal elements such as balsam fir and REVIEWERS: Charles E. Ferree (TNC), Patricia Swain (Massachusetts Natural Heritage and Endangered Species Program), Bruce Surface waters have lower nutrients and alkalinity than Ecoregions 58f and 58l to the west and north. Northern hardwoods of sugar maple, ecosystems, ecoregions stratify the environment by its probable response to disturbance Agency, EPA/600/3-89/060, 152 p. l ecoregion differs from the Green Mountains/Berkshire Highlands (58c) to the north mainly in terms of lower elevation, milder climate, and 58j Lake U.S. Department of Agriculture (USDA)–Natural Resources Conservation Service (NRCS), oceanic sediments. The bedrock is composed primarily of metamorphosed mudstones, slate, phyllite, and schist, with some minor lenses spruce. The regionl also58 containsv a higher density of lakes than the Vermont Piedmont (58f) to the south, but similar to Ecoregion 58f, W. Thompson (NRCS-retired), and Peter D. Vaux (University of Maine). American beech, and yellow birch are common, along with hemlock and some oak forests. Some lowland and montane spruce and fir also occur. (Bryce and others, 1999). These general purpose regions are critical for structuring and A vegetation types that lack spruce-fir and include more transition hardwoods (maple-beech-birch, oak-hickory). The southern boundary of the U.S. Geological Survey (USGS)–Earth Resources Observation and Science (EROS) Center, McMahon, G., Gregonis, S.M., Waltman, S.W., Omernik, J.M., Thorson, T.D., Freeouf, J.A., Rorick, of limestone. The regional boundary is relatively sharp on the east side of the Taconic Mountains, where the metamorphic rocks of the calcium-rich soils occur. Coarse-loamy, frigid Inceptisols and Spodosols are typical. In the Northern Piedmont, human populations are 58m implementing ecosystem management strategies across federal agencies, state agencies, and Z Québec r Alpine azalea (Loiseleuria procumbren) is Bicknell’s thrush (Catharus bicknelli) breeds ecoregion in Connecticut is not CITINGdistinct, THIS occurring MAP: Griffith, just north G.E., Omernik,of Torrington, J.M., Bryce, where S.A., pines, Royte, northern J., Hoar, W.D.,hardwoods, Homer, J., and Keirstead, elevations D., Metzler, increase. K.J., and The Sebago-Ossipee Hills and Plains ecoregion is a transitional area between the northern reaches of Ecoregion 59 and the A.H., and Keys, J.E., 2001, Developing a spatial framework of common ecological regions for the e Presque Isle and several state agencies of Maine, New Hampshire, Vermont, Massachusetts, mountains meet the eroded carbonate rocks composing the Western New England Marble Valleys (58b). To the west in New York, the less than in southern or western Vermont, but a strong culturalv identity. accompanies the region’s pastoral character. an arctic plant species with a small disjunct in dense balsam fir and red spruce forests in Hellyer, G., 2009, Ecoregions of New England (color poster with map, descriptive text, summary tables, and photographs): Reston, 58r nongovernment organizations that are responsible for different types of resources within the i The bedrock and surficial geology, soil associations, and land uses of Ecoregion 58d have some similarities to the more northern more mountainous Northeastern Highlands (58). It contains some rugged hills and isolated mountains scattered on a landscapeS conterminous United States: Environmental Management, v. 28, no. 3, p. 293-316. R t CANADA range in New England’s alpine areas of the Upper Montane/Alpine Zone (58j) of the Connecticut, and Rhode Island. The project is associated with an interagency effort to upturned ridges of the Taconics gradually descend to the Taconic Foothills (58x) and toward the Hudson Valley (59i), and there is a Virginia, U.S. Geological Survey (map scale 1:1,325,000). . Occuring along the Canadian border, the Quebec/New England Boundary Mountains ecoregion extends from northeastern of rolling plains that are dotted with numerous lakes and wetlands. This “lake region” includes Lake Winnepesaukee, the largest lake in same geographical areas (Omernik and others, 2000). 82a Ecoregion 58j. It is considered a threatened northeastern United States. Its winter range Berkshire Highlands (58c) of Massachussetts. Coarse-loamy, frigid Inceptisols and Spodosols are typical. Lakes and ponds are relatively 58j develop a common framework of ecological regions (McMahon and others, 2001). Omernik, J.M., 1987, Ecoregions of the conterminous United States (map supplement): Annals of the fuzzy boundary between upland and lowland. The weathering and removal of carbonate rocks has created many of the steep-sided 58m 82b Electronic versions of ecoregion maps and posters as well as other ecoregion resources are available at: New Hampshire. Sandy glacial till is common, along with some58j glacial outwash kames, eskers, and deltaic deposits. Well-drained,C sandy 58t Vermont across northern New Hampshire and into northwestern and north-central Maine. Its open low mountains are densely plant species in Maine and New Hampshire. is restricted to four islands in the Caribbean. abundant in this ecoregion. The lake density is similar to that of the Green Mountains/Berkshire Highlands (58c), and these two ecoregions have r o The New England ecoregion map was compiled at a scale of 1:250,000. It revises and Reaching that objective requires recognition of the differences in the conceptual approaches Association of American Geographers, v. 77, no. 1, p. 118-125, scale 1:7,500,000. mountains and narrow valleys. Elevations of the region are mostly 1000 to 2000 feet, although several of the Taconic Mountain peaks forested, and it has one of the coldest climates in New England. The region contains numerous large lakes and ponds and is not as steeply Photo: Ben Kimball, NH NHB Photo: Dan Busby, Environment Canada a greater density and number of http://www.epa.gov/wed/pages/ecoregions.htm.lakes thanMontréal the nearby Berkshire Transition (58e), Vermont Piedmont (58f), or Taconic Mountains (58a). loam and loamy sand soils are typical. Relative to other parts58j of Ecoregion 58, these are somewhat warm and dry soils. Mosti of the . x subdivides an earlier national ecoregion map that was originally compiled at a smaller scale and mapping methodologies applied to develop the most common ecoregion-type exceed 3000 feet, including Equinox Mountain in Vermont at 3816 feet and Mt. Greylock, the highest peak in Massachusetts at 3491 region has soils with a frigid temperature58j regime, although in New Hampshire, some mesic soils occur in the southwest part of the Omernik, J.M., 1995, Ecoregions – a framework for environmental management, in Davis, W.S. and sloping or as high in elevation as the White Mountains/Blueok Mountains (58p) to the south where few lakes occur. Compared to Ecoregion Many of the characteristics in the Berkshire Transition ecoregion are similar to those of the southern portion of the Vermont (USEPA, 2009; Omernik, 1987). The approach used to compile this map is based on the frameworks, including those developed by the USDA–Forest Service (Bailey and others, feet. Loamy and coarse-loamy Inceptisols are common soils, with frigid temperature regimes at higher elevations and a mesic to region. The ecoregion is in58 ja vegetation transition zone from warm temperate to cool temperate and boreal.82c Hemlock-hardwood-pine and Simon, T.P., eds., Biological assessment and criteria-tools for water resource planning and decision 58p, the Boundary Mountains have broader riveroo valleys,s more wetlands, more complex geology with some phyllites and slates along with 58e Piedmont (58f). The climate of Ecoregion 58e in southern Massachusetts and Connecticut .is Sherbrookesomewhat milder, however, than 58j Ar premise that ecological regions can be identified through the analysis of the spatial patterns 1994, Cleland and others 2007), the USEPA (Omernik, 1987, 1995), and the NRCS (U.S. temperature regime on lower mountain slopes. Vegetation consists generally of northern hardwoods (maple-beech-birch), with some intrusions of granite, somewhat less acidic surface waters, and a more boreal vegetation pattern. Soils are mostly loamy and coarse-loamy, some northern hardwood-conifer forest types occur. It mostly lacks the Appalachian oak-pine found in Ecoregion 59h to the south.R On making: Boca Raton, Florida, Lewis Publishers, p. 49-62. that of the Vermont Piedmont (58f). Forest types are a mix of northern, transition, and central hardwoods, with elevations in the range of 82d i The area around Mooselookmeguntic Lake v and the composition of biotic and abiotic phenomena that affect or reflect differences in Department of Agriculture–Soil Conservation Service, 1981, U.S. Department of spruce-fir at higher elevations, and more oak and hickory to the south and at lower elevations. Streams are mostly small, high-gradient frigid Spodosols, formed typically in dense glacial till. The low-grade pelite bedrock weathers to form more silty soils. Lower elevation some glacial outwash deposits, fire-dependent pitch pine-scrub oak woodlands occur. In Maine, several northern species reache theirCalais west of Rangeley, Maine, in Ecoregion 58m 400 to 1700 feet. Some of the calcareous geologic bedrock found in the Vermont Piedmont is also present in this region; however, there 58j Omernik, J.M., 2004, Perspectives on the nature and definition of ecological regions: Environmental tributaries, and there are few lakes. Population centers are limited due to the prevalence of steep slopes and the general lack of broad southern limits near Sebago Lake. r . is a typical landscape where Chesuncook ecosystem quality and integrity (Wiken, 1986; Omernik, 1987, 1995). These phenomena Agriculture–Natural Resources Conservation Service, 2006). As each of these frameworks forests include northern hardwoods as well as spruce and fir forests on cooler lowland slopes. High elevation spruce-fir forests occur are also various types of schist, micaceous quartzite or quartz schist, and some gneiss. Some surface waters are lower in alkalinity than Management, v. 34, Supplement 1, p. s27-s38. Mount Washington reaches 6288 feet in elevation in Ecoregion 58j of New Hampshire’s intermountain valleys. Land use activities include forestry, recreation, and some small-farm agriculture. soils are found. These soils have a high include geology, physiography, vegetation, climate, soils, land use, wildlife, and hydrology. is further refined, their differences are becoming less discernible. Collaborative ecoregion above 2500 feet, most of which are delineated in Ecoregion 58j. Woody species richness increases somewhat in the eastern portion of the most of those in the Vermont Piedmont (58f). Coarse-loamy, mesic Inceptisols are typical. Some soils have dense till that restricts58j root 58Them Western Maine Foothills ecoregion is hillier, has higher relief and elevations, more northern hardwoods and less Presidential Range. It is the highest peak in the northeastern United States. Known for its 58j 58s 82h woodland productivity rating and cover more The relative importance of each characteristic varies from one ecological region to another projects, such as this one in New England, are a step toward attaining consensus and Omernik, J.M., Chapman, S.S., Lillie, R.A., and Dumke, R.T., 2000, Ecoregions of Wisconsin: The Western New England Marble Valleys ecoregion includes the Vermont Valley in the north, which is a continuation of the region. The human population here is relatively low for New England. Timber production, recreation, and wildlife habitat are major land uses. 58j oak/white58 pine,j and fewer lakes than does Ecoregion 58r to the south. It hasr lower elevations and less relief than Ecoregion 58p than 150,000 acres of Maine. Photo: NRCS severe weather, three major storm tracks converge over the mountain, and winds at the Woodstock growth and the movement of water. The region also has similarities to the Glaciated Reading Prong/Hudson Highlands (58i) in New e
58b . 58j v 45° regardless of the hierarchical level. consistency in ecoregion frameworks for the entire nation. Transactions of the Wisconsin Academy of Sciences, Arts, and Letters, v. 88, p. 77-103. top exceed hurricane force more than 100 days per year. Mount Washington holds the larger Berkshire Valley or Stockbridge Valley in Massachusetts. It extends into northwest Connecticut and small portions of The58 Whiteu Mountain Foothills ecoregion of New HampshireHoulton is a transitional area between Ecoregions 58q, 58p, 58m, and York and New Jersey, although the geology here in Ecoregion 58e is more diverse. to the northwest. The western boundary of the region with Ecoregion 58p is generallyi about 1000 feet, a transitional zone from temperate The Chesuncook soil series, the state soil of
. R
58n
world record for directly measured surface wind speed, at 231 miles per hour. Fog covers southeastern New York. This scenic lowland ecoregion of soluble carbonate rocks stands in sharp contrast to the surrounding highland forest species to more boreal species. Many of the peaks are near or above 2000 feet. Woody species richness is less in this region Maine, is a Spodosol of the northern forested 58l, and consists of well-dissected rolling hills and open low mountains. It has lower elevation and less relief than Ecoregion
S The Vermont Piedmont is a hilly region east of the Green Mountains/Berkshire Highlands (58c). It has geological and
A Roman numeral hierarchical scheme has been adopted for different levels of ecological Literature Cited: U.S. Department of Agriculture–Natural Resources Conservation Service, 2006, Land resource regions the peak about 60% of the time. Photo: USFS t CANADA regions. It is typically very deep, moderately areas of more resistant rock. The Marble Valleys are wedged between the Taconic Mountains (58a) on the west and the southern Green . compared to ecoregions58j to the east or south. Soils are typically coarse-loamy, frigid Spodosols. Woodland and forest land uses, along 58p, and a few more northerly characteristics in climate, soil, and vegetation than Ecoregion 58q. Coarse-loamy, frigid Spodosols are 58f and major land resource areas of the United States, the Caribbean, and the Pacific Basin: Washington, 46° 45° regions. Level I is the coarsest level, dividing North America into 15 ecological regions. J hydrochemical differences as well as less relief and lower elevation 58thanj Ecoregion 58c. The region has a somewhat milder well-drained, and formed over dense glacial Mountains/Berkshire Highlands (58c) and Lower Berkshire Hills (58d) on the east. Its northern boundary with the Champlain Lowlands oh R 58j 58j t Bailey, R.G., Avers, P.E., King, T., and McNab, W.H., eds., 1994, Ecoregions and subregions of the typical. Elevations are mostly 900 to 2000 feet, but range from 500 to over 3000 feet. Mt. Cardigann (3115 feet) and Smarts Mountain with recreation and tourism, are important in the region, and there is little cropland and pasture compared to Ecoregion 82e to the east. D.C., U.S. Government Printing Office, Agriculture Handbook 296, 669 p. + map. 58j iv climate and more calcium-rich soils than adjacent regions, contributing to areas with more pastoral and agricultural land58o uses than occur o till. Photo: NRCS Level II divides the continent into 50 regions (Commission for Environmental Cooperation Chesuncook e The area around Mount Katahdin (the The elusive Canada lynx (Lynx canadensis) 83e c United States (map) (supplementary table of map unit descriptions compiled and edited by McNab, (83b) is not as distinct; it is marked by the submersion of limestone and limestone-derived soils under the glacial lake and marine (3240 feet) are high points in the southern end of the region. Granite, granodiorite, and metavolcanic rocks r are typical, covered by s Lake northernmost part of Ecoregions 58j and is found in northern boreal forests. Although in neighboring Ecoregions 58c, 58g, or 58q. In Vermont, there is little agreement on the boundary between the Green Mountains and58j the The Upper St. John Wet Flats ecoregion has some similarities to the Internationalb Boundary Plateau (58w), although there is less Working Group, 1997). At level III, the continental United States contains 104 ecoregions Bangor. o W.H. and Bailey, R.G.): Washington, D.C., U.S. Department of Agriculture–Forest Service, scale 1:7,500,000. U.S. Department of Agriculture–Soil Conservation Service, 1981, Land resource regions and major land 46° sediments of Ecoregion 83. The climate of the Marble Valleys has milder winter temperatures and lower precipitation amounts than shallow, stony soils. A few small lakes occur in the region, but somewhat less than in Ecoregion 58q to the south. Surface waters have 58t n 58j 58m) provides sacred ground and lynx hunt birds, rodents, and deer, snowshoe Vermont Piedmont. The bedrock geology is mostly Devonian schist, phyllite, calcareous granofels or quartzose marble.58j Beds of 58reliefp here, and more open and forested wetlands. The majority of the ecoregione extends west and southwest into Quebec, Canada. and the conterminous United States has 84 ecoregions (United States Environmental resource areas of the United States: Agriculture Handbook 296, 156 p. surrounding ecoregions. Most of the ecoregion is narrow, but widens to about 10 miles across in the southwest part of Massachusetts. 58j Lake 58j be P lower nutrients and alkalinity than Ecoregions 58f and 58l to the west. Northern hardwoods of sugar maple, American beech, and yellow recreational opportunities to residents of hare are the main prey. The lynx is at the 58ab Champlain 58m A stagnation58j moraine left dense, highlyKe compressednne c lodgement till. This dense basal till keeps the water table at or near the82 surfaceg for much Protection Agency [USEPA], 2009). Level IV is a further subdivision of level III Bryce, S.A., Omernik, J.M., and Larsen, D.P., 1999, Ecoregions – a geographic framework to guide risk With elevations of 500 to 1900 feet, the lowland has formed because of differential weathering and erosion of the calcitic and dolomitic Maine.Abundant Named lakes, Katahdin scenic (“Themountains, Greatest and famoussouthern fall colors edge attrac of thet touristsrange in to New many England areas of limestone or quartzose marble result in surface waters that are well-buffered with high values of alkalinity. The topography is hilly with 82e birch are common, with lowland spruce-fir and a few patches of high elevation spruce-fir forest. 58k of the year. Loamy,58 frigids Spodosols, Inceptisols, R and Histosols occur. Black spruce grows slowly in the cold, wet, and mossy flats. Beaver characterization and ecosystem management: Environmental Practice, v. 1, no. 3, p. 141-155. U.S. Environmental Protection Agency, 2009, Level III ecoregions of the continental United States Mountain”)Ecoregion by58. the The Penobscot service sector Indians, of New it is England’sand is listed economy, as a threatened including species. tourism, Decreased has some steep slopes, and elevations are approximately83b 300 to 2000 feet with some higher peaks. The soils,58 typicallyj coarse-loamy and 58j ecoregions. Explanations of the methods used to define the USEPA’s ecoregions are given marbles and limestone. Surficial materials of glacial drift are relatively abundant compared to that found in the surrounding highlandMoosehead 58j iv (revision of Omernik, 1987): Corvallis, Oregon, USEPA – National Health and Environmental Effects The narrow Northern Connecticut Valley ecoregion contains primarily the alluvial low terraces and floodplain of this riverine thebecome highest increasingly mountain in important, Maine (5267 as other feet) sectorssnowfall have declined.in recent decadesPhoto: NH has Resources allowed and the loamy, frigid and mesic Inceptisols, were formed in fine sandy loam glacial till derived from mica schist and siliceous limestone. The meadows, sedge fens, and northern white cedar swampse occur. Low hills support mid-successional forests of poplar, birch, and aspen. in Omernik (1995, 2004), Omernik and others (2000), and Gallant and others (1989). areas. Due to faulting and folding, some of the resistant rocks of schist, gneiss, and quartzite that surround the ecoregion58 alsoj crop out Lake 58j r Cleland, D.T., Freeouf, J.A., Keys, J.E., Jr., Nowacki, G.J., Carpenter, C., and McNab, W.H., 2007, Research Laboratory, Map M-1, various scales. 58o region. It has some glacial outwash and glacial lake deposits that abut the lower slopes of adjacent hills composed of glacial till andEconomic the terminus Development of the Appalachian Trail. more aggressive bobcat to displace the lynx Ecological subregions – sections and subsections of the conterminous United States: Washington, within it. Deep and well-drained limestone-derived soils are common throughout the valleys, typically loamy and coarse-loamy, mesic vegetation types are mostly transition hardwoods (maple-beech-birch, oak-hickory with red oak, white oak, shagbark hickory, and some The Moosehead-Churchill Lakes ecoregion is an area of rolling plains with a few low hills and numerous large lakes. New England contains low coastal plains, rocky coasts, river floodplains, alluvial valleys, typical of the bordering58m ecoregions 58l and 58f. Areas of glacio-fluvial deposits tend to be coarser sands and gravels, while some of the Photo: B. Monkman from its home ranges. Photo: USFWS 58u .Waterville D.C., U.S. Department of Agriculture–Forest Service, General Technical Report WO-76, scale Wiken, E., 1986, Terrestrial ecozones of Canada: Ottawa, Environment Canada, Ecological Land Inceptisols. The land cover consists of mixed and deciduous forest, pasture and cropland, and some extensive urban and residential land. hemlock and white pine), and northern hardwoods (maple-beech-birch). 58j Moosehead and Chesuncook lakes in the southern part of the region drain to the Kennebec River and West Branch Penobscot glacial lakes, forested mountains, and alpine peaks. Ecological diversity is great. There are 1:3,500,000. Classification Series no. 19, 26 p. glacio-lacustrine deposits from glacial Lake Hitchcock are finer-textured. Inceptisols and Entisols are common, with mesic soils in much The Worcester/Monadnock Plateau covers parts of north-central Massachusetts and south-central New Hampshire.58j Similar to River respectively, while the northern lakes drain to the Allagash River. At about 35 miles long and 10 miles wide, Moosehead Lake is The forests are generally transition hardwoods (maple-beech-birch, oak-hickory) and northern hardwoods (maple-beech-birch) S 58j 58c of the region, and some frigid soils in the north. The Northern Connecticut Valley has a mildert climate than the surrounding hilly 58g . the largest lake in New England east of Lake Champlain. While there are some similarities in ecological characteristics with Ecoregion . the western highlands of New England, these central highlands are a continuum where58l boundary divisions, such as with the A depending on latitude, elevation, and aspect. Surface water alkalinity values are high due to the prevalence of limestone and marble Burlington 82g
73° 72° 71° 70° 69° 68° 67° ecoregions, and58j its vegetation includes more southerly species. This greatly altered landscape is dominated by agricultural, urban and r n
C ve 58v, the Moosehead-Churchill Lakes region has lower elevations and less relief than the surrounding Ecoregions 58v and 58m, and i d 82f bedrock. A few remaining natural areas in the valleys include some diverse swamps and calcareous fens that support a wide variety of 58j Lower Worcester Plateau (59b) or the Sunapee Uplands (58q), are58j not distinct58j breaks. In terms of elevation,R relief, climate, soils, and #
r r MT. DESERT ISLAND residential, and transportatation uses, and the river regime has been altered by dams and channel modification. Some wetland and o o vegetation, however, the upland area of north-central Massachusetts and south-central New Hampshire is more typical of the rugged, slightly milder annual temperatures. ElevationsAugusta are mostly 900 to 1400 feet with 300 feet of relief. ThereAcadia are NP some soil differences from fish, birds, mammals, and distinct flora, including a number of rare or endangered species. 58j i s Z
Montréal c Some landscapes in Ecoregion 58f, 58k, and Sugar maple and other maple trees are riverside communities contain several rare plant and animal species. x 58 hillier uplands in adjacent ecoregions, with more poorly-drained soils. Some areas of the region have intensive forestry activities, while . 83b j o SCALE 1 : 1 325 000 58j colder, more mountainous nature of the Northeastern Highlands ecoregion (58) than of Ecoregion 59 to the south and east. The southern BAY 82g The Green Mountains/Berkshire Highlands ecoregion is characterized by relatively rugged, steep, high elevation mountains, Montpelier 58j g 58l are influenced by dairy farm activities. tapped for sap for maple syrup production. 58c The White Mountains/Blue Mountains ecoregion is one of the most rugged in New England. Ecoregion 58p differs from the boundary in Massachusetts, based in part on elevation, generally encloses areas with elevations greater than 1000 feet and areas of frigid real estate and timber investmentg organizations have subdivision and resort development plans in southern parts of the region. Although these are typically smaller-scale February, March, and April are important 30 15 0 30 60mi 58j Z i with a colder climate and different vegetation than surrounding lower elevation regions. There are some climate, geology, 82c 58z 58j n Sherbrooke 58j 58p Quebec/New England Boundary Mountains (58m) in having higher elevations, steeper slopes, more narrow valleys, more areas soils. Coarse-loamy Spodosols and Inceptisols are common. Elevations for the ecoregion range mostly from 500 feet to 1400 feet, with some 82g dairy farms than in other parts of the U.S., months in the labor-intensive process, with QUEBEC . 58j Rolling uplands and open high hills on a well-dissected landscape characterize the St. John Uplands. The eastern boundary physiography, and vegetation transitions that occur from north to south (e.g., slightly colder with more snow in the north; more R 58j 82f of bedrock outcrop, fewer wetlands, more acidic surface waters, and a more transitional (somewhat less boreal) vegetation pattern. The 58j 58n 58v PENOBSCOT proper livestock grazing management is freezing nights and warm days needed for Edmundston 82d i higher peaks over 2000 feet. The rock types are mainly gneiss, schist,58j and granite. Monadnocks, residual hills or mountains usually composed generally occurs at the 1000-foot elevation contour, and elevations in most of the region are 1000 to 2000 feet, with some plateau-like granitic areas in the south), although these are not dramatic changes at a national scale. The Massachusetts part of the v Lewiston Level III boundary NEW BRUNSWICK. 58j 82g important. Cows44° can trample streambanks proper sap flow. Vermont produces the most r ecoregion includes not only the White Mountains and Blue Mountains but also the Mahoosuc Range,e PilotCalais Range, and Pliny Range. The of more resistant rocks, occur58 jin many parts of the region. The general vegetation types include transitiont hardwoods (maple-beech-birch, peaks reaching 2400 feet.. It has higher elevations and more relief than the Aroostook 82Hillsg (82b) to the east, with more boreal and fewer e ecoregion includes the southernmost extent of the Green Mountains, generally the highest elevations of58 thej Berkshire Plateau. There is r 58j u 58j Merrymeeting and riparian areas and are sources of maple syrup in the U.S., followed by Maine v . c 58r Level IV boundary i mostly acidic uplands include some high elevation spruce-fir, widespread northern hardwood-conifer forests, and at lowest elevations oak-hickory) and northern hardwoods (maple-beech-birch). Forested wetlands are common and isurface waters tend to be acidic. temperate species. The region is moreBay hilly, with greater relief, and some higher elevations than Ecoregion 58w to the west. Typical soils 60 30 0 60 120km R er little evidence on either side of the Massachusetts-Vermont border for dividing the Green Mountains from the Hoosac Range and t sediment, nutrients, and bacteria to surface and New York. Photo: Branon Farms, VT iv c 58j 58p International boundary e R some transition hardwood-conifer forests. Geology includes Mesozoic and Paleozoic igneous and metamorphic rocks of granite, syenite, 44° 58j e include loamy, frigid Spodosols. R Surface waters are slightly to moderately buffered and drain mostly to the Saint John and Allagash waters. Photo: Tim McCabe, NRCS c 58j The breeding habitat for the common loon The summit of Mt. Cardigan in the White The Upper Montane/Alpine Zone combines the high-elevation spruce-fir forests andn the higher elevation subalpine and alpine i Albers equal area projection n hn Berkshire Hills. The geology is complex, with mostly metamorphic rocks including gneiss, schist, phyllite,58 andm quartzite. Some large v MAINE e State boundary e Jo 58j rhyolite, granodiorite, quartzite, and schist.82 Coarse-loamy,h frigid Spodosols and Inceptisols are typical. Surface waters are acidic and low (Gavia immer) is primarily inland lakes with Mountain Foothills (58n) is characterized by 58j n 58j rivers that flow north through ther region.Brunswick The Saint John River then flows east through New Brunswick to the Bay of Fundy. . r
r St areas of older, Precambrian rock also occur. While most Green Mountain bedrock is acidic, a few areas have58j narrow bands58 ofj calcareous communities. It is a region of high winds, cold temperatures, shallow acidic soils ando rock outcrops. Elevations are generally . Standard parallels 42˚ N and 47˚ N e w in nutrients. Elevations are generally 1000 feet to over 3000 feet, with inclusions of higher peaks occuring in the Upper Montane/Alpine undeveloped shorelines and abundant fish subalpine heath/krummholz and rocky bald C Sebago County boundary a 58j v 45° above 2500 feet, although in northern Maine the boundary can occur as low as 2000 feet. The high-elevation spruce-fir forests, generally
rock or ultramafic serpentine rock that can affect plant distributions. Glacial till deposits are relatively thin, with many bedrock outcrops. i The International Boundary Plateau has a rolling plateau surface, mostly 1000 feet to 1600 feet in elevation, with few lakes . L populations. They prefer lakes with little vegetation communities. Krummholz is Lake
t Zone of Ecoregion 58j. R 58j 58w
S Balsam fir or mixtures of fir and heartleaf birch form a dense canopy of slightly stunted Coarse-loamy to loamy, frigid Spodosols are typical soils. Elevations range from less than 1000 feet to more than 3000 feet, with Mount at 2500 to 3500 feet, contain red spruce, balsam fir, and heartleaf, paper, and yellow birches.58o Stunted balsam fir forests are often found and one of the coldest climates in Maine. The region has some similarities to Ecoregion 58v to the east, although Ecoregion
disturbance and with small islands or bog wind-dwarfed and pruned clumps and thickets
S
trees on higher mountains of Ecoregion 58, generally above 2700 feet. These subalpine CANADA The Sunapee Uplands ecoregion of New Hampshire represents a transition from Ecoregion 58g in the south to the colder northern Level III boundary 58w 47° Carmel the high point at 3369 feet. Vegetation is predominantly northern hardwoods (sugar maple, beech, yellow birch), with some mats to hold the nest and avoid egg-eating of trees found near or at timberline. Heaths from 3500 to 4500 feet in elevation. Alpine zones are found on Mt. Washington, Mt. Katahdin, and other peaks, and may contain 58w is slightlya less hilly with less relief. It has more relief and fewer wet flats than Ecoregion 58t to the south. Similar to the Upper St. r 58j 58 Northeastern Highlands forests are dynamic, affected by wind, fire, and landslides. On some mountains, fir waves 58q c
e 45° regions. It consists of open low mountains, with lower elevation and less relief than in Ecoregion 58p to the north, but more than in predators. Lead poisoning from lead sinkers Lake o include sheep laurel and Labrador tea. heath/krummholz communities, dwarf shrub/sedgerush meadows or barrens. Cryic58f Spodosols and Histosols are typical. The numerous John Wet Flats (58t), there are areas of stagnation moraines and some wetlands, including ribbed fens and other peatlands. Loamy and v spruce-fir (red spruce, balsam58j fir, paper birch) at higher elevations (where not mapped as part of Ecoregion 58j). Montane yellow Level IV boundary i can be seen, unusual landscape patterns of linear bands of fir dieback and regeneration. A 58j t CASCO 58j Photo: Ben Kimball, NH Natural Heritage Bureau Winnipesaukee 58a Taconic Mountains o and jigs has been a major cause of death for 58ac R number of high elevation or coniferous forest bird species nest in this habitat, including birch-red spruce forest occurs on some midslopes in the region. At lower elevations,58o hemlock occurs, and areas of red oak-hardwood forests. Ecoregion 58g to the south. With numerous, rolling, rocky hills and mountains, elevations are mostly 1000 to 2000 feet, but range from 500 to disjunct areas of this ecoregion are important for both migrating and non-migrating species. Unique wildlife of these high elevations coarse-loamy, frigid Spodosols. are common. Compared to ecoregions further east or south, this region has relatively low species 83e c BAY International boundary s adult loons in New England. Photo: USFWS 58b Western New England Marble Valleys 47° spruce grouse, dark-eyed junco, bay-breasted warbler, blackbacked woodpecker, 58j over 3000 feet. Monadnock MountainBangor anchors theb southern end of the region at 3165 feet. Granite and granodiorite rocks are common with include Bicknell’s thrush, black-backed woodpecker,58x blackpollRutland warbler, and rock vole. 58r richness. TheR spruce-firPortland forest contains red spruce, black spruce, and balsam fir, with some sugar maple and yellow birch. Similar to h Although it is difficult to find significant breaks in the highland continuum in western New England, there are differences . o i State boundary s white-throated sparrow, and blackpoll warbler. Photo: Maine Natural Areas Program shallow, stony frigid soils, mostly coarse-loamy Spodosols.n The uplands are dissected by numerous streams, and small lakes dot the landscape. . v a 58d 58j 58p 58j VERMONT ecoregions 58te and most of 58v, forestry is a dominant land use and there are few or 58cno permanent Green Mountains/Berkshire settlements. Highlands Lake between the highlands of Vermont and those of southern Massachusetts and northern Connecticut. The Lower Berkshire Hills e The rolling character of the Champlain Lowlands (83b) becomes more hilly to the east entering the Green Mountain Foothills. r g 58ab 58j 58m K Surfaceebec waters have lower nutrients and alkalinityP than Ecoregions 58f and 58l to the west82 andg north. Northern hardwoods of sugar maple, 59h County boundary a Champlain 58j e n 58k 58b l ecoregion differs from the Green Mountains/Berkshire Highlands (58c) to the north mainly in terms of lower elevation, milder climate, and n Also called the Champlain Hills, Ecoregion 58k has elevations that are mostly 400 to 1500 feet, with a peak of 2140 feet on Fletcher Located between the Hudson Valley (59i) of New York and the Taconic Mountains58d Lower (58a), Berkshire the Taconic Hills Foothills ecoregion is l 82e NEW HAMPSHIRE 58v 58k American beech, and yellow birch are common, along with hemlock and some oak forests. Some lowland and montane spruce and fir also occur. 58x A vegetation types that lack spruce-fir and include more transition hardwoods (maple-beech-birch, oak-hickory). The 58southernj boundary58s of the R Mountain. Elevations and relief are less than in Ecoregion 58c to the east, with less dense forest cover. Sandy, coarse-loamy, and fine-loamy, transitional between lowland and highland. The rolling hills contain a mosaic of woodland, pasture, and some minor cropland. 83b 58j i Rolling to hilly terrain pockmarked by small lakes, with a dense cover of deciduous and 58c 59f 58e Berkshire Transition Québec 58j Thev Sebago-Ossipee Hills and Plains ecoregion is a transitional area between the northern reaches of Ecoregion 59 and the frigid Spodosols are typical. Historically, much of the region was agricultural. Today, the majority of the region is back in woodland and forest, Z r Presque Isle ecoregion in Connecticut is not distinct, occurring just north of Torrington, where pines, northern hardwoods, and elevations increase. e mixed forest are typical characteristics of the Worcester/Monadnock Pla teau (58g). Elevations of the small portion of the region in Vermont are mostly 350 to 1000 feet. Bedrock is composed of metamorphosed The presence of brook trout (Salvelinus The largest wild mammal in New England, a
e 58j 58r r 58g 58f Vermont Piedmont iv . The bedrock and surficial geology, soil associations, and land uses of Ecoregion 58d have some similarities to the more northern more mountainous Northeastern Highlands (58). It contains some rugged hills and isolated mountains scattered on a landscape Forests in the southern areas of Ecoregion 58 can include some dry Appalachian but there is a distinct mosaic of pasture and cropland in58 thea mix, primarily supporting a dairy industry and associated hay and forage crops. mudstones, slate, phyllite, and schist, with some minor lenses of limestone. Loamy and coarse-loamy, mesic Inceptisols are common. fontinalis) in a watershed indicates excellent bull moose (Alces alces) can weigh more R CANADA oak-hickory forest types that are more typical of some upland areas of Ecoregion 59. 58g Worcester/Monadnock Plateau water quality, as they require clean, cold, than one thousand pounds and stand 6 feet at 82a Berkshire Highlands (58c) of Massachussetts. Coarse-loamy, frigid Inceptisols and Spodosols are typical. Lakes and ponds are relatively of rolling.Waterville plains that are dotted with numerous lakes and wetlands. This “lake region” includes Lake Winnepesaukee, the largest lake in Topographically, most of the Northern Piedmont is expressed as a broad undulating58q plateau, smoothed by glacial activity and Appalachian oak-hickory forests are typical on the lower and drier slopes, with some beech-maple mesic forests. Especially in the 82b 58j New Hampshire. Sandy glacial till is common, along with some glacial outwash kames, eskers, and deltaic deposits. Well-drained, sandy These forests are often found on middle and upper slopes of low hills, with acidic, 58l 58j southern part of the region inGULF New York, OF presettlement MAINE forests had a greater proportion58j of white Upper oak, Montane/Alpine black oak and hickories, Zone and forests well-oxygenated water. They have the shoulder. Moose are browsers, feeding 58t abundant in this ecoregion. The lake density is similar to that of the Green Mountains/Berkshire Highlands (58c), and these two ecoregions have well-drained or excessively-drained soils that are low in nutrien ts. These drier forests dissected by streams. Several glacial features, such as the Lyndonville and Danville moraines and the PassumpsicConcord Valley esker, disappeared from many waters that have on leaves, twigs, and buds of hardwood and 58c 58j loam and loamy sand soils are typical. Relative to other parts of Ecoregion 58, these are somewhat warm and dry soils. Most of the r NEWYORK e Z once dominated by American chestnut. The present dominance of chestnut oak, red maple, white pine, and sugar maple is likely due to a greater density and58j number of lakes than the nearby Berkshire Transition (58e), Vermont Piedmont (58f), or Taconic Mountains (58a). are common on slopes with south or west aspects. Black, white, red, scarlet and have resisted erosion and are still clearly visible. While rolling, calcareous metamorphic low hills are typical, there are also some distinct 58k Green Mountain Foothills been affected by dams, culverts, softwood trees and shrubs. They favor
. v i k 58l A region has soils with a frigid temperature regime, although in New Hampshire, some mesic soils occur in the southwest part of the chestnut oaks are typical, along with shagbark and pignut hickories and some white pine. recolonization after farming and timber cutting. Although oaks grow as far north as the Champlain Lowlands (83b), northern hardwood sedimentation, chemical pollutants, or habitat willows, birches, aspens, maples, fir, and
o Burlington 82g high hills on granitic plutons. The climateR of Ecoregion 58l is somewhat colder than that in western and southern Vermont and New Many of the characteristics in the Berkshire Transition ecoregion are similar to those of the southern portion of then Vermont to er 58l Northern Piedmont
v region. The ecoregion is in a vegetation transition zone from warm temperate to cool temperate and boreal. Hemlock-hardwood-pine and Photo: Ben Kimball, NH Natural Heritage Bureau M 43° viburnums. Photo: USFWS s i d 82f alterations. Photo: VT Fish and Wildlife oo 58e Piedmont58j (58f). The58j climate of Ecoregion 58e in Rsouthern Massachusetts and Connecticut is somewhat milder, however, than # Hampshire. January low temperatures are lower than in most of the Green Mountains (58c) or the Vermont Piedmont (58f) to the south, and forests become more prominent in the northern parts of Ecoregion 58x.
r r MT. DESERT ISLAND 58o A 58j e . 58m Quebec/New England Boundary Mountains o some northern hardwood-conifer forest types occur. It mostly lacks the Appalachian oak-pine found in Ecoregion 59h to the south. On Augusta Acadia NP The area around Mooselookmeguntic Lake r that of the Vermont Piedmont (58f). Forest types are a mix of northern, transition, and central hardwoods, with elevations in thes range of Z r 59h Portsmouth
i c 58a 58 some glacial outwash deposits, fire-dependent pitch pine-scrub oak woodlands occur. In Maine, several northern species reach their west of Rangeley, Maine, in Ecoregion 58m 58j m Manchester 58n White Mountain Foothills 83b j o
400 to 1700 feet. Some of the calcareous geologic bedrock found in the Vermont Piedmont is also present in this region; however, there BAY 82g 43° 58x . 59f g Montpelier 58j southern limits near Sebago Lake. is a typical landscape where Chesuncook Keene a
are also various types of schist, micaceous quartzite or quartz schist, and some gneiss. Some surface waters are lower in alkalinityg than . c 58o Northern Connecticut Valley k Z i soils are found. These soils have a high 58z n 58j 82g
The Western Maine Foothills ecoregion is hillier, has higher relief and elevations, more northern hardwoods and less 59. Northeastern Coastal Zone most of those in the Vermont Piedmont (58f). Coarse-loamy, mesic Inceptisols are typical. Some soils have dense till that restricts root woodland productivity rating and cover more 58p White Mountains/Blue Mountains 58j 58s 58j 58j oak/white pine, and82f fewer lakes than does Ecoregion 58r to the south. It has lower elevations and less relief than Ecoregion 58p The Northeastern Coastal Zone59i ecoregion covers most of southern New England and the coastal areas of New Hampshire and southern Maine. Its landforms include irregular plains and plains with low to high hills. Appalachian oak forests and northeastern oak-pine forests are the 58j growth and the movement of water. The region also has58 similaritiesn to the Glaciated Reading Prong/Hudson Highlands (58i) in New PENOBSCOT than 150,000 acres of Maine. Photo: NRCS 58a Woodstock 58j 58q Sunapee Uplands . ATLANTIC OCEAN Lewiston 58u Houlton to the northwest. The western boundary of82 theg region with Ecoregion 58p is generally about 1000 feet, a transitional zone from44° temperate The Chesuncook soil series, the state soil of natural vegetation types, with mostly mesic Inceptisol soils. Similar to the Northeastern Highlands (58), the Northeastern Coastal Zone contains relatively nutrient-poor soils and concentrations of continental glacial lakes, some of which are sensitive to acidification. This ecoregion, York and New Jersey, although the geology here int Ecoregion 58e58j is more diverse. . 82g Nashua . 58j # Parker River 58j 58r Sebago-Ossipee Hills and Plains u 58j 58r Merrymeetingforest species to more boreal species. Many of the peaks are near or above 2000 feet. Woody species richness is less in this region Maine, is a Spodosol of the northern forested however, contains considerably less surface irregularity and greater concentrations of human population than Ecoregion . 58. Although attempts were made to farm much of the Northeastern Coastal Zone after the region was settled by Europeans, land use now mainly consists of S c 58ag NWR The Vermont Piedmont is a hilly regioni east of the Green Mountains/Berkshire Highlands (58c). It has geological and Bay regions. It is typically very deep, moderately t. t compared to ecoregions to the east or south. Soils are typically coarse-loamy, frigid Spodosols. Woodland and forest land uses, along forests, woodlands, and urban andAlbany suburban development,58a with only some minor58g areas MASSACHUSETTSof pasture and cropland. R 59f 58s Western Maine Foothills
46° 58f c 58p i
hydrochemical differences as well ase less relief and58j lower elevation than Ecoregion 58c. The region has a somewhat milder well-drained, and formed over dense glacial Z v Lowell
Jo 58j R
h R 44° e with recreation and tourism, are important in the region, and there is little cropland and pasture compared to Ecoregion 82e to the east. n i n iv r . 58t Upper St. John Wet Flats v climate and more calcium-rich soils than adjacent regions, contributing to areas with more pastoral and agricultural land uses than occur till. Photo: NRCS n Chesuncook 58j e n 58j MAINE e Brunswick The Connecticut Valley of southern New England is a distinctive ecoregion where the boundaries are easily defined by bedrock The Narragansett/Bristol Lowland ecoregion includes the Narragansett Basin, a distinct unit of Pennsylvanian-age r r o o . 58a Lake in neighboring Ecoregions 58c, 58g, or 58q. In Vermont, there is little agreement on the boundary between the Green Mountains and the The Upper St. John Wet Flats ecoregion has some similarities to the International Boundary Plateau (58w), although there is less 59a geology and physiography.s The topography is mostly level to58 rolling,f with some higher 58hills.g Although the dominant geology is 59e sedimentary rock (sandstone, graywacke, shale, conglomerate) that stands58u Moosehead-Churchill in contrast to the surrounding Lakes igneous and C Sebago d 46° 58t 58j 58j Vermont Piedmont. The bedrock geology is mostly Devonian schist, phyllite, calcareous granofels Lake or quartzose marble. Beds of relief here, and more open and forested wetlands. The majority of the ecoregion extends west and southwest into Quebec, Canada. sedimentary, such as arkose, siltstone,u sandstone, shale, and58 conglomerate,c tilted basalt layers have formed distinctive ridges59 inh many parts metamorphic rocks. The ecoregion is more extensive than the Narragansett Basin proper,58v St.extending John Uplands south across some granitic rocks to limestone or58 quartzosej marble result in58o surface waters that are well-buffered with high values of alkalinity. The topography is hilly with A stagnation moraine left dense, highly compressed lodgement till. This dense basal till keeps the water table at or near the surface for much H Abundant lakes, scenic mountains, and famous fall colors attract tourists to many areas of of the valley. The Jurassic-age Holyoke basalt resultsPittsfield in a prominent north-south trending ridge from southern Connecticut into central Buzzards Bay. Bedrock outcrops are not common here, however, with an extensive covering of glacial till and outwash plains deposits. S of the year. Loamy, frigid Spodosols, Inceptisols, and Histosols occur. Black spruce grows slowly in the cold, wet, and mossy flats. Beaver . 59d 58w International Boundary Plateau Ecoregion 58. The service sector of New England’s economy, including tourism, has some steep slopes, and elevations are approximately 300 to 2000 feet with some higher peaks. The soils, typicallya coarse-loamy and 58 Northeastern Highlands Massachusetts, which then curves to trend east-west in the Holyoke Range. Surficial geology deposits in the valley are relatively thick and The western and northern boundaries of the ecoregion are tied closely to geology and topography, while the southeastern boundary with Around Boston, urban land covers almost The Appalachian oak-pine rocky ridge woods Moosehead c meadows, sedge fens, and northern white cedar swamps occur. Low hills support mid-successional forests of poplar, birch, and aspen. MASSACHUSETTS 58x Taconic Foothills become increasingly important, as other sectors have declined. Photo: NH Resources and loamy, frigid and mesic Inceptisols,58f were formed in fine sandy loam glacial tillLake derived from mica schist ando siliceous limestone. The include outwash, alluvial, and lake bottom deposits, in contrast to the mostly till deposits of adjacent ecoregions. With a climate milder than Cape Cod (84a) coincides more with changes in vegetation and soils. This lowland ecoregion has flat to gently rolling irregular plains all of Ecoregion 59d. Urban sprawl occurs of Ecoregion 59h are fire-prone and have an 58j Lake 58b Quabbin Boston BAY Economic Development Winnipesaukee CASCO 58a Taconic Mountains in several other parts of the Northeastern open canopy, stunted trees, and shallow soils. 58ac vegetation types are mostly transition hardwoods (maple-beech-birch, oak-hickory with red oak, white oak, shagbark hickory, and some The Moosehead-Churchill Lakes ecoregion is an area of rolling plains with a few low hills and numerous large lakes. that found on surrounding uplands, and with relatively rich soils and58 levele terrain, the valley has long attracted human settlement. UrbanZ with most elevations under 200 feet. Coarse-loamy and sandy, well-drained, mesic Inceptisols and Entisols are common soils on the low . BAY Reservoir 58u Worcester 59 Northeastern Coastal Zone Coastal Zone (59). Photo: John Radetich Red oak, white pine, and ironwood are common. 58m hemlock and white pine), and northern hardwoods (maple-beech-birch). 58r R Moosehead and Chesuncook lakes 58bin the southern Western part New of the England region drain Marble to the Valleys Kennebec River and West Branch Penobscot and suburban land cover is common, along with cropland and pasture, and deciduous forest mostly on the. ridges. The forests contain hills, ridges, outwash plains, kames, and eskers, with some poorly drained Inceptisols formed in glacial till. Histosols also occur. The 58x Rutland Portland C 59a 59b Photo: Ben Kimball, NH Natural Heritage Bureau i 59a Connecticut Valley The. Worcester/Monadnock Plateau covers parts of north-central Massachusetts and south-central New Hampshire.v Similar to River respectively, while the northern lakes drain to the Allagash River. At about 35 miles long and 10 miles wide, Moosehead Lake is central and transition hardwoods, and floodplain forests of silver maple ando cottonwood occur. Surface water nutrients and alkalinity in vegetation is varied, with some of the oak-hickory and oak-pine forests having coastal influences. Land cover is mostly mixed forest S 58j VERMONT e 58c Green Mountains/Berkshire Highlands n r t 58g the largest lake in New England east of Lake Champlain. While there are some similarities in ecological characteristics with Ecoregion the ecoregion are relatively high. A small disjunct58d area of the ecoregion occursn in the Pomperaug Valley of western Connecticut. with numerous wetlands and small areas of cropland and pasture. Cranberry bogs are59b abundant. Lower WorcesterThe various Plateau/Eastern types of wetlands Connecticut provide Upland . the western highlands of New England, these central highlands are a continuum where boundary divisions, such as with the 59h e 58b Springfield 58j 58d Lower Berkshire Hills 58d c 42° NEW HAMPSHIRE 58v, the Moosehead-Churchill Lakes region has lower elevations and less relief than the surrounding Ecoregions 58v and 58m, and . important recharge to aquifers in the region. Surface water alkalinity is variable, with some acidic areas. C Lower Worcester Plateau (59b) or the Sunapee Uplands (58q), are not distinct breaks. In terms of elevation, relief, climate, soils, and t 59c Southern New England Coastal Plains and Hills 58j The Lower Worcester Plateau/Eastern58a Connecticut Upland i ecoregion is generally higher in elevation than 59 thec adjacent 59f r 58b c o vegetation, however, the upland area of north-central Massachusetts and south-central New Hampshire is more typical59f of the rugged, slightly milder annual temperatures. Elevations58e are Berkshiremostly 900 to Transition 1400 feet with 300 feet of relief. There are some soil differences from 59b Southern New England Coastal Plains and Hills (59c). Its reliefu of 300 to 500 feet is relatively moderate compared to other The Gulf of Maine Coastal Lowland ecoregion is a 10- to 20-mile wide coastal strip, stretching from Casco Bay in Maine to 58j i 58c t 59d Boston Basin Montréal x Some landscapes in Ecoregion 58f, 58k, and Sugar maple and other maple trees are hillier uplands in adjacent ecoregions, with more poorly-drained soils. Some areas of the region have intensive forestry activities, while R 59f . 58j colder, more mountainous nature of the Northeastern Highlands ecoregion58g (58) than of Ecoregion 59 to the south and east. The southern 58f Vermont Piedmont upland or highland areas42° nearby in Ecoregion 58. The same north-south trending geologic belts that are found in Ecoregion 58g to the Plymouth Bay in Massachusetts. It is mostly an arcuate embayment type of coast, a different form from coastal ecoregions 82f and 58lThe are Merrimack influenced River by dairy flows farm through activities. some mixedtapped land for cover, sap for including maple syrup Appalachian production. i 59b 59e Narragansett/Bristol Lowland 58a real estate and timber investment organizations have subdivision and resort development plans in southern parts of the region. v # Cape Cod 58j boundary in Massachusetts, based in part on elevation, generally encloses areas with elevations greater than 1000 feet and areas of frigid Althoughoak-hickory these and are hemlock-hardwood-pine typically smaller-scale forestFebruary, in Ecoregion March, 59h,and Gulf April of areMaine important Coastal north occur here; mostly gneiss, schist, and58 bgranofels. The soils developede primarily on glacial till in the upland areas, and on stratified 82g to the northeast. Extensive glacial sand, silt, and clay deposits blanket this region, with a coastal pattern typified by plutonic capes and Sherbrooke 82c 58g Worcester/Monadnock Plateau r National Seashore . 58j soils. Coarse-loamy Spodosols and Inceptisols are common. Elevations for the ecoregion range mostly from 500 feet to 1400 feet, with some Rolling uplands and open high hills on a well-dissected landscape characterize the St. John Uplands. The eastern boundary dairyPlain. farms Photo: than Ben in Kimball, other parts NH Naturalof the U.S.,Heritage monthsBureau in the labor-intensive process, with deposits of sand, gravel, and silt in the valleys. Coarse-loamy, mesic Inceptisols are typical upland soils. The major forest types are intervening sand beaches that front the region’s largest salt marshes. The ecoregion has59f relatively Gulf lowof Maine relief, andCoastal elevations Lowland are mostly from 58j 58q CAPE COD R GULF OF58v MAINE proper livestock grazing management is freezing nights and warm days needed for Providence 82d i higher peaks over 2000 feet. The rock types are mainly gneiss, schist, andConcord granite. Monadnocks, residual hills or mountains usually composed generally occurs at the 1000-foot elevation58j Upper contour, Montane/Alpine and elevations in Zonemost of the region are 1000 to 2000 feet, with some transition hardwoods (maple-beech-birch, oak-hickory) with some central hardwoods (oak-hickory). Lakes, ponds, and acidic wetlands sea level to 250 feet. Mt. Agamenticus, west of Ogunquit, Maine, is the atypical high59g spot at Long 691 feet.Island Bedrock Sound geology Coastal consists Lowland mostly of v 58x Z BAY r NEWYORK important. Cows can trample streambanks proper sap flow. Vermont produces the most
e of more resistant rocks, occur in many parts of the region. The general vegetation types include transition hardwoods (maple-beech-birch, 58e Hartford Calais e 58j r Z peaks reaching 2400 feet. It has higher elevations58k and Green more Mountainrelief than the Foothills Aroostook Hills (82b) to the east, with more boreal and fewer and riparian areas and are sources of maple syrup in the U.S., followed by Maine are common, and some exceptional freshwater marshes occur along the Quaboag and Brookfield rivers. Surface water alkalinity is metasedimentary rocks, intruded by several Paleozoic and Mesozoic plutonic bodies. 59hSoils have Gulf a of mesic Maine temperature Coastal regimePlain in most of the . v
i Z RHODE ISLAND RHODE oak-hickory) and northern hardwoods (maple-beech-birch). Forested wetlands are common and surface waters tend to be acidic. temperate species. The region is more hilly, with greater relief, and some higher elevations than Ecoregion 58w to the west. Typical soils sediment, nutrients, and bacteria to surface and New York. Photo: Branon Farms, VT mostly moderate, with small areas of low values. CONNECTICUT 59e region, although frigid soils occur in the Maine portion. The vegetation mosaic includes white oak and red oak forests, some isolated R 84a 58l Northern Piedmont Photo: Tim McCabe, NRCS 58j The Upper Montane/Alpine Zone combines the high-elevationM spruce-fir forests and the higher elevation subalpine and alpine include loamy, frigid Spodosols. Surface waters are slightly to moderately buffered and drain mostly to the Saint John and43° Allagash waters. The Southern New England Coastal Plains and Hills ecoregion covers much of Connecticut, Rhode Island, and southeastern chestnutNew Bedford oak woodlands, extensive post-settlement white pine, pitch pine in sandy areas,82 pitch Acadian pine bogs, Plainssome Atlantic and whiteHills cedar swamps, Mixed land use in the Connecticut Valley High numbers of white-tailed deer (Odocoileus 58m 58o 59a . 58j 82h 58j 58j e . rivers that flow north through the region. The58m Saint JohnQuebec/New River then flows England east through Boundary New Brunswick Mountains to the Bay of Fundy. 59c red maple swamps, and Spartina saltmarsh. The vegetation contains some southern hardwood species (e.g., shagbark hickory, flowering (Ecoregion 59a) of Massachusetts. Photo: virginianus) in Ecoregion 59 can alter the 58j r communities. It is a region of high winds, cold temperatures, shallow acidic soils and rock outcrops. Elevations are generally
58j r Massachusetts, and is diverse in its characteristics and habitats. The landforms of59 thec ecoregion are irregular plains with low 82a Aroostook Lowlands e
r 59h Portsmouth Bruce Molnia, USGS appearance and ecology of forest vegetation. 58j v dogwood, and chestnut oak) that reach the northern limit of their range within this ecoregion. There are also some subarctic maritime
45° 58a above 2500 feet, although in northern Maine the boundary can occur as lowi as 2000 feet. The high-elevation spruce-fir forests, generally Waterbury i The International Boundary Plateau has a rolling plateau surface, mostly 1000 feet to 1600 feet in elevation, with few lakes hills and some open high hills with relief of about 100 to 400 feet. Elevations range up to about 1000 feet, with the highest elevations 58j m 58n White Mountain Foothills 43° 58x Manchester 59f . NANTUCKET 82b Aroostook Hills Photo: USFWS
R . 58w species that reach their southern limit in Ecoregion 59f, such as crowberry, golden heather, and oysterleaf. The region’s forests and farms are a
at 2500 to 3500 feet, contain red spruce, balsam fir, and heartleaf, paper, and yellow birches. Stunted balsam fir forests are often found and one of the coldest climates in Maine. The region has some similarities to Ecoregion 58v to the east, although Ecoregion found in western Connecticut. Bedrock types are mostly granites, schist, and gneiss, although some soft marble occurs in 59 westerne
Keene c
58o Northern Connecticut Valley . SOUND 82c Eastern Maine-Southern New Brunswick Plains
. k 58i 59a being rapidly converted to residential developments and bedroom communities of larger nearby cities. CANADA from 3500 to 4500 feet in elevation. Alpine zones are found on Mt. Washington, Mt. Katahdin, and other peaks, and may contain 58w is slightly less hilly with less relief. It has more relief and fewer wet flats than Ecoregion 58t to the south. Similar to the Upper St. Connecticut. Surface materials are mostly glacial till, with some stratified deposits in valleys. Soil patterns are complexNewport and BUZZARDS BAY
58j
45°
58p White Mountains/Blue Mountains 82d Central Foothills
heath/krummholz communities, dwarf shrub/sedgerush meadows or barrens. Cryic Spodosols and Histosols are typical. The numerous Danbury
58j John Wet Flats (58t), there are areas of stagnation moraines and some wetlands, including ribbed fens and other peatlands. Loamy and heterogeneous where the numerous, small, till-covered bedrock hills rise above the valleys and general level of outwash. Coarse-loamy The Long Island Sound Coastal Lowland ecoregion is the coastal strip occurring in southern Connecticut and Rhode Island 58j t 84a 58j 58j . 59g 59i o 59g 58o 58adisjunct areas of this ecoregion are important for both migrating and non-migrating species. Unique wildlife of these high elevations coarse-loamy, frigid Spodosols are common. Compared to ecoregions further east or south, this region has relatively low species and sandy, mesic Inceptisols and some Entisols are typical. Historically, forests were dominated by a mix of oaks, American chestnut, that borders Long Island SoundNANTUCKET and Block Island Sound. It includes low-elevation82e Central rolling Mainecoastal plain,Embayment tidal marshes, estuaries, 83e c 58q Sunapee Uplands 59c ATLANTIC OCEAN MARTHA’S s RHODE ISLAND ISLAND 58j include Bicknell’s thrush, black-backed woodpecker, blackpoll warbler, and rock vole. Bangor b Nashua richness. The spruce-fir forest contains red spruce, black spruce, and balsam fir, with some sugar maple and yellow birch. Similar to hickories, other hardwoods, and some hemlock and white pine.. As with many other areas of New England, these forests were cleared, sandy dunesVINEYARD and beaches, and rocky headlands. This ecoregion has one of the mildest climates of New England. The coastal hardwood Parker River New Haven 59g 82f Midcoast . o # 58r Sebago-Ossipee Hills and Plains 84a n . SOUND 58p 58ag ecoregions 58t and most of 58v, forestry is a dominant land use and there are few or no permanent settlements. either for agriculture and grazing or for the production of charcoal. A variety of dry to mesic successional oak and oak-pine forests cover forests contain black, red, and white oaks, hickories, and black cherry. Dense thickets of vines and shrubs such as catbrier, greenbrier, Lake 58j e The rolling character of the Champlain Lowlands (83b) becomes more hilly to the east entering theNWR Green Mountain Foothills. 58j be P 82g Downeast Coast 58ab Champlain 58m 58j Ke ne c 82g Albany 58a 58k 58g MASSACHUSETTS R 59f 58s Western Maine Foothills the region today, along with some elm, ash, and red mapleBridgeport that are typical of southern New England’s forested wetlands. and poison ivy are common. Some Southeastern flora and fauna species of the Piedmont and coastal plain reach their northern limit in this n Also called the Champlain Hills, Ecoregion 58k has elevations that arei mostly 400 to 1500 feet, with a peak of 2140 feet on Fletcher Located between the Hudson Valley (59i) of New York and the Taconic Mountains (58a), the Taconic Foothills ecoregion is 59c
82e Z v Lowell . 82h Penobscot Lowlands
e 58x 84a SCALE 1 : 1 325 000 58k 58j 58s R Mountain. Elevations and relief are less than in Ecoregion 58c to the east, with lessr .dense forest cover. Sandy, coarse-loamy, and fine-loamy, transitional between lowland and highland.58t Upper The rolling St. John hills containWet Flats a mosaic of woodland, pasture, and some minor cropland. An inner Boston Basin occurs at a geologic and topographic break that encloses an area composed of the Cambridge argillite ecoregion, including holly, post oak, sweetgum, and persimmon. On coastal headlands, pitch pine and post oak occur, while some scarlet
Rolling to hilly terrain pockmarked by small lakes, with a dense covern of deciduous and 83b 58j 58j i BLOCK 30 15 0 30 60 mi 41° v o frigid Spodosols are typical. Historically, much of the region was agricultural. Today, the majority of the region is back in woodland and forest, 59d ISLAND oak and sassafras stand on stabilized dunes. Parts of the ecoregion are highly urbanized, especially from New Haven westward. e 58a Elevations of the small portion of the region in Vermont are mostly 350 to 1000 feet. Bedrock is composed of metamorphosed and Roxbury conglomerate rockStamford units. Low hills, such as the Blue Hills in the south and the escarpment from Waltham to Lynn mixed forest are typical characteristics of the Worcester/Monadnocks Pla teau (58g). 58g The presence of brook trout (Salvelinus The largest wild mammal in New England, a
58j r 58f 58u Moosehead-Churchill Lakes . LONG ISLAND SOUND 83 Eastern Great Lakes Lowlands Forests in the southern areas of Ecoregion 58 can include some dry d Appalachian but there is a distinct mosaic of pasture and cropland in the mix, primarily supporting a dairy industry and associated hay and forage crops. mudstones, slate, phyllite, and schist, with some minor lenses of limestone. Loamy and coarse-loamy, mesic Inceptisols are common. fontinalis) in a watershed indicates excellent bull moose (Alces alces) can weigh more in the north, mark this basin's rim. The larger Boston Basin ecoregion delineated here also includes the hilly urbanized ring and some The Gulf of Maine Coastal Plain ecoregion occupies a more inland position than Ecoregion 59f to the east. It has higher u 58c 59h 83b Champlain Lowlands oak-hickory forest types that are more typical of some upland areas of Ecoregion 59. 58v St. John Uplands water quality, as they require clean, cold, than one thousand pounds and stand 6 feet at 41° 59h . H Topographically, most of the Northern Piedmont is expressed as a broad undulating plateau, smoothed by glacial activity and Appalachian oak-hickory forests are typical on the lower and drier slopes, with some beech-maple mesic forests. Especially in the outlying lowlands occurring on different metamorphic and volcanic rock types. The area is drained primarily by the Neponset, Charles, elevations, greater relief, and less maritime climate than the Gulf of Maine Coastal Lowland (59f). Ecoregion 59h is less hilly Cranberries in Ecoregion 59e are often grown Numbers of the New England cottontail 58j Waterville These forests are often found on middle and upper slopes of low hills, with acidic, 58l southern part of the region in New York, presettlement forests had a greater proportion of white oak, black oak and hickories, and forests well-oxygenated water. They have the shoulder. Moose are browsers, feeding Mystic and Saugus rivers, and there are many urban ponds, lakes, and reservoirs. The basin is not a level plain but has low rolling with more rolling topography and lower elevations than Ecoregion 58g to the west, and has a greater human population density. Glacial rabbit (Sylvilagus transitionalis) are rapidly well-drained or excessively-drained soils that are low in nutrien ts. These drier forests . Pittsfield dissected by streams. Several glacial features, such as the Lyndonville and Danville59d moraines and the Passumpsic Valley esker, 58w International Boundary Plateau disappeared from many waters that have on leaves, twigs, and buds of hardwood and 60 30 0 60 120 km 84 Atlantic Coastal Pine Barrens on drained bog soil. Water is used for 58c 58j once dominated by American chestnut. The present dominance of chestnut oak, red maple, white pine, and sugar maple is likely due to topography, with stratified drift surrounding drumlins and till-covered bedrock hills. The few areas of flat ground such as the glacial clay drumlins areAlbers common equal area in theprojection ecoregion, while in the Merrimack River valley, glacial outwash and glacial lake deposits occur. collection and for protection from freezing decreasing as its thicket and early successional
. 58j are common on slopes with south or west aspects. Black, white, red, scarlet and have resisted erosion and are still clearly visible. While rolling, calcareous metamorphic low hills are MASSACHUSETTStypical, there are also some distinct 58x Taconic Foothills beenThe affected beach, mud by dams, flat, andculverts, marsh habitats of thesoftwood Parker Rivertrees andNational shrubs. Wildlife They favor Refuge in 84a A 84c Standard parallels 42˚ N and 47˚ N 84a Cape Cod/Long Island and dessication in winter. Massachusetts forest habitat is altered. Its range in southern Burlington 58l 82g chestnut oaks are typical, along with shagbark and pignut hickories and some white 58pine.b high hills on granitic plutons. The climateQuabbin of Ecoregion 58l is somewhat colder than that inBoston western and BAYsouthern Vermont and New recolonization after farming and timber cutting. Although oaks grow as far north as the Champlain Lowlands (83b), northern hardwood sedimentation,Ecoregion 59f chemical of northeast pollutants, Massachusetts or habitat provide willows, a vital birches, stopover aspens, site maples, for migrating fir, and areas on the outskirts of Cambridge,59g Belmont, and Arlington were once intensively cultivated vegetable fields and greenhouses, but now Coarse-loamy and sandy-skeletal, mesic Inceptisols and Entisols are typical in most of the region, while frigid Spodosols are common in
ver n Photo: Ben Kimball, NH Natural Heritage Bureau 58e Z viburnums. Photo: USFWS LONG ISLAND ranks second in U.S. cranberry production. New England and New York has shrunk by i d 82f alterations. Photo: VT Fish and Wildlife 58j 58j R # Hampshire. January low temperatures areReservoir lower than in most of the Green Mountains (58c) or the Vermont Piedmont (58f) to the south, and forests become more prominent in the northern parts of Ecoregion 58x. waterfowl, shorebirds, and songbirds along the Atlantic Flyway.Photo: Kelly Fike, USFWS almost the entire region is urbanFigure and suburban 6.8_New land. Estuaries, bays, England and islands occur Ecoregion along the eastern edge. Map: Massachusettsthe Maine Ecoregionportion. Ecoregion 59h 59d has more pine in the forest mosaic than Ecoregion 59c to the south. r MT. DESERT ISLAND Worcester 59 Northeastern Coastal Zone Photo: Cape Cod Cranberry Growers Association more than 75%. Photo: G. Smith o Augusta Acadia NP . 73° 72° 71° 70° 69° 68° s Z C 59a 59b c 59a Connecticut Valley
58 o j o 83b BAY 82g n Montpelier 58j g NewEngland_eco_FinalMap_Aug09.ai 8/12/09 n g 58d 59b Lower Worcester Plateau/Eastern Connecticut Upland
i Z e 58z 58j n Springfield 82g 59.58d Northeasternc . Coastal Zone 42° t 59c Southern New England Coastal Plains and Hills 82. Acadian Plains and Hills 58j 58a i 59c 59f 82f c 58j 58n 58j 58b The Northeastern Coastal Zone ecoregion covers most of southern New England and the coastal areas of New Hampshire and southern Maine. Its landforms include irregular plains and plains with low to high hills. Appalachian oak forests and northeastern oak-pine forests are the 58j PENOBSCOT u This mostly forested region, with dense concentrations of continental glacial lakes, is less rugged than the Northeastern Highlands (58) to the west and considerably less populated than Ecoregion 59 to the south. Vegetation here is mostly spruce-fir on lowlands with maple, beech,
Lewiston t 82g natural vegetation types, with mostly mesic Inceptisol soils. Similar to the Northeastern Highlands (58), the Northeastern Coastal Zone contains relatively nutrient-poor soils and concentrations59d of continental Boston Basin glacial lakes, some of which are sensitive to acidification. This ecoregion, 44° t 58j . 82g 58j 42° R and birch on the hills. Soils are predominantly frigid Spodosols. By contrast, the forests in the Northeastern Coastal Zone (59) to the south are mostly Appalachian oak or northeastern oak-pine, and the soils are generally mesic Inceptisols and Entisols. 58j u 58j Merrymeeting T however, contains considerablyi less surface irregularity and greater concentrations of human population than Ecoregion 58. Although attempts were made to farm much of the Northeastern Coastal Zone after the region was settled by Europeans, land use now mainly consists of c 58r 59b 59e Narragansett/Bristol Lowland E v Cape Cod i Bay # E t e 58b forests, woodlands, and urban and suburban development, with only some minor areas of pasture and cropland. The Aroostook Lowlands ecoregion has lower elevations than adjacent Maine ecoregions,R with almost no large lakes or ponds. Coflatsas withta lswamp Ba andrri ebogr sdeposits Re occur,sou butrc note sas Mmanya asp in Ecoregion 82h to the east. Surface water alkalinity values tend to be c 58p r National Seashore T e 58j 58 R 59f Gulf of Maine Coastal Lowland 82a S 44° j n i Elevations are generally 400 to 800 feet, with some higher hills. The region has a milder climate than ecoregions 82b, 58v, or higher than adjacent ecoregions. The region has a relatively moderate climate, transitional between the coastal climates and inland v CAPE COD R
58j MAINE e The Connecticut Valley of southern New England is a distinctive ecoregionProvidence where the boundaries are easily defined by bedrock The Narragansett/Bristol Lowland ecoregion includes the Narragansett Basin, a distinct unit of Pennsylvanian-age n r Brunswick E o . 59a 59e 59g Long Island Sound Coastal Lowland 58w. Calcareous bedrock, till, and soils are typical of the ecoregion, developed from the CarysT Mills Formation of interbedded pelite and Mcontinentalap Leg regions,end and diverse flora and fauna. Vegetation transition zones occur in the region, and the northern range limits of many 58x geology and physiography. The topography is mostly level to rolling,Z with some higher hills. Although the dominantBAY geology is sedimentary rock (sandstone, graywacke, shale, conglomerate) that stands in contrast to the surrounding igneous and S C Sebago 58e Hartford limestone/dolostone. The glacial till and soils are relatively deep, with fine-loamy and coarse-loamy,E frigid Spodosols and Inceptisols. woody and herbaceous species are reached here. Transition hardwoods, northern hardwoods, northern hardwoods-spruce forests are Lake sedimentary, such as arkose, siltstone, sandstone, shale, and conglomerate, tilted basalt layers have formed distinctive ridges in many parts metamorphic rocks. The ecoregion is more extensive59h Gulf than of the Maine Narragansett Coastal Basin Plain proper, extending south across some granitic rocks to H
58j Z C RHODE ISLAND RHODE 58o CONNECTICUT 59e Surface water alkalinity and nutrient levels are high. There are some circumneutral cedarR swamps and weakly calcareous fens. There is a major forest types. The ecoregion has a relatively high population density for Maine, with an extensive pattern of settlement and roads. of the valley. The Jurassic-age Holyoke basalt results in a prominent north-south trending ridge from southern Connecticut84a into central Buzzards Bay. Bedrock outcrops are not common here, however, with an extensive covering of glacial till and outwash plains deposits. O Major EOT Roads S relatively high woody species richness in this ecoregion compared to the other northernD Maine ecoregions (82b, 58v, and 58w). It also Less developed than Ecoregion 59f to the south, the Midcoast ecoregion of Maine is an indented shoreline type of coast, or a 58 Northeastern Highlands Massachusetts, which then curves to trend east-west in the Holyoke Range. Surficial geology deposits inNew the Bedford valley are relatively thick and The western and northern boundaries of the ecoregion82 Acadian are tied closely Plains to geology and Hills and topography, while the southeastern boundary with Around Boston, urban land covers almost The Appalachian oak-pine rocky ridge woods c 59a . contains some calciphiles that do not occur elsewhere in Maine, such as alpine milk-vetch, Fries’ pondweed, Anticosti aster, and hoary 82f Bald eagles (Haliaeetus leucocephalus) of Mount Desert Island is Maine’s largest island 58f Lake o include outwash, alluvial, and lake bottom deposits, in contrast to the mostly till deposits of adjacent ecoregions. With a climate milder than Cape Cod (84a) coincides more with changes in vegetation and soils. This lowland ecoregion has flat to gently rolling irregular plains all of Ecoregion 59d. Urban sprawl occurs of Ecoregion 59h are fire-prone and have an Adminis“drownedtrative coast”, Typ ewith long, narrow, rocky peninsulas and intervening deep, narrow estuaries. North-striking metasedimentary 59c 82a Aroostook Lowlands T coastal Maine and inland rivers reached a and home to Acadia National Park. It is one of Winnipesaukee CASCO 58a Taconic Mountains in several other parts of the Northeastern open canopy, stunted trees, and shallow soils. willow. Land cover in the region has a high percentage of cropland, mostly of Epotatoes, but also some oats, hay, peas, buckwheat, and 58ac E rocks occur with deep glacially scoured valleys. Eroding bluffs of glaciomarine clay provide sediments in the sheltered embayments to . that foundWaterbury on surrounding uplands, and with relatively rich soils and level terrain, the valley has long attracted human settlement. Urban with most elevations under 200 feet. Coarse-loamy and sandy, well-drained, mesic Inceptisols and Entisols are common soils on the low population low point in the early 1970’s, the most visited national parks in the U.S. BAY Coastal Zone (59). Photo: John Radetich Red oak, white pine, and ironwood are common. broccoli. More open-land fauna species occur here than in adjacent forested ecoregions.R . NANTUCKET 82b Aroostook Hills T 58r R 58b Western New England Marble Valleys and suburban land cover is common, along with cropland and pasture, and deciduous forest mostly on the ridges. The forests contain hills, ridges, outwash plains, kames, and eskers, with some poorly drained Inceptisols formed in glacial till. Histosols also occur. The form extensiveIntersta mudte flats and salt marshes. Many riverine and estuarine wetlands occur here. Merrymeeting Bay is the largest freshwater but have increased in recent decades. with more than two million recreational visits Rutland Portland 59e Photo: Ben Kimball, NH Natural Heritage Bureau S 58x i . v SOUND The climate, terrain, and other characteristics of the Aroostook Hills ecoregion are intermediate between those of Ecoregion tidal bay north of the Chesapeake in the eastern U.S., and provides important waterfowl habitat. The coastal waters of the ecoregion are Photo: Chessie Johnson, www.maine.gov a year. Photo: Albert Theberge, NOAA central and transition hardwoods, and floodplain forests of silver maple and cottonwood. occur. Surface water nutrients and alkalinity in vegetation is varied, with some of the oak-hickory82c Easternand oak-pine Maine-Southern forests having coastal New Brunswickinfluences. Land Plains cover is mostly mixed forest M 58j VERMONT e 58c Green Mountains/Berkshire Highlands 58i 59a r Newport BUZZARDS BAY 82b 1 U 59h the ecoregion are relatively high. A small disjunct area of the ecoregion occurs in the Pomperaug Valley of western Connecticut. with numerous wetlands and small areas of cropland and pasture. Cranberry bogs are abundant. The various types of wetlands provide 58v to the west¤£ and Ecoregion 82a to the east. It is a region of plainsT with hills, with elevations mostly 600 to 1000 feet, with the northernU.S. Hlimitigh forwa somey marine invertebrates, such as the American oyster and quahog clam. The Camden Hills area, including peaks 58b 58d Lower Berkshire Hills Danbury 82d Central Foothills N 84a some higher peaks. Mt. Chase is an atypical high point at 2440 feet. Spruce-firA and northern hardwoods are common, and the forests are such as Mt. Megunticook overlooking Penobscot Bay, contains some of the highest hills along the Maine coast, outside of Mount Desert NEW HAMPSHIRE . 59g important recharge to aquifers in the region. Surface water alkalinity is variable, with some acidic areas. The Lower Worcester Plateau/Eastern Connecticut Upland ecoregion is generally higher in elevation than the adjacent U NANTUCKET 93 ¹ 82e Central Maine Embayment 59f 58e Berkshire Transition 59c59b more temperate and diverse than in the hillier, more boreal Ecoregion 58 toQ the west. The forest habitat diversity is also affected by the Island Sint aEcoregionte Rout e82g. Forests of beech, birch, maple, red oak, and white pine occur. Pitch pine also grows here on isolated coastal 58c Southern New England Coastal Plains and Hills (59c). Its relief of 300 to 500 feet is relatively moderateMARTHA’S compared to other ISLAND The Gulf of Maine Coastal Lowland ecoregion is a 10- to 20-mile wide coastal strip, stretching from Casco Bay in Maine to S RHODE ISLAND region’s geologic variability.§¨¦ The geology consists mostly of weakly metamorphosed pelite, sandstone, and conglomerate, with some bluffs. It has much less maritime spruce-fir forest than Ecoregion 82g to the east. With a transitional nature to the vegetation, the region upland or highland.New Haven areas nearby59g in Ecoregion 58. The same north-south trending geologic belts that are foundVINEYARD in Ecoregion 58g to the 59f Plymouth Bay in Massachusetts. It is82f mostly Midcoast an arcuate embayment type of coast, a different form from coastal ecoregions 82f and 1A T 58g 58f Vermont Piedmont The Merrimack River flows through some mixed land cover, including Appalachian SOUND 84a S 58a Granite balds occur above the mixed hardwood-conifer forests on Gorham Mountain, calcareous rocks. Smaller(! areas of metavolcanic rocks and quartz diorite plutonsA also occur. A moderate number of lakes and peatlands has theN higheston-nu mwoodybere speciesd rout erichness in Maine; several southern New England woody species reach their northern range limit here, and north occur here; mostly gneiss, schist, and granofels. The soils developed primarily on glacial till in the upland areas, and on stratified 82g to the northeast. Extensive glacial sand, silt, and clay deposits blanket this region, with a coastal pattern typified by plutonic capes and E 58g Worcester/Monadnock Plateau oak-hickory and hemlock-hardwood-pine forest in Ecoregion 59h, Gulf of Maine Coastal 82g Downeast Coast occur in the Aroostook Hills.3A Eccentric bogs and concentrically patterned raised bogs reach their western limit in Maine within this ecoregion. some northern species reach their southern range limit. Plain. Photo: Ben Kimball, NH Natural Heritage Bureau 59c depositsBridgeport of sand, gravel, and silt in the valleys. Coarse-loamy, mesic Inceptisols are typical upland soils. The major forest types are intervening sand beaches that front the region’s largest salt marshes. The ecoregion has relatively low relief, and elevations are mostly from Acadia National Park, Maine, Ecoregion 82g.Photo: Ginny Reams, NPS !( 58j 58q . 82h Penobscot Lowlands Local Roads GULF OF MAINE 58j Upper Montane/Alpine Zone 84a The Eastern Maine-SouthernN New Brunswick Plains have a generally low-relief landscape, but some hills occur. Elevations The Downeast Coast ecoregion includes an island-bay coastal type east of Penobscot Bay and a mostly cliffed coastal margin Concord transition hardwoods (maple-beech-birch, oak-hickory) with some central hardwoods (oak-hickory). Lakes, ponds, and acidic wetlands sea level to 250 feet. Mt. Agamenticus, west of Ogunquit, Maine, is the atypical high spot at 691 feet. Bedrock geology consists mostly of E
r BLOCK P NEWYORK 41° 82c are mostly 200 to 600O feet with many peaks over 1000 feet. A mix of bedrock geology is found here, including low-grade 82g east of Machias Bay. Rocky headlands and islands are abundant with few isolated pocket beaches. Some gravel beaches and e Z 58k Green Mountain Foothills Stamford are common, and some exceptional freshwater marshes occur alongISLAND the Quaboag and Brookfield rivers. Surface water alkalinity is metasedimentary rocks, intruded by several Paleozoic and Mesozoic plutonic bodies. Soils have a mesic temperature regime in most of the N v 83 Eastern Great Lakes Lowlands S Coastal Barrier Resource Area i . LONG ISLAND SOUND metamorphosed pelites and sandstones,E as well as intrusive granitic rocks and some volcanics. There are many long, north-south trending coarse-grained tidal flats occur. The region has very few large tidal marshes. Granitic plutons are common, with less resistent, low-grade mostly moderate, with small areas of low values. region, although frigid soils occur in the Maine portion. The vegetation mosaic includes white oak and red oak forests, some isolated T
R A 58l Northern Piedmont eskers and kames. Organic and finer-texturedV soils occur in depressions and on broad flat lowlands. The region has numerous lakes, and metamorphic rock occurring in the deeply embayed areas. Fine and coarse-loamy, frigid Inceptisols and Spodosols are typical. For M 43° chestnut oak woodlands, extensive post-settlement83b white Champlain pine, pitch Lowlandspine in sandy areas, pitch pine bogs, some Atlantic white cedar swamps, Mixed land use in the Connecticut Valley High numbers of white-tailed deer (Odocoileus E 41° The Southern New England Coastal Plains and Hills ecoregion covers much of Connecticut, Rhode Island, and southeastern 93 N 58o U MaineM coastaluncip regionsal Bo uton dthear easty of Penobscot Bay, most forests contain a large percentage of spruce and fir. The Downeast Coast has e the largest concentration of peatlands in Maine. The lakes are often shallow, and mostly low in nutrients and alkalinity. Some areas of Potatoes are typical in the cropland of the 58j . 58m Quebec/New England Boundary Mountains 59c red maple swamps, and Spartina saltmarsh. The vegetation contains some southern hardwood species (e.g., shagbark hickory, flowering (Ecoregion 59a) of Massachusetts. Photo: virginianus) in Ecoregion 59 can alter the E Marsh and forest land along Deer Meadow r Massachusetts, and is diverse in its characteristics and habitats. The landforms of the ecoregion are irregular plains with low r 59h Portsmouth dogwood, and chestnut oak) that reach the northern limit of their range within this ecoregion. There are also some subarctic maritime Bruce Molnia, USGS appearance and ecology of forest vegetation. calcareous sediments with§¨¦ generally atypical alkaline wetlands also occur in the region. The climate is milder than in ecoregions to the more fog and precipitation than other coastal regions, and the wet, cool, foggy climate supports these spruce-fir forests of a more Brook of the Midcoast (82f). Photo: USFWS Aroostook Lowlands (82a).Photo: Vikram Bisht 58a i hills and some open high hills with relief of about 100 to 400 feet. Elevations range up to about 1000 feet, with the highest elevations 84 Atlantic Coastal Pine Barrens 58j m Manchester 58n White Mountain Foothills 43° 58x . 59f species that reach their southern limit in Ecoregion 59f, such as crowberry, golden heather, and oysterleaf. The region’s forests and farms are Photo: USFWS north and northwest, and is transitional to the coastal Ecoregion 82g. Spruce-fir forest is dominant, with northern hardwoods on drier sites northernMan character.et Comm Theun boreality He featuresalth C eincludenter rocky woodlands of patchy black spruce and heaths, as well as some boreal plant species Keene a found in84a western Connecticut. Bedrock84c types are mostly granites, schist, and gneiss, although some soft marble occurs in western 84a Cape Cod/Long Island k
. c 58o Northern Connecticut Valley and hills. Forestry activities are a dominant land use. A few blueberry barrens occur in the south near the boundary with Ecoregion 82g. that are otherwise restricted to alpine and subalpine areas of Maine, such as black crowberry, baked appleberry, and roseroot. Coastal k 59g being rapidly converted to residential developments and bedroom communities of larger nearby cities.
Connecticut.LONG ISLAND Surface materials are mostly glacial till, with some stratified deposits in valleys. Soil patterns are complex and Q
U Draisedata S peatour cbogses: occur.Mass ThereGIS are also some areas of jack pine woodland, near its southern range limit, on the dry, rocky ridges of Mount
58p White Mountains/Blue Mountains INTERIOR–GEOLOGICAL SURVEY, RESTON, VIRGINIA–2009 The Central Foothills ecoregion is a transitional area between the lower elevationI areas of Ecoregion 82 and the higher
heterogeneous where the numerous, small, till-covered bedrock hills rise above the valleys and general level of outwash. Coarse-loamy The Long Island Sound Coastal Lowland ecoregion is the coastal strip occurring in southern Connecticut and Rhode Island N N
58j 82d E C 59i 73° 72° 71° 70° 59g 69° 68° Y Desert Island. The unique area around Acadia National Park also has some transitional features to mid- and south-coast flora, including 58a and sandy, mesic Inceptisols and some Entisols are typical. Historically, forests were dominated by a mix of oaks, American chestnut, that borders Long Island Sound and Block Island Sound. It includes low-elevation rolling coastal plain, tidal marshes, estuaries, elevations of the Northeastern HighlandsW (58). It has a slightly milder climate than Ecoregion 82b to the north, and elevations 58q Sunapee Uplands S ATLANTIC OCEAN P H O areas of pitch pine and some oak woodlands. A variety of vegetation types and rare plants occur on Cadillac Mountain, the highest peak are slightly lower. Central Foothills elevationsO are mostly 400 to 1000 feet, with some peaks to 1300 feet, and a high point of 1675 feet Nashua hickories, other hardwoods, and some hemlock and white pine. As with many other areas of New England, these forests were cleared, sandy dunes and beaches, and rocky headlands. This ecoregion has one of the mildest climates of New England. The coastal hardwood R # Parker River R E 58r Sebago-Ossipee Hills and Plains PRINCIPAL AUTHORS: Glenn E. Griffith (Dynamac Corporation), James M. Omernik D along the eastern coast of the United States. Tidal amplitudes of the Downeast Coast are great, and the offshore waters are nutritionally . on Kelly Mountain. Bedrock geology of the ecoregionT includes metamorphosed pelite and sandstoneR and some granitic intrusive rocks. 58ag either for agriculture and grazing or for the production of charcoal. A variety of dry to mesic successional oak and oak-pine forests cover forests contain black, red, and white oaks, hickories, and black cherry. Dense thickets of vines and shrubs such as catbrier, greenbrier, I NWR 77 Level III Ecoregions of the Conterminous United States A VE 1 2 57 Huron/Erie Lake Plains (USGS), Sandra A. Bryce (Dynamac Corporation), Joshua Royte (The Nature Conservancy V richer and cooler than those offshore of ecoregions 82f and 59f to the south. Albany 58a 58g MASSACHUSETTS R 59f 58s Western Maine Foothills the region today, along with some elm, ash, and red maple that are typical of southern New 1 Coast England’s Range forested wetlands. 29 Central Oklahoma/Texasand Plains poison ivy are common. Some Southeastern flora and fauna species of the Piedmont and coastal plain reach their northern limit in this Although areas of calcareous bedrock occur, surfaceE water alkalinity is mostly moderate to low, and nutrients are generally low. A large
i N
Z v Lowell 15 41 42 58 Northeastern Highlands [TNC]), Wayne D. Hoar (NRCS), Joseph W. Homer (NRCS), Don Keirstead (NRCS), U
2 Puget Lowland 30 Edwards Plateau ribbed moraine with hummocks and sub-parallel ridgesE covers some of the northern part of the region. The Central Foothills are in a The Penobscot Lowlands ecoregion is lower and flatter than surrounding ecoregions. A distinguishing characteristic is its deep
e 10 ecoregion, including holly, post oak, sweetgum, and persimmon. On coastal headlands, pitch pine and post oak occur, while some scarlet
r . 58t Upper St. John Wet Flats An inner Boston49 Basin occurs at a geologic and topographic break that encloses an area composed of the Cambridge argillite Kenneth J. Metzler (Connecticut Department of Environmental Protection [CT DEP]), and E n 3 Willamette Valley 59 Northeastern Coastal Zone X 48 82 31 Southern Texas Plains vegetation transition zone from the more temperate, species-richT Acadian forest to the east to the higher elevation, less-diverse boreal forests 82h fine sediments and many areas of wet flats with swamp and bog deposits. Glaciomarine sediments of silt, clay, sand, and gravel
o 59d oak and sassafras stand on stabilized dunes. Parts of the ecoregion are highly urbanized, especially from New Haven westward. E 58a 1 3 and Roxbury conglomerate rock units. Low hills, such as the Blue Hills in the 4 southCascades and the escarpment from Waltham to Lynn 60 Northern Allegheny Plateau Greg Hellyer (USEPA). N s 58g 32 Texas Blackland Prairies S 58f 58u Moosehead-Churchill Lakes 4 42 of Ecoregion 58 to the west. Forests include trees of red sprucIe, balsam fir, hemlock, white pine, beech, yellow birch, and sugar maple. cover many of the flatter lower elevations, deposits formed from marine submergence of lowland areas, or where glacial meltwater d 11 O 16 in the north, mark this basin's rim. The larger Boston Basin ecoregion delineated here 5 alsoSierra includes Nevada the hilly urbanized ring33 Eastand Central some Texas Plains The Gulf61 Erie of DriftMaine Plain Coastal Plain ecoregion occupies a more inland position than Ecoregion 59f to the east. It has higher N u 59h 17 43 50 58 58c 58v St. John Uplands 58 6 Southern and Central California 34 Western Gulf Coastal Plain59h 62 North Central Appalachians COLLABORATORS AND CONTRIBUTORS: Beth Timmons (Raytheon/SRA), Katrina The Central Maine Embayment is a diverse region of rolling plains with hills and some high hills. It has a complex geologic streams entered the sea. Some alluvial deposition of deep, coarser sediments occur along the Penobscot River. Fine and fine-silty, frigid Native to New England rivers, most runs of Low-bush blueberry barrens are found mostly H outlying lowlands occurring on51 different metamorphic and volcanic rock types. The area is drained primarily by the Neponset, Charles, elevations, greater relief, and less maritime climate than the Gulf of Maine Coastal Lowland (59f). Ecoregion 59h is less hilly Cranberries in Ecoregion 59e are often grown Numbers of the New England cottontail 9 46 50 63 Middle Atlantic Coastal Plain Kipp (USEPA), Andy Cutko (Maine Natural Areas Program), Dave Halliwell (Maine 82e Inceptisols, loamy Spodosols, and Histosols are typical. The region has a relatively moderate climate and diverse flora and fauna. Atlantic salmon (Salmo salar) have been in Ecoregion 82g. Some grassland nesting bird Pittsfield Mystic17 and Saugus rivers, and there are many urban ponds, lakes, and 59 reservoirs. The Chaparral basin isand not Oak a Woodlands level plain but has35 low South rolling Central Plains with more rolling topography and lower elevations than Ecoregion 58g to the west, and has a greater human population density. Glacial on drained bog soil. Water is used for rabbit (Sylvilagus transitionalis) are rapidly mix of bedrock, with large areas of metamorphosed pelite, sandstone, and limestone/dolostone, some granitic intrusives, along . 59d 58w International Boundary Plateau 78 12 17 83 64 Northern Piedmont Department of Environmental Protection [ME DEP]), Roy Bouchard (ME DEP), Sue 3A extirpated. Some self-supporting runs persist species, such as the grasshopper sparrow and 80 52 57 60 58 59 7 Central California Valley 36 Ouachita Mountains !( H Northern hardwoods and northern hardwoods-spruce forests are major forest types. Second growth hemlock forests are common with topography, with stratified drift surrounding53 drumlins and till-covered bedrock hills. The few areas of flat ground such as the glacial clay drumlins are common in the ecoregion, while in the Merrimack River valley, glacial outwash and glacial lake deposits occur. collection and for protection from freezing decreasing as its thicket and early successional with other metasedimentary and metavolcanic rocks. Glaciomarine sedimentsA of silt, clay, sand, and gravel cover many of the flatter MASSACHUSETTS 56 62 65 Southeastern Plains Gawler (NatureServe), Steve Fuller (New Hampshire Fish and Game Department [NHFG]), Restoration activities on the Penobscot River (82h) are attempting to balance the energy T N 0.5 0.25 0 0.5 Miles in eastern Maine, and restoration efforts are upland sandpiper, use this human-controlled 58x Taconic Foothills The beach, mud flat, and marsh habitats of the Parker River National Wildlife Refuge in 62 8 Southern California Mountains 37 Arkansas Valley forest habitat is altered. Its range in southern E C scattered sugar maples, big-tooth aspen, paper birch, and white pine. Areas of red pine occur on some low ridges. Settlement and road 18 areas on the outskirts of Cambridge, Belmont, and Arlington were once intensively cultivated vegetable fields and greenhouses, but now Coarse-loamy and sandy-skeletal, mesic Inceptisols and Entisols are typical in most of the region, while frigid Spodosols are common in andproduction dessication of damsin winter. and enMassachusettshanced movements of sea-run fish, such as Atlantic salmon, lower elevations, deposits formed from marine submergenceE k of lowland areas, orO where glacial meltwater streams entered the sea. Some underway in a few other New England rivers. 58b Quabbin Boston BAY Ecoregion 59f of northeast Massachusetts provide a vital stopover site for migrating 44 47 9 Eastern Cascades Slopes and Foothills 38 Boston Mountains 66 Blue Ridge Emily Brunkhurst (NHFG), Rick Chormann (New Hampshire Department of Environmental R C shrub habitat. Photo: Washington County Soil 58e 57 61 67 ranksstriped second bass, in and U.S. Atlantic cranberry sturgeon. production. Photo: CherylNew Daigle, England Peno andbscot New River York Restoration has shrunk Trust by broader river valleys and associated alluvial depositionT occur in the region such asK the Androscoggin and Kennebec. A few areas of wet patterns are less dense than in Ecoregion 82e to the west. The many open wetlands provide breeding habitat for wetland-dependent birds. Photo: USFWS and Water Conservation District Reservoir Z waterfowl, shorebirds, and songbirds along the Atlantic Flyway.5 Photo: Kelly Fike, USFWS19 almost the entire region is urban and suburban land. Estuaries, bays,64 and84 islands occur along10 Columbia the eastern Plateau edge. 39 Ozark Highlands the Maine portion.67 Ridge Ecoregion and Valley 59h has more pineServices), in the forest Rich m Langdonosaic than (Vermont Ecoregion Department 59c to the south. of Environmental Conservation), Leif S S Worcester 13 54 more than 75%. Photo: G. Smith UM TR 59 Northeastern Coastal Zone Photo: Cape Cod Cranberry Growers Association T E . 55 70 63 11 Blue Mountains 40 Central Irregular Plains 68 Southwestern Appalachians Richardson (Vermont Fish and Wildlife Department [VTFW]), Everett Marshall (VTFW), UAN E C 59a 59b 21 40 WEST SQ T 59a Connecticut Valley 1 7 20 25 12 Snake River Plain 41 Canadian Rockies 69 Central Appalachians o Caroline Alves (NRCS), Tom Faber (USEPA), Robert Haynes (Massachusetts Department of n 27 6 69 13 Central Basin and Range 42 Northwestern Glaciated Plains 70 Western Allegheny Plateau Environmental Protection), Tad Larsen (Raytheon/SRA), Lisa Wahle (CT DEP), Guy Hoffman 58d n 72 Figure 6.7_Ecoregion illustrations Figure 6.9_Coastal Barriers Resources map 59b Lower Worcester Plateau/Eastern Connecticut Upland 28 40 71 71 Interior Plateau N e 14 Mojave Basin and Range 43 Northwestern Great Plains Springfield (CT DEP), John Hutchinson (USGS), Jack Wittmann (USGS), and Tom Loveland (USGS). 83. Eastern Great Lakes LowlandsE 84. Atlantic Coastal Pine Barrens 58d c . 42° 39 72 Interior River Valleys and Hills W t 59c Southern New England Coastal Plains and Hills 14 82. Acadian Plains and Hills 15 Northern Rockies 44 Nebraska Sand Hills 58a i 59c 59f 8 This glaciated region of irregular plains bordered by hills generally contains lessP surface irregularity and more agricultural activity and This is a transitional coastal plain ecoregion, distinguished from the coastal ecoregion (63) to the south by its coarser-grained soils, 58b c 22 68 65 16 Idaho Batholith 45 Piedmont 73 Mississippi Alluvial Plain REVIEWERS: Charles E. Ferree (TNC), Patricia Swain (Massachusetts Natural Heritage O u This mostly forested region, with dense concentrations66 of continental glacial lakes, is less rugged than the Northeastern Highlands (58) to the west and considerably less populated than Ecoregion 59 to the south. Vegetation here is mostly spruce-fir on lowlands with maple, beech, R 38 population density thanG the adjacent Northeastern Highlands (58) and Northern AlleghenyT Plateau (60). Although orchards, vineyards, and cooler climate, and Northeastern oak-pine potential natural vegetation. The climate is milder than the coastal ecoregion (59) to the north t 26 59d Boston Basin 6 45 17 Middle Rockies 46 Northern Glaciated Plains 74 Mississippi Valley Loess Plains and Endangered Species Program), Bruce W. Thompson (NRCS-retired), and Peter D. Vaux R A R and birch on the hills. Soils37 are predominantly frigid Spodosols. By contrast, the forests in the Northeastern Coastal Zone (59) to the south are mostly Appalachian oak or northeastern oak-pine, and the soils are generally mesic Inceptisols and Entisols. 42° 67 vegetable farming are importantA locally, a large percentage of the agriculture is associatedV with dairy operations. The portion of this ecoregion that contains Appalachian oak forests and some northern hardwoods forests. The physiography of this ecoregion is not as flat as that of 81 23 73 63 18 Wyoming Basin 47 Western Corn Belt Plains 75 Southern Coastal Plain E i 59b 59e Narragansett/Bristol Lowland 36 (University of Maine). N v Cape Cod Squantum Point is located in the NortheasternN Coastal Zone within the Boston Basin. that is in close proximityI to the Great Lakes experiences an increased growing season, more winter cloudiness, and greater snowfall. # 76 Southern Florida Coastal Plain T U the Middle Atlantic Coastal Plain (63), but it is not as irregular as that of the Northeastern Coastal Zone (59). The shore characteristics of 58b e 19 Wasatch and Uinta Mountains 48 Lake Agassiz Plain T 25The Aroostook Lowlands ecoregion has lower elevations than adjacent Maine ecoregions, with almost no large lakes or ponds. flats with swamp and bog deposits occur, but not as many as in Ecoregion 82h to the east. Surface water alkalinity values tend to be E E r National Seashore 79 23 E 59f Gulf of Maine Coastal Lowland 77 North Cascades CITING THIS POSTER: Griffith, G.E., Omernik, J.M., Bryce, S.A., Royte, J., Hoar, W.D., E 82a 27 29 20 Colorado Plateaus 49 Northern Minnesota Wetlands A MOU sandy beaches, grassy dunes, bays, marshes, and scrubby oak-pine forests are more like those to the south, in contrast to the more rocky, Elevations are generally 400 to 800 feet, with some higher hills. The region has a milder climate than ecoregions 82b, 58v, or higher than adjacent ecoregions. The region has a relatively moderate climate, transitional between the coastal climates and inland The Champlain Lowlands ecoregion is the northernmost expressionR of the Great Valley, a limestoneMERR YdepressionNT that extends along CAPE COD 74 65 78 Klamath Mountains V ST PA S Providence 35 21 Southern Rockies 50 Northern Lakes and Forests Homer, J.W., Keirstead, D., Metzler, K.J., and Hellyer, G., 2009, Ecoregions of New E E 32 83b LE R jagged, forested coastline found toA the north.T 59g Long Island Sound Coastal Lowland the entire length ofN the Appalachian Mountains. The Champlain Lowlands separate the Adirondack Mountains to Kthe west from the S BAY 58w.24 Calcareous bedrock, till, and soils are typical of the ecoregion, developed from the Carys Mills Formation of interbedded pelite and continental regions,79 Madrean and diverse Archipelago flora and fauna. Vegetation transition zones occur in the region, and the northern range limits of many EA KWAY W TREE 58x Z 33 22 Arizona/New Mexico Plateau 51 North Central Hardwood Forests England (color poster with map, descriptive text, summary tables, and photographs): Reston, U B R A 58e The Northeastern Coastal ZoneE ecoregion encompasses mostA of New England’s southern Hartford limestone/dolostone. The glacial till and soils are relatively deep, with fine-loamy and23 coarse-loamy,Arizona/New Mexico frigid Mountains Spodosols and52 Inceptisols. Driftless Area woody and herbaceous80 Northern species Basin and areRange reached here. Transition hardwoods, northern hardwoods, northern hardwoods-spruce forests are Green Mountains (58c) to the east. The region’s low elevation and the lake itself moderate the climate. During the Pleistocene,Y the basin The Cape Cod/Long Island ecoregion includes Cape Cod and an inland area from Plymouth to the head of Buzzards Bay, 59h Gulf of Maine Coastal Plain 30 73 Virginia, U.S. Geological Survey (map scale 1:1,325,000). P
Z 81 Sonoran Basin and Range contained Glacial Lake Vermont, and, at its maximum depth, glacial melt water lapped at beach lines overK 600 feet above sea level. 84a RHODE ISLAND RHODE CONNECTICUT Surface water alkalinity and nutrient levels are high. There are some circumneutral cedar24 Chihuahuanswamps and Deserts weakly calcareous fens.53 SoutheasternThere is a Wisconsinmajor Till Plains forest types. The ecoregion has a relatively high population density for Maine, with an extensive pattern of settlement and roads. Nantucket, Martha's Vineyard, and the Elizabeth Islands of Massachusetts, Rhode Island’s Block Island, and a large part of 59e 75 O S 34 This project was partially supported by funds from the USEPA-Region I, Regional Applied O O 84a relatively high woody species richness in this ecoregion compared to the other northern25 HighMaine Plains ecoregions (82b, 58v, and 5458w). Central It alsoCorn Belt Plains 82 Acadian Plains and Hills Glacial melt water also deposited sand, silt, and clay sediments into the lake that cover the valley floor today.R The moderate climate and the New York’s Long Island. These lands were made by the continental glacial ice sheet, with the advances and retreats of three lobes of the 31 Less developed than Ecoregion 59f to the south, the Midcoast ecoregion of Maine is an indented shoreline type of coast, or B U New Bedford 82 Acadian Plains and Hills 83 Eastern Great Lakes Lowlands Research Effort Program. A E T 59a contains some calciphiles that do not occur elsewhere in Maine, such as alpine milk-vetch,26 Southwestern Fries’ pondweed, Tablelands Anticosti aster,55 Easternand hoary Corn Belt Plains82f Bald eagles (Haliaeetus leucocephalus) of Mount Desert Island is Maine’s largest island lake bed soils make the Champlain LowlandsDA the prime agricultural region in Vermont. Mesic InceptisolsAC and Alfisols are typical.H The Wisconsinan stage playing a major role in the formation of Cape Cod. The resulting terminal moraines, outwash plains, and coastal . “drowned coast”, with long, narrow, rocky peninsulas and intervening deep, narrow estuaries. North-striking metasedimentary areas. Its geological surface is composedMS of CambridgeFURN argillite Eand Roxbury conglomerate 59c 76 27 Central Great Plains 56 Southern Michigan/Northern 84 Atlantic Coastal Pine Barrens ST R 82a Aroostook Lowlands willow. Land cover in the region has a high percentage of cropland, mostly of potatoes, but also some oats, hay, peas, buckwheat, and Electronic versions of ecoregion maps and posters as well as other ecoregion resources are coastal Maine and inland rivers reached a and home to Acadia National Park. It is one of lake effect keeps temperatures warmer in theR Efall and cooler in the spring, and the growing season is about 150 days, four to six Nweeks deposits, reshaped by wind and water, are the dominant landform features. Elevations are mostly less than 150 feet, and relief is typically rocks occur with deep glacially scoured valleys. Eroding bluffs of glaciomarine clay provide sediments in the sheltered embayments to ET A Waterbury 28 Flint Hills Indiana Drift Plains available at http://www.epa.gov/wed/pages/ecoregions.htm. population low point in the early 1970’s, the most visited national parks in the U.S. RT . 82b Aroostook Hills Map Source: USEPA, 2009 broccoli. More open-land fauna species occur here than in adjacent forested ecoregions. longer than in the Green Mountains (58c). The glacial deposits create distinctive plant communities, such S TasRE theE pine/oak heath sandplainER less than 60 feet. Cape Cod's bedrock geology of granites, gneiss, and schist has limited ecological relevance because it is covered with NANTUCKET form extensive mud flats and salt marshes. Many riverine and estuarine wetlands occur here. Merrymeeting Bay is the largest freshwater but have increased in recent decades. with more than two million recreational visits A MS T Y 59e forest, the valley clayplain forest, and the white pine/red oak/black oak forest, that are endangered AdueD to farmland clearing and urban and 200 to 400 feet or more of gravel, sand, silt and clay. Mesic Entisols are common, and soils are often well-drained to excessively-drained . SOUND 82c Eastern Maine-Southern New Brunswick Plains The climate, terrain, and other characteristics of the Aroostook Hills ecoregion are intermediate between those of Ecoregion tidal bay north of the Chesapeake in the eastern U.S., and provides important waterfowl habitat. The coastal waters of the ecoregion are Photo: Chessie Johnson, www.maine.gov a year. Photo: Albert Theberge, NOAA 58i 59a Newport BUZZARDS BAY 82b rock. The soils ofrecreational the Northeastern development. The vegetation communities Coastal have some stronger Zone alliances tend to the St. Lawrence to be valley andnutrient the Great Lakes deficient,on the sandy outwash plains.which Sandy and loamyin soilsthe occur on moraines, and a few areas of finer-textured soils have developed in the 82d Central Foothills 58v to the west and Ecoregion 82a to the east. It is a region of plains with hills, with elevations mostly 600 to 1000 feet, with the northern limit for some marine invertebrates, such as the American oyster and quahog clam. The Camden Hills area, including peaks .Danbury 59g 84a some higher peaks. Mt. Chase is an atypical high point at 2440 feet. Spruce-fir and northern hardwoods are common, and the forests are such as Mt. Megunticook overlooking Penobscot Bay, contains some of the highest hills along the Maine coast, outside of Mount Desert lowlands than to the hilly New England regions to the east. Some unique swamp, marsh, and other wetland communities also occur here. glacial lake deposits. Some of the unique ecological features that distinguish this ecoregion from mainland ecoregions include its 59c NANTUCKET 82e Central Maine Embayment more temperate and diverse than in the hillier, more boreal Ecoregion 58 to the west. The forest habitat diversity is also affected by the Island in Ecoregion 82g. Forests of beech, birch, maple, red oak, and white pine occur. Pitch pine also grows here on isolated coastal Lake Champlain provides drinking water to communities inside and outside of the Champlain basin. Since 1823, a canal has transferred moderate maritime climate, stunted pine and oak forests, numerous kettle ponds, and unique habitats in salt and freshwater marshes, RHODE ISLAND MARTHA’S ISLAND Lake Champlain water south into New York’s Hudson River basin. Most of Lake Champlain’s water flows north through the Richelieu swamps, bogs, and sand dunes. Many of the lakes are low in alkalinity values, and have variable nutrient levels. . 59g VINEYARD 82f Midcoast region’s geologic variability. The geology consists mostly of weakly metamorphosed pelite, sandstone, and conglomerate, with some bluffs. It has much less maritime spruce-fir forest than Ecoregion 82g to the east. With a transitional nature to the vegetation, the region Mixed land use in the Champlain Lowlandspast (83b) south made of Burlington, Vermont, it difficult with to farm, but still allow for the main types of forest within the ecoregion, Complex dynamics occur in Cape Cod’s coastal environments with continual changes due to New Haven SOUND 84a Lake Champlain and the Adirondack Mountains in the background. Photo: Fred Murphy River to the St. Lawrence River. wind, wave, and tidal energy. Photo: John Radetich Granite balds occur above the mixed hardwood-conifer forests on Gorham Mountain, calcareous rocks. Smaller areas of metavolcanic rocks and quartz diorite plutons also occur. A moderate number of lakes and peatlands has the highest woody species richness in Maine; several southern New England woody species reach their northern range limit here, and 82g Downeast Coast occur in the Aroostook Hills. Eccentric bogs and concentrically patterned raised bogs reach their western limit in Maine within this ecoregion. some northern species reach their southern range limit. 59c .Bridgeport Acadia National Park, Maine, Ecoregion 82g.Photo: Ginny Reams, NPS 84a 82h Penobscot Lowlands The Eastern Maine-Southern New Brunswick Plains have a generally low-relief landscape, but some hills occur. Elevations The Downeast Coast ecoregion includes an island-bay coastal type east of Penobscot Bay and a mostly cliffed coastal margin BLOCK 41° 82c are mostly 200 to 600 feet with many peaks over 1000 feet. A mix of bedrock geology is found here, including low-grade 82g east of Machias Bay. Rocky headlands and islands are abundant with few isolated pocket beaches. Some gravel beaches and the Appalachian oak forest and the northeastern pine forest, to flourish. The main rivers in this Stamford ISLAND . LONG ISLAND SOUND 83 Eastern Great Lakes Lowlands metamorphosed pelites and sandstones, as well as intrusive granitic rocks and some volcanics. There are many long, north-south trending coarse-grained tidal flats occur. The region has very few large tidal marshes. Granitic plutons are common, with less resistent, low-grade 83b Champlain Lowlands eskers and kames. Organic and finer-textured soils occur in depressions and on broad flat lowlands. The region has numerous lakes, and metamorphic rock occurring in the deeply embayed areas. Fine and coarse-loamy, frigid Inceptisols and Spodosols are typical. For 41° the largest concentration of peatlands in Maine. The lakes are often shallow, and mostly low in nutrients and alkalinity. Some areas of Maine coastal regions to the east of Penobscot Bay, most forests contain a large percentage of spruce and fir. The Downeast Coast has Marsh and forest land along Deer Meadowarea Potatoes are typical inthe the cropland Charles of the and the Neponset, with the latter flowing directly past the Squantum Point 84 Atlantic Coastal Pine Barrens calcareous sediments with generally atypical alkaline wetlands also occur in the region. The climate is milder than in ecoregions to the more fog and precipitation than other coastal regions, and the wet, cool, foggy climate supports these spruce-fir forests of a more Brook of the Midcoast (82f). Photo: USFWS Aroostook Lowlands (82a).Photo: Vikram Bisht 84a north and northwest, and is transitional to the coastal Ecoregion 82g. Spruce-fir forest is dominant, with northern hardwoods on drier sites northern character. The boreal features include rocky woodlands of patchy black spruce and heaths, as well as some boreal plant species 84c 84a Cape Cod/Long Island and hills. Forestry activities are a dominant land use. A few blueberry barrens occur in the south near the boundary with Ecoregion 82g. that are otherwise restricted to alpine and subalpine areas of Maine, such as black crowberry, baked appleberry, and roseroot. Coastal 59g LONG ISLAND raised peat bogs occur. There are also some areas of jack pine woodland, near its southern range limit, on the dry, rocky ridges of Mount peninsula. The Boston Basin is characterized by having rolling low hills, as can be found directly INTERIOR–GEOLOGICAL SURVEY, RESTON, VIRGINIA–2009 The Central Foothills ecoregion is a transitional area between the lower elevation areas of Ecoregion 82 and the higher 73° 72° 71° 70° 69° 68° 82d elevations of the Northeastern Highlands (58). It has a slightly milder climate than Ecoregion 82b to the north, and elevations Desert Island. The unique area around Acadia National Park also has some transitional features to mid- and south-coast flora, including are slightly lower. Central Foothills elevations are mostly 400 to 1000 feet, with some peaks to 1300 feet, and a high point of 1675 feet areas of pitch pine and some oak woodlands. A variety of vegetation types and rare plants occur on Cadillac Mountain, the highest peak PRINCIPAL AUTHORS: Glenn E. Griffith (Dynamac Corporation), James M. Omernik on Kelly Mountain. Bedrock geology of the ecoregion includes metamorphosed pelite and sandstone and some granitic intrusive rocks. along the eastern coast of the United States. Tidal amplitudes of the Downeast Coast are great, and the offshore waters are nutritionally around the site. The actual area of the site was once marshland at the mouth of the Neponset 77 Level III Ecoregions of the Conterminous United States 1 2 1 Coast Range 29 Central Oklahoma/Texas Plains 57 Huron/Erie Lake Plains (USGS), Sandra A. Bryce (Dynamac Corporation), Joshua Royte (The Nature Conservancy Although areas of calcareous bedrock occur, surface water alkalinity is mostly moderate to low, and nutrients are generally low. A large richer and cooler than those offshore of ecoregions 82f and 59f to the south. 15 41 42 2 Puget Lowland 58 Northeastern Highlands [TNC]), Wayne D. Hoar (NRCS), Joseph W. Homer (NRCS), Don Keirstead (NRCS), 10 30 Edwards Plateau ribbed moraine with hummocks and sub-parallel ridges covers some of the northern part of the region. The Central Foothills are in a The Penobscot Lowlands ecoregion is lower and flatter than surrounding ecoregions. A distinguishing characteristic is its deep 49 3 Willamette Valley 59 Northeastern Coastal Zone Kenneth J. Metzler (Connecticut Department of Environmental Protection [CT DEP]), and 48 82 31 Southern Texas Plains vegetation transition zone from the more temperate, species-rich Acadian forest to the east to the higher elevation, less-diverse boreal forests 82h fine sediments and many areas of wet flats with swamp and bog deposits. Glaciomarine sediments of silt, clay, sand, and gravel 1 3 4 Cascades 32 Texas Blackland Prairies 60 Northern Allegheny Plateau Greg Hellyer (USEPA). River. Today, essentially the entirety of the Boston Basin is urban and suburban land. However, 4 11 42 of Ecoregion 58 to the west. Forests include trees of red spruce, balsam fir, hemlock, white pine, beech, yellow birch, and sugar maple. cover many of the flatter lower elevations, deposits formed from marine submergence of lowland areas, or where glacial meltwater 16 5 Sierra Nevada 33 East Central Texas Plains 61 Erie Drift Plain 17 43 50 58 58 6 Southern and Central California 34 Western Gulf Coastal Plain 62 North Central Appalachians COLLABORATORS AND CONTRIBUTORS: Beth Timmons (Raytheon/SRA), Katrina The Central Maine Embayment is a diverse region of rolling plains with hills and some high hills. It has a complex geologic streams entered the sea. Some alluvial deposition of deep, coarser sediments occur along the Penobscot River. Fine and fine-silty, frigid Native to New England rivers, most runs of Low-bush blueberry barrens are found mostly 51 50 9 17 46 Chaparral and Oak Woodlands 35 South Central Plains 63 Middle Atlantic Coastal Plain Kipp (USEPA), Andy Cutko (Maine Natural Areas Program), Dave Halliwell (Maine 82e mix of bedrock, with large areas of metamorphosed pelite, sandstone, and limestone/dolostone, some granitic intrusives, along Inceptisols, loamy Spodosols, and Histosols are typical. The region has a relatively moderate climate and diverse flora and fauna. Atlantic salmon (Salmo salar) have been in Ecoregion 82g. Some grassland nesting bird 78 83 59 80 12 17 58 7 Central California Valley 64 Northern Piedmont Department of Environmental Protection [ME DEP]), Roy Bouchard (ME DEP), Sue Northern hardwoods and northern hardwoods-spruce forests are major forest types. Second growth hemlock forests are common with extirpated. Some self-supporting runs persist species, such as the grasshopper sparrow and 52 57 60 59 36 Ouachita Mountains with other metasedimentary and metavolcanic rocks. Glaciomarine sediments of silt, clay, sand, and gravel cover many of the flatter parks are prevalent throughout the city of Boston and its metropolitan area, as can be seen with 53 56 62 8 Southern California Mountains 37 Arkansas Valley 65 Southeastern Plains Gawler (NatureServe), Steve Fuller (New Hampshire Fish and Game Department [NHFG]), Restoration activities on the Penobscot River (82h) are attempting to balance the energy in eastern Maine, and restoration efforts are upland sandpiper, use this human-controlled 62 lower elevations, deposits formed from marine submergence of lowland areas, or where glacial meltwater streams entered the sea. Some scattered sugar maples, big-tooth aspen, paper birch, and white pine. Areas of red pine occur on some low ridges. Settlement and road underway in a few other New England rivers. 18 44 47 9 Eastern Cascades Slopes and Foothills 38 Boston Mountains 66 Blue Ridge Emily Brunkhurst (NHFG), Rick Chormann (New Hampshire Department of Environmental production of dams and enhanced movements of sea-run fish, such as Atlantic salmon, shrub habitat. Photo: Washington County Soil 57 61 67 Photo: Cheryl Daigle, Penobscot River Restoration Trust patterns are less dense than in Ecoregion 82e to the west. The many open wetlands provide breeding habitat for wetland-dependent birds. Photo: USFWS 5 19 64 84 10 Columbia Plateau 39 Ozark Highlands 67 Ridge and Valley Services), Rich Langdon (Vermont Department of Environmental Conservation), Leif striped bass, and Atlantic sturgeon. broader river valleys and associated alluvial deposition occur in the region such as the Androscoggin and Kennebec. A few areas of wet and Water Conservation District 13 54 55 70 11 Blue Mountains 40 Central Irregular Plains 68 Southwestern Appalachians Richardson (Vermont Fish and Wildlife Department [VTFW]), Everett Marshall (VTFW), 1 21 40 63 the repurposing of the Naval Air Base at Squantum Point partially into a park. With regard to 7 20 25 12 Snake River Plain 41 Canadian Rockies 69 Central Appalachians Caroline Alves (NRCS), Tom Faber (USEPA), Robert Haynes (Massachusetts Department of 27 13 Central Basin and Range 70 Western Allegheny Plateau 6 72 69 42 Northwestern Glaciated Plains Environmental Protection), Tad Larsen (Raytheon/SRA), Lisa Wahle (CT DEP), Guy Hoffman 28 40 71 14 Mojave Basin and Range 43 Northwestern Great Plains 71 Interior Plateau (CT DEP), John Hutchinson (USGS), Jack Wittmann (USGS), and Tom Loveland (USGS). 83. Eastern Great Lakes Lowlands 84. Atlantic Coastal Pine Barrens 39 15 Northern Rockies 44 Nebraska Sand Hills 72 Interior River Valleys and Hills 8 14 This glaciated region of irregular plains bordered by hills generally contains less surface irregularity and more agricultural activity and This is a transitional coastal plain ecoregion, distinguished from the coastal ecoregion (63) to the south by its coarser-grained soils, 22 68 65 16 Idaho Batholith 45 Piedmont 73 Mississippi Alluvial Plain REVIEWERS: Charles E. Ferree (TNC), Patricia Swain (Massachusetts Natural Heritage vegetation, several varieties of scrubby or weed-like bushes are prone to grow naturally on this 66 population density than the adjacent Northeastern Highlands (58) and Northern Allegheny Plateau (60). Although orchards, vineyards, and cooler climate, and Northeastern oak-pine potential natural vegetation. The climate is milder than the coastal ecoregion (59) to the north 6 26 38 45 17 Middle Rockies 46 Northern Glaciated Plains 74 Mississippi Valley Loess Plains and Endangered Species Program), Bruce W. Thompson (NRCS-retired), and Peter D. Vaux 37 67 vegetable farming are important locally, a large percentage of the agriculture is associated with dairy operations. The portion of this ecoregion that contains Appalachian oak forests and some northern hardwoods forests. The physiography of this ecoregion is not as flat as that of 81 23 36 73 63 18 Wyoming Basin 47 Western Corn Belt Plains 75 Southern Coastal Plain (University of Maine). 19 Wasatch and Uinta Mountains 48 Lake Agassiz Plain 76 Southern Florida Coastal Plain that is in close proximity to the Great Lakes experiences an increased growing season, more winter cloudiness, and greater snowfall. the Middle Atlantic Coastal Plain (63), but it is not as irregular as that of the Northeastern Coastal Zone (59). The shore characteristics of 79 23 25 site. A few clusters of pine and oak trees, whose growth is consistent with the ecoregion and 27 29 20 Colorado Plateaus 49 Northern Minnesota Wetlands 77 North Cascades CITING THIS POSTER: Griffith, G.E., Omernik, J.M., Bryce, S.A., Royte, J., Hoar, W.D., The Champlain Lowlands ecoregion is the northernmost expression of the Great Valley, a limestone depression that extends along sandy beaches, grassy dunes, bays, marshes, and scrubby oak-pine forests are more like those to the south, in contrast to the more rocky, 74 65 21 Southern Rockies 78 Klamath Mountains Homer, J.W., Keirstead, D., Metzler, K.J., and Hellyer, G., 2009, Ecoregions of New 32 35 50 Northern Lakes and Forests 83b the entire length of the Appalachian Mountains. The Champlain Lowlands separate the Adirondack Mountains to the west from the jagged, forested coastline found to the north. 24 22 Arizona/New Mexico Plateau 51 North Central Hardwood Forests 79 Madrean Archipelago England (color poster with map, descriptive text, summary tables, and photographs): Reston, 33 Green Mountains (58c) to the east. The region’s low elevation and the lake itself moderate the climate. During the Pleistocene, the basin 30 73 23 Arizona/New Mexico Mountains 52 Driftless Area 80 Northern Basin and Range Virginia, U.S. Geological Survey (map scale 1:1,325,000). The Cape Cod/Long Island ecoregion includes Cape Cod and an inland area from Plymouth to the head of Buzzards Bay, 24 Chihuahuan Deserts 53 Southeastern Wisconsin Till Plains 81 Sonoran Basin and Range contained Glacial Lake Vermont, and, at its maximum depth, glacial melt water lapped at beach lines over 600 feet above sea level. 84a Nantucket, Martha's Vineyard, and the Elizabeth Islands of Massachusetts, Rhode Island’s Block Island, and a large part of soil type of this particular area, as well as an abundance of wild grasses and vines can be seen 34 75 25 High Plains 54 Central Corn Belt Plains 82 Acadian Plains and Hills This project was partially supported by funds from the USEPA-Region I, Regional Applied Glacial melt water also deposited sand, silt, and clay sediments into the lake that cover the valley floor today. The moderate climate and the 31 New York’s Long Island. These lands were made by the continental glacial ice sheet, with the advances and retreats of three lobes of the 26 Southwestern Tablelands 55 Eastern Corn Belt Plains 83 Eastern Great Lakes Lowlands Research Effort Program. lake bed soils make the Champlain Lowlands the prime agricultural region in Vermont. Mesic Inceptisols and Alfisols are typical. The Wisconsinan stage playing a major role in the formation of Cape Cod. The resulting terminal moraines, outwash plains, and coastal 76 27 Central Great Plains 56 Southern Michigan/Northern 84 Atlantic Coastal Pine Barrens Electronic versions of ecoregion maps and posters as well as other ecoregion resources are lake effect keeps temperatures warmer in the fall and cooler in the spring, and the growing season is about 150 days, four to six weeks deposits, reshaped by wind and water, are the dominant landform features. Elevations are mostly less than 150 feet, and relief is typically 28 Flint Hills Indiana Drift Plains around the manicured walking paths. There are also many marshlands (as the original natural Map Source: USEPA, 2009 available at http://www.epa.gov/wed/pages/ecoregions.htm. longer than in the Green Mountains (58c). The glacial deposits create distinctive plant communities, such as the pine/oak heath sandplain less than 60 feet. Cape Cod's bedrock geology of granites, gneiss, and schist has limited ecological relevance because it is covered with forest, the valley clayplain forest, and the white pine/red oak/black oak forest, that are endangered due to farmland clearing and urban and 200 to 400 feet or more of gravel, sand, silt and clay. Mesic Entisols are common, and soils are often well-drained to excessively-drained recreational development. The vegetation communities have some stronger alliances to the St. Lawrence valley and the Great Lakes on the sandy outwash plains. Sandy and loamy soils occur on moraines, and a few areas of finer-textured soils have developed in the lowlands than to the hilly New England regions to the east. Some unique swamp, marsh, and other wetland communities also occur here. glacial lake deposits. Some of the unique ecological features that distinguish this ecoregion from mainland ecoregions include its landscape of the site suggests) in the vicinity, which support salt water marsh ecosystems from Lake Champlain provides drinking water to communities inside and outside of the Champlain basin. Since 1823, a canal has transferred moderate maritime climate, stunted pine and oak forests, numerous kettle ponds, and unique habitats in salt and freshwater marshes, Mixed land use in the Champlain Lowlands (83b) south of Burlington, Vermont, with Lake Champlain water south into New York’s Hudson River basin. Most of Lake Champlain’s water flows north through the Richelieu swamps, bogs, and sand dunes. Many of the lakes are low in alkalinity values, and have variable nutrient levels. Complex dynamics occur in Cape Cod’s coastal environments with continual changes due to Lake Champlain and the Adirondack Mountains in the background. Photo: Fred Murphy River to the St. Lawrence River. wind, wave, and tidal energy. Photo: John Radetichbirds to fish to vegetation. 64 TO BOSTON
Logan’s flight paths
Squantum Point Flight Paths past proposed I-93 T RED LINE Figure 6.10_Flight Path Study Figure 6.11_Various Site Approaches
Figure 6.12_Section Through Site @ 1:500, building heights NTS in order to be perceived
Shown above is a section cut east to west through the site. Because the site is so large, the scale of the section only serves to exacerbate the perception of its flatness. The buildings that currently exist on the site are all relatively low, ranging from 20 feet to about 50 or 60 feet tall. For the purpose of making them perceivable in the section, these heights have been considerably exaggerated. The layers of ghosted blocks in the background of the section show the layers of buildings behind those that are being cut through. As this section is a study in the extreme flatness of the existing natural site, it speaks to the long history of aeronautics, and the site’s extreme functionality as a military base. Although there are many excellent qualities to the site, none of them have ever been maximized before for the joy of its users or inhabitants.
65 Flight paths to and from the terminal are important to consider. Figure 6.10 on the previous page is a diagram showing the flight paths that were associated with Naval Air Station Squantum when it was operational, as well as the flight paths of nearby Logan International, which interact with the airspace over this site. Also shown are the flight paths/ runway locations that could be proposed and that also coordinate with those flight paths to Logan. These flight paths coordinate with prevailing winds to allow for the best possible natural conditions for the take-off and landing of aircrafts. With careful coordination with Logan, as well as unidirectional runways oriented so as to not interfere with planes attempting to land at Logan, a functional relationship can be developed between all of these flight paths.
Lastly, there are myriad different ways to approach this site, as shown in the diagram at the bottom right of the previous page. This thesis makes the assumption that the majority of the business people flying in and out of the airport would be making their way to or from downtown Boston, although connection to all of the metropolitan areas is equally possible. The primary method of access is by motor vehicle, via I-93, Rt. 3, Rt. 128 and secondary roads. The T, Boston’s rapid transit train and subway system, also runs close to this site, and could be utilized by adding a new T stop off of the southeast corner of the site, or adding bus service from the existing T stop (this is one of the methods used to connect to Logan). The potential for a new stop to be added to the existing T line, or an added shuttle bus connection, creates maximum efficiency for passengers who opt to use the T to get to and from this airport. With the existing marina, the possibility for an approach to the site by water is also an important idea, and could significantly change the airport approach experience. At a minimum, it will continue to provide a scenic backdrop for passengers to look out over while waiting to get on their planes. Of course there is also the air approach, shown with dashed purple lines, which is intricately tied to the diagram of the flight paths and wind directions and velocities which will be discussed shortly.
The following pages illustrate views as one approaches the site by vehicle, and then various vistas available from different locations on the site. Notice the saltwater sandy beach pictured at bottom center, and the people in the background clamming as the sun begins to go down. This photo in particular seems quite idyllic, and suggests inspiration for how qualities of the “place,” its nature and its heritage, could participate in the new airport experience proposed by this thesis.
66 9.
3. 5. 2. 1.
4. 6.
7.
8.
Figure 6.13_View Key for images on next two pages. 67 Figure 6.14_ 6. existing view on final approach
Figure 6.15_ 9. approach to site
Figure 6.16_ 8. approach to site
Figure 6.17_ 7. approach to site 68 Figure 6.14_ Figure 6.18_ Figure 6.21_ 5. existing retaining wall 1. view from site
Figure 6.19_ Figure 6.22_ 4. views down runway 3. view over shore to Boston
Figure 6.16_
Figure 6.20_ Figure 6.23_ 2. views down runway 3. view from site
Figure 6.17_
69 Climatic and Natural Conditions
Figure 6.24_Yearly Wind Velocity Range
Because this thesis is concerned with improving the experience of the airport, the natural and climactic conditions of this site are critical to the design of the proposed terminal, and have a daily effect on its inhabitants throughout its lifespan. As the host of an airport, probably the most critical natural condition is the direction and velocity of the wind, as this will directly impact the runway directions and locations. The adjacent list of design suggestions was taken from Climate Consultant based at Logan Airport, so they are good considerations for this site. Some of the design suggestions that Climate Consultant produced have been highlighted at left as priorities throughout the design process. Among the most interesting is the concept of a steeply pitched roof at an airport, which could bring a regional quality and raw environmental functionality to the terminal, and be a unique feature among airports, which normally feature flat roofs. Also, a new concept for an airport could be incorporating “sunny, wind-protected outdoor spaces” into the waiting area of the terminal, a zone of the terminal building that is essentially hermetically sealed at all times. Similarly, optimizing sunlight in a design is more beneficial than simply providing passive lighting or heating, and can significantly improve the experience of a space. Furthermore, based on the wind information collected at Logan, shown at left, it is safe to deduce that the runway orientations will be quite similar at the site.
70 Figure 6.25_Wind Wheels
The wind wheels depicted on this page show the dominant directionality of the wind at different critical points of the year, with the top left wheel showing the yearly average. Beyond this, the wheels show the temperature and the relative humidity resulting from the wind. By taking the yearly average into account, one can see that the wind comes predominantly from the west, with the strongest winds blowing from the northwest and the southwest, which is also where the fastest winds tend to originate. This information will be applied to the runway layouts through the lens of the flight paths at Logan, as the runways will likely be angled the same ways and running essentially parallel.
71 Figure 6.26_Sun Chart, Winter
Figure 6.27_Sun Chart, Summer
Figure 6.28_Hourly daylight Illumination
When it comes to experience based design, light qualities through the use of both daylight and artificial light are critical. Therefore, understanding the amount of light that is available naturally on the site throughout the course of the year is invaluable, and will be applied throughout the design process to maximize its qualities. One particular location of focus for design informed by solar qualities is in the security zone, particularly when considering the screen systems that will be utilized. Also, these qualities would have to be considered in the design of the waiting lounges, which could greatly benefit from sunlight in aiding the goal of making these spaces more comfortable.
72 Site Context and History
The site that would become the Naval Air Station Squantum was originally merely marshland at the mouth of the Neponset River. It became Harvard Aviation Field in 1910, and served as host to the Harvard-Boston Aero meets for the next several years, featuring such famed fliers as the Wright brothers. After this, Squantum peninsula functioned as a sea plane base for the Navy, while simultaneously being host to another airport called Dennison, located on the southern portion of the site. It became the Naval Air base in 1929 that featured turf runways beyond the sea plane base that it previously hosted. In the late 30’s, more runways were added, and the Naval Air Station served as a training site for new pilots until the site was closed in 1953. This closure was due mainly to conflicting flight paths with Logan across the bay, but also to the fact that its runways were of insufficient length for landing the newer larger planes. The site is rich and layered with a long history of flying, which justifies the prospect of returning the site to its original built purpose.
Figure 6.29_Naval Air Station Squantum, circa WWII
Figure 6.30_Squantum Point, 1903 73 The pictures below provide more historical insight into this site and how, over time, it morphed into the hybridized site that it exists in today, with only small remnants to remind people of what once went on at this location. On the following page , images from around Boston and New England provide a concept of cultural and environmental flavor. Bostonians are very proud of their city, and it would be remiss to completely neglect considering its context with relevance to a new airport sited in Quincy but serving the Boston metropolitan area within New England. Pictured are examples of some vernacular and historically significant streetscapes within Boston for consideration of their composition, textures, character and materiality. These streets are all beloved among Bostonians, but also among tourists visiting the city (including business people). The majority of the streets outside of the site but within close proximity to it are residential, featuring single family homes or small apartment buildings that are well tended, but very standard and perhaps lacking a specific comprehensive character.
Figure 6.31_1917 view of sea planes at Squantum Figure 6.32_1926 view of hangar and planes at Squantum
Figure 6.34_Squantum Point site plan, circa 1954
Figure 6.33_Quincy and Squantum Point, 1927 Figure 6.35_Squantum Point, during runway construction 74 Figure 6.36_New England and Boston Regional+Historical Architecture Sampling
Figure 6.37_New England and Boston Regional+Historical Architecture Sampling
Figure 6.38_New England and Boston Regional+Historical Architecture Sampling
75 Initial Site Response Strategies
airplane foot approach
3. travelers
1. people
perspectives earth
car transportation train technology site 2. experiences
ferry natural qualities passengers
bus
Figure 6.39_Potential building locations Figure 6.40_Diagram of Site Integration: Weaving
Because this site is so steeped in history, and has so much to offer with regard to views, amenities and access, there are several potentially successful building sites within the site overall. Possible site 1 would allow for the most panoramic views of the most varied surroundings. One could see to Boston, to the Harbor and out over marshes towards the Atlantic Ocean. It also has the closest proximity to the main access road to the site, but is located quite far from the T. It is located quite near to the marina, which could prove to be an interesting asset. Potential site 2 allows for views towards Boston but along and over the site, as well as views down the Neponset River (the least favorable site in terms of outlooks), but is located near both an access road to the site and to the T. Potential Site 3 is located right on the marina and would have the most stunning views toward Boston and Logan, but is furthest from access points. All of the sites are flat, and would allow for views of the runways themselves. A modified site 3 would be the most beneficial building sites allowing for the best possible experience to be derived from the natural qualities.
When considering the site, the convergence of the built and natural environments with the technological and human elements of the site provides great opportunity for design. It makes sense that these elements, beyond coexisting next to each other on a site, should really interact but without inhibiting each other’s flow, which led me to the concept of weaving the different site factors together. Not only would this allow for a more involved personal experience while on the site, but it would prove to be memorable as an airport, an entity that is notoriously FLAT, in style, emotion, physical built character and site character, with no interaction between the various elements. This thesis will challenge this concept of the airport site, which could directly affect the other conventions of airport design that this thesis is addressing. 76 Initial Site Response Strategies
Below are a sampling of sectional diagrams of how to potentially involve or engage the site more directly with the experience of the traveller. The first diagram shows a conjecture that is first and foremost concerned with views around the site. It involves the layering of site “inhabitants,” but it doesn’t actually forge much more interaction that the standard airport today does. The second conjecture considers the possibility of merging ground with sky by allowing the jets to go under overhangs or through a tunnel, and this could potentially happen because of the small scale of the jets that will occupy the site. It also considers the concept of burying the building slightly so that a passenger’s experience of earth to sky is heightened by physically involving them with the ground. The third conjecture involves a high level of engagement with all of the site’s inhabitants, and could allow for the most intense sensory experience for travellers waiting to take off: feeling the distinctive thud of an arriving plane touching down, and although this is certainly unique, it doesn’t necessarily provide for elevated views of the city, unless it were to also include a “control tower” for the passengers to be able to occupy for viewing purposes.
Figure 6.41_Brief Brainstorm of Site Integration: Sectional Weaving
Starting Point: 1. the status quo
2. 3.
77 Conclusion
Overall, this site provides a wonderful skeletal system to work with when creating a new small terminal with a focus on reawakening the wonder of air travel for the jaded passengers of today’s globalized world. Its proximity to both Boston and Logan Airport is a huge advantage, and the connectivity both through public transportation and vehicular access that this site has to offer is truly an asset for this thesis. Because it is situated on the water with no obstructions, the views it can provide for people on the site are unparalleled, and, if utilized to their full extent, can be invaluable in influencing the final design of this terminal. Also it is very helpful that the site has already been used as an airport, and so with a few adjustments, the site will be highly functional and appropriate.
The site is certainly not without its constraints, and it will be necessary to clearly delineate the assumptions being made in order to focus what this thesis is and is not concerned with. However, given all of the opportunities that this site provides, it will provide an excellent background (and, conversely, foreground) for the arguments of this thesis. The many lives of the land at Squantum Peninsula, along with all of its natural qualities, captures the imagination of its inhabitants, and as such is an excellent catalyst for a study of wonder through sky+ground, stillness+motion, here+there and how perception, experience, and memory can amplify these themes.
Figure 6.42_View to Boston over the old sea wall, a relic from the site’s past. 78 Experiential Inventory Introduction
This thesis will explore the level to which the passenger, or traveler, can engage with all aspects of the journey including the airport, particularly when they travel regularly. It is precisely the engagement, perception and awareness of the passenger that forges their experience in a space (place). Through provoking physical and sensory interactions between the body and the building, the perception of the space comes alive and creates a memory of the encounter. As a direct response to today’s sterile and placeless airports, this thesis proposes a new small satellite passenger terminal as a study of experience in architecture: create spaces that are desirable to spend time in, engage the senses and soothe the nerves, and explore the fascinating simultaneous dualities of the airport, among which that it is both transient and static at any given moment...thereby potentially (re)igniting the wonder of air travel.
Through this study, the following questions will be explored:
Can the airport really become a part of the journey, a place to explore, enjoy and spend time in without aggravation?
Can it be seen as an introduction, a prelude to the adventure of the flight? Or as a conclusion or epilogue?
Can such a functional building also foster a connection with its inhabitants?
80 Figure 7.1_Engagement with surroundings goes Figure 7.2_Anxieties are soothed upon entering up upon entering the architecture of this project. the architecture of this project.
Figure 7.3_Image from internet connection at Indianapolis International Airport.
81 Analysis of Similar Spaces Kutaisi Airport, Kutaisi, Georgia_UNStudio
Figure 7.4_Section
List of Apparent Activities:
Check in desk, restaurant, restrooms, airline offices, lounges, storage, accessible courtyard, 3 departure gates, luggagesorting/scanning, Figure 7.5_Plan baggage claim, “meet + greet” Landside: entry + exit= same door Airside: departure/arrival = diff. door, customs, security check, security, back of house offices staff entry point
Figure 7.6_Exterior Rendering
82 TWA Terminal, Queens,New York_Eero Saarinen
Figure 7.7_Exterior photo Figure 7.8_Airplane Positioning Diagram List of Apparent Activities:
Check in desk, restaurant, restrooms, airline offices, lounges, storage, 14 gates, luggage sorting, baggage claim, Landside: entry + exit= same door back of house offices Figure 7.9_Upper Level Floor Plan
Figure 7.10_Main Level Floor Plan
Figure 7.12_Interior photo of main grand stair Figure 7.11_Elevations 83 Analysis of Activities and Functions Through Inhabitant Experiences
An airport only exists for and because of the people who inhabit it. With passenger numbers as high as almost 54 million a year at some of the busiest airports in the world, it is clear that the diversity of travelers is one of the richest qualities of an airport. Figure 7.13_Hypotethetical characters who would use the new terminal. This quality is also what makes waiting in them more bearable: it allows for a passenger to have potentially hours of entertainment, simply from people watching. However, what is often not considered is the myriad workers who make the airport operational, from different ground crews (including but certainly not limited to mechanics, baggage moniters, refuelers, plane servicing and cleaning, food preparation, aircraft tow tractor drivers) at each of the airlines, to airport employees ranging from executives to janitors, to the flight crew who use the airports as their bases to the activity patterns Transportation Security Administration (TSA) officers around, in & through who help make airports safe. It is because airports are airport terminal humming with the activities of various people living Figure 7.14_Direction and character of movement around and in an airport their lives that they become so fascinating, and it becomes disappointing that they visually exist as such sterile non-places. Through this section of the document, a selection of various experiences within this new airport will be explored. It is these people’s experience of their entire journey, or day, that this thesis aims to improve and awaken.
84 Name: Cindy Holst DOB: 9/14/1988 Birthplace: Houston, TX SSN: xxx-xx-6213 Occupation: Flight Attendant
Work Address: 1 Victory Ave, Quincy, MA
Home Address:
25 Chestnut Street, Medford, MA Frequency of Travel:
Flies to and from Boston on average 3 Family: Mother Gene (who’s currently trips a day for at most 4 days out of living with Cindy along with her Fa- the week. ther), Father Mulvin, brother Alain
Likes/Dislikes/Spare Time: Likes: Playing music with her brother on the trumpet / Dislikes:washing dishes and staying in one place for too long/ Spare time: Drives the car she recently bought around the region
Allergies: None; gets sunburnt very easily
Emergency Contact: Her secret boyfriend Nate Crint, 617-846-4837
85 Cindy Holst wakes up slightly late with a jolt at 4:00 am, realizing that she has only 3 hours until her first scheduled flight departs. As a flight attendant, she does make it through security more easily than others, but she is still stressed to even consider missing her flight. She has always loved traveling, and so flying to and from various cities within the region from this new airport for up to 4 trips a day on busy days is something she finds thrilling. An older flight attendant that she often gets stuck working with complains incessantly about the repetitiveness of the job, but Cindy finds something soothing in the routine.
Cindy speeds slightly while she is driving to the airport, silently wishing with all of her might for no traffic. One bonus of having to wake up so early for work is that there is hardly ever any traffic to contend with, which is lucky for this habitual over-sleeper. She follows the easy to understand signs that are now familiar to the partially subterranean parking garage where there is a floor specifically designated for employees. She locks the car with an hour to go to takeoff and rushes toward the large glazed ramp that will take her up into the grand ticketing hall. She emerges from what feels like being undergrond in the parking garage to cross the breezeway into the “viewbox” entry point. She loves seeing the panoramic view of Boston in the early hours of the day before heading down a grand stair into the ticketing area. She thoroughly enjoys moving through all of the passengers who are coming and going, moving in so many different directions at so many different speeds. It is still very early in the morning, the traffic is slightly slower than it would be in the evening. She proceeds to a door next to the check in point for her airline. She is moving up again, to the airline offices above the ticketing hall to check in with her bosses and to see which flight crew she will be teamed with on which flights to which cities (her schedules often change based on other flight attendants’ schedules). After retrieving her assignments for the day, she proceeds to the other end of the offices to another door which will lead out to a gallery and an escalator back down. She goes through the crew line for security, which is always a speedy process, although she still goes through the regular security process when flying for pleasure, so she is still aware of the pain that that process can impose on travelers. Which is why she appreciates the polished wood floors and the lovely textures and play of light created by the rising sun coming through the delicate wooden screens around the security zone. As she’s slipping her shoes back on in a nook off to the side of the security lines, she looks through the patterned slots in the screen and sees her best friend Lucy who is also working that first flight. She waves at her friend and easily catches up to her on the other side of the screen.
They walk together past the off-white smooth undulating walls of the hallway with nooks and small alcoves cut into it of different sizes for families, individuals and small groups of people for small semi-secluded moments in the gate area. It is a short walk, because this airport only has 8 gates, and after passing 2 other gates, an occupiable glazed in central courtyard, and lounge areas they have reached their gate. Cindy turns briefly to look back at the way that the green roof folds down through a skylight before the courtyard to create a living wall as a preamble to the courtyard and a further reminder that nature is not something that is forgotten in this high-tech building. The women pass through 4 rows of comfortable arm chairs in what appears to just be an oversized modern living room, and they check in with the gate crew before walking down the entirely glazed jet bridge to the 20 passenger Beechcraft B1900 airplane that will be their office for the next 1.5 hours inclusive of flight time and service time pre and post flight. Porter Airlines prides itself on meeting their customers’ every comfort and service requirement, and this airport is a fitting new stop on Porter’s service routes.
86 Name: Selma Firestone DOB: 4/28/1991 Birthplace: Cambridge, MA SSN: xxx-xx-1239 Occupation: Student (about to graduate with the Entrepreneur of the Year Award)
Work Address: Harvard Busi- ness School, 100 Western Ave, Boston MA Home Address:
20 Hilliard Street, Cambridge MA Frequency of Travel:
Flies at least every 4 months for her Family: Father Michael, Mother Grace, business she started, conferences that Older Brother Peter and Younger Brother she speaks at, to visit family and Howard friends, for job interviews. Likes/Dislikes/Spare Time: Likes: Being in the garden, helping her younger brother with his homework, researching ancient horticulture techniques/ Dislikes: People who say stuff is too hard, getting up late, drinking non organic coffee/Spare time: Works in one of her community gardens Allergies: Shellfish
Emergency Contact: Older Brother Peter, 614-458-3430
87 Selma Firestone is a college student who is returning home for winter break. She purchased her ticket 3 months in advance, partially in anticipation for the break, partially because her mother nags her and partially because she knows the prices will climb the closer to her departure date she gets. After purchasing her ticket, she doesn’t much give the airport or airplanes another thought until the airline sends her an email a week before her departure reminding her of her trip, as if she would really forget! At this point of the semester she is counting down the days. She has already begun packing, which always makes her nervous: what if she forgets something critical that she’ll need?
Selma leaves her house with 4 hours to spare, but still walks briskly to the T stop from her house, and stays on the red line all the way to the airport (“couldn’t be easier,” she thinks to herself). She gets off the T on ground level at which point the signage for the airport in the station leads her down underground under the runway with occasional slanted skylights to keep her always connected to the sky even when she is thoroughly aware of being physically on (or under) the ground. The tunnel ramps up and then escalators and glass elevators offer to bring her up above ground level and up into an impressively lofty and light space. Here it is very easy to see where she needs to go to check in with her airline and check her 2 bags which she’s been rolling around behind her. She doesn’t mind because that sound that is so specific to a roller suitcase moving over the texture of the pavement means a journey is impending! Selma gets nervous about flying, but she has to admit the excitement she feels when she sees all of the other passengers and she wonders where they are headed. She also loves that she can see the captains and flight attendants moving around on an unenclosed cantilevered space above. Without the load of her baggage, she takes the time to move through the grand yet also surprisingly intimate space of the ticketing area to head to the restroom. Even these are designed with the traveler in mind, with ample space and clerestory translucent windows for natural light to penetrate. She then proceeds through the central lounge where she notices a fair amount of families and business groups interacting in the cafe on this cold afternoon. She is even more intrigued by the tree that is seemingly exploding through the center of the space, reaching up to the sky, and the observation deck that is up in the treetop which from the ground appears to be a smooth box affording great views of Boston to one direction and the fascinating activity on the tarmac in the other direction.
As someone who really likes to be at her gate good and early, Selma follows all of the visual cues leading her to security, which if it weren’t for the officers in their unmistakable blue collared shirts, she wouldn’t necessarily really know that she was being examined. She loves that she can step into a glowing tray with her shoes still on and be moved on a slow conveyer belt alongside her belongings on their separate conveyer belt in the “express” lane of the 2 lane security...something the TSA is trying out. Beside that, this security area feels very intimate because it is screened both on the entry side and the exit side, and has a much lower ceiling than the rest of the airport, which makes Selma feel more comfortable about the screening process. The fact that the delicate wooden screen still allows a good amount of natural light and doesn’t fully obscure her from other passengers makes her feel still more comfortable as she recollects all of her belongings.
Selma then moves into the waiting departure lounge, where she sits comfortably in one of the nooks in the undulating and smooth off white wall and reads a book while alternatively people watching and looking out the windows to the planes coming and going. Finally it is her time to board, and she hands over her boarding pass while moving down the jet bridge and simultaneously getting one last look at Boston.
88 Name: Charles “Chuck” Flimt DOB: 08/30/1977 Birthplace: Boston, MA SSN: xxx-xx-2946 Occupation: Airport Employee at the Satellite Terminal in Quincy
Work Address: 1 Victory Rd. Quincy, MA
Home Address:
136 Main Street, Quincy, MA Frequency of Travel:
Travels for family vacations once a Family: Wife Jill, daughter Maya, year 2 cats Philbert and Samsonian
Likes/Dislikes/Spare Time: Likes: fishing, building model airplanes, camping with his family Dislikes: being sick, asparagus, bees Spare time: plays in a band with other men from his neighborhood
Allergies: None
Emergency Contact: Jill (603) 566-9283
89 Chuck has wanted to work with airplanes ever since he was a little boy, so waking up at 5am to head to his dream job is not any issue for him. He gets off of the bus on grade and goes down an escalator to the entrance to the heart of the airport. He clears the employee security checkpoint, passes by the room where all of the bags are sorted and scanned. Sometimes when he has a break he sits in the lounge opposite this fascinating room and just watches the bags moving, almost as if they know where they are going without the help of his teammates. He makes his way to an office with an angled view up to the tarmac, where he discusses with his boss and his teammates what his tasks will be for the day. Yesterday he was working the Aircraft Tow Tractor, but today he knows that his friend Mark won’t be in and he was scheduled to be in charge of signaling arriving and departing airplanes. While he loves doing anything on the tarmac, signalling to captains is his favorite job, because in his spare time Chuck has been taking flying lessons. He is assigned to signaling planes, and he whistles as he walks down a hall that is naturally lit from slots in the ceiling above, and has the massive baggage conveyers to its one side.
Chuck opens a door and the noise of the conveyers and jet engines explodes into the serene hallway as he goes into the partially subterranean pull through that the small baggage tractors use to load the commuter and charter planes. He walks up the pedestrian portion of the ramp to the tarmac to begin chatting with his team and sees if they need any help finishing to load the plane before he has to be in his position to signal the plane. The tractor pulls up and he helps his friend Katie load the bags onto the conveyer belt. They finish at about the same time as the rest of the ground crew finishes their tasks and Chuck has a quick radio chat with the captain to make sure they are ready, and then jogs back to his position. He knows people are watching him both from inside the plane and the terminal, but he doesn’t mind because he knows he’s helping the plane taxi safely. He waves the plane out and then jogs over to help the driver of the aircraft tow tractor disconnect the tractor from the plane, and gives the pilot a couple more waves with his aircraft marshalling wands and finally the standard signal to dispatch the aircraft, and the plane is off. He gets a chill because even though he is wearing hearing protection, the sound of jet engines starting to roar always gives him a mental thrill.
He heads back down the ramp to warm up in the comfortable break room that has excellent views up to the tarmac to wait for the next plane assigned to him to be boarded by its passengers before he heads out to signal that one out to a safe departure as well. Seven more hours of this and then he will return back to the ground level and catch the bus back home. However, he is already looking forward to repeating his routine again tomorrow.
90 Name: Brendaline Pilonol DOB: 10/14/1980 Birthplace: New York, NY SSN: xxx-xx-4373 Occupation: Online Business Owner – Pamper Palace
Work Address: same as home
Home Address:
2521 Centre Street, West Rox- bury, MA Frequency of Travel:
Travels for conferences and Family: Husband Paul (away in Afgan- conventions, and to see her mother. istan), Son Pritchard, Mother Zara and On average flies once every month for a Father Quin deceased couple of days. Likes/Dislikes/Spare Time: Likes: Walking with Pritchard to the park, being a successful stay at home working mom, baking/ Dislikes: not hearing from her husband for more than a week, hearing her son cry when she can’t see him/ Spare time: playing the piano Allergies: None
Emergency Contact: Her next door neighbor Samantha Snarlum 614-739-1028
91 Mrs. Brendaline Pilonol prides herself on being a successful internet businesswoman and simultaneous stay at home mom to her young son, Pritchard. She has been out of town with her son for 2 days at a convention for internet entrepreneurs of New England in Bangor, Maine, and has just departed on the 20 minute flight back home to Boston. She is pleased that she could fly on one of the small commuter airlines that serve the new relief airport for Boston-Logan, because she gets a headache just thinking about having to fly in and out of that overcrowded chaotic place, especially when little Pritchard is in tow. Oh, the migraines!
The plane touches down uneventfully and taxis quickly enough, which Brendaline is thankful for because Pritchard is starting to be a bit squirmy in his seat. He never likes being told to sit still for more than a couple of minutes. The captain turns off the Fasten Seat Belt sign, and Brendal (as she likes to be called by her friends) picks Pritchard up and holds him on her hip while they deplane. She is relieved to see that his stroller has already been unloaded from the plane and is waiting for them in this lovely jet bridge. She pauses after buckling Pritchard into his stroller to look out the almost full height window over the tarmac to Boston’s skyline and sighs because it’s good to be home, even after just such a short trip.
She falls into line after the 12 other passengers deplane and moves up the jet bridge behind them into a surprisingly intimate waiting lounge. She notices that at this particular gate there are two levels of comfortable seating, one that is slightly raised to afford better views, and one that is lowered to be almost level with the tarmac. There is ample space to move around or to be still and slightly secluded, and the huge windows offer grand views. The soft light immediately relaxes her, and there are no harsh announcements over the loudspeaker here. Brendal appreciates the living wall, which she notes connects through to the roof. Through that same skylight that the living wall emerges through she notices the observation deck with restaurant up above. It is just below the control tower, also visible just through the next skylight. She finds herself intrigued with everything around her, and that her eye never stops moving, although not in a frenetic or exhausting way, but in an excited way. Pritchard makes a little noise and reaches for something he can make out through a wooden screen that is separating 2 of the lounges, and this brings Brendal back to reality as she continues to push him through the space. They pass several other unique waiting lounges, each furnished with lovely armchairs and with plenty of space for people to move around even with carryons strewn about the ground. She notices that even the floor feels different beneath her feet, and although it is smooth for Pritchard’s stroller to move uninhibited, she still is made aware that it isn’t the standard tiled floor that is in airports and hospitals around the world, and that the material changes between the main walking paths and the waiting lounges.
Brendal pushes Pritchard through a translucent threshold with an ample but interesting opening, and she realizes that she has just passed through the security checkpoint, and that the building itself is almost guiding her to the baggage claim, which is unlike any other she’s ever had to be in. The space is ample, and she parks Pritchard in a comfortable alcove with the brake on his stroller and stretches a little, then sits down next to him in one of the armchairs to watch for their bag to come through onto the luggage turnstile, and she is fascinated with a long narrow window into the inner workings of the airport that she just noticed as she was sitting facing the turnstiles. The window is just at her seated eye height and through it she can see the most impressive conveyer system bringing her bags from what seems to be the depths of the airport. Finally they appear, and she and Pritchard collect it and then walk out the double doors to find their car in the garage across the way. 92 Name: Brendan Blake DOB: 06/24/1962 Birthplace: Switzerland SSN: xxx-xx-2020
Occupation: Director of Securities Analysis for McBride Blake Willis (MBW) Securities
Work Address: Level 21, McCormack Building, 1 Ashburton Place, Boston Home Address:
10 Pinckney Place Jamaica Plain, MA Frequency of Travel:
Travels on average 3 days out of every Family: Divorced with 1 son, Michael, week to locations around the country, 1 brother Harold who occoactionally stays over, both parents still alive- mostly around New England and New York Paul and Ellen. Lives at home alone with his dog Buck (German Shepherd). Likes/Dislikes/Spare Time: Likes: Going for jogs with Buck, going fishing with Michael and Buck, watching old cowboy movies/Dislikes: Talking with his exwife’s new husband Ric, having Harold sleep on the couch, people trying to make him do spontaneous things/ Spare time: Works on his Porsche 356 Allergies: None.
Emergency Contact: ex wife, Lana 202-465-0023
93 Mr. Brendan Blake had a prospective customer call him just this morning at about 9:45 about a high profile and highly time sensitive security system assessment in New York. As this opportunity could really bump his business this quarter, he told his associates to cross their fingers that their firm gets the job and had his assistant plan for him to be on the next flight down to the Big Apple. Brendan will be flying on a charter plane that he and his associates often hire to be able to go to their customers at the snap of a finger, and so he will be flying out of the new airport south of Boston. As someone who is “on the road” 3 days out of every week, he finds this new little airport quite refreshing, and finds it relaxing to wait for a flight in the lounge while preparing for the trip’s meetings.
For the whole ride, Mr. Blake is in the back seat of the hired car, finalizing his presentation to the client, and he doesn’t really comprehend the trip from the office to the airport at all. The driver pulls up to the departures door and Mr. Blake gets out of the car with only his briefcase in tow. His assistant had already checked him in and printed his boarding pass for him, so he strolled right through the well lit and lofty yet comfortable ticketing area to the security lines, where he was already beginning to form a relationship with the TSA officers. He has some time to spare, so he goes through the regular security line, as opposed to the express line and the line that is reserved for flight crew. The wood floors are highly polished and thin strips of carpet show where one is meant to stop for the stages of screening process. The space is well lit, but using natural light so as to be less harsh, and the textured walls cut down on the noisiness and the sterility of the security process. After his belongings come through the scanner, Mr. Blake scoops up his briefcase and shoes and sits down in a comfortable alcove off to the side to put himself back together.
Mr. Blake passes through the alternatively screened, transparent and translucent panels that differentiate the security area from the rest of the terminal, and heads towards Gate 5. The walls he walks along have different sorts of alcoves and niches for various purposes: resting a laptop, sitting down, sitting down with a small surface to work at. There are larger alcoves which are appropriate for small group meetings that might need to happen between associates before taking off. There are also smaller lounges equipped with comfortable furniture for travelers to sit if they don’t want to be out in the larger more public lounges. Mr. Blake chooses one of these smaller lounges across from his gate to sit and charge his computer and review product notes before his short 45 minute flight. He sinks into the seat, and settles into his reading, without the loud announcements on the loudspeaker interrupting his thoughts, just a gentle chiming at every quarter hour by the clock on the wall. The time goes very quickly, and it almost feels as though he is not even at an airport, until he looks up and realizes that his plane is boarding. He collects his things and walks calmly (because that is how he feels now) to the gate, where he hands his boarding pass to the person working the gate, and he walks down the slightly sloping glazed jet bridge until he suddenly finds himself on the plane.
He settles into his seat while the other passengers file onto the plane, and fastens his seat belt in preparation for the short flight that separates him from a successful meeting. He will be back home in Boston time for dinner, with his driver to pick him up at the arrivals door. 94 decides [ you are going decide to go boss plan trip
anxiety levels for different hypothetical characters.Figure 7.15_Timeline of activities in airports with corresponding [
Research prices times and documents, [ purchases plans trip, organizes assistant tickets Purchase ticket
[ pre-airport plan trip bags pack
itinerary note of take boarding boarding [ print o pass on phone online check smart smart pass load in
[ cab from hotel Take T from drive from from home car service car service home get to airport oce park last timeyou’re
arrival at airportoutside before reaching your shuttle take destination outside threshold inside
[ checkbag(s)] boarding [ check in pass ticketing hall[ get boarding boarding pass +id pass tsa checker WAIT WAIT pass out
security SLOW scanner on empty bag empty barefoot + converyer computer of liquids conveyer metaled through through size bag in quart in quart scanner take o (not on things WAIT shoes in bin
belt) de- belt you
(and purse) repack bag things suc- things and put shoes of security move out QUICK! back on cessfully through scanner WAIT collect collect airport experiences airport 95 [ business lounge complimentary complimentary food anddrink listen to ipod rst classor restroom reading time killing gate area use shopping [ aimless listen to ipod restroom use waiting lounges food anddrink purchases watch tv reading WAIT
board at gate announcements rst captain WAIT get in seat WAIT on plane demonstration safety taxi takeo pre-airport seated until turns o turns seatbelt captain remain arrival at airport sign WAIT stand WAIT belongings bin, under overhead collect collect from seat
WAIT deplaning [ priority priority still sealedin,but deplane at gate can seeoutside [ outside threshold inside airport experiences airport 96 waiting lounges
gate area restroom pass tsa
security guard where they [ Car service Car service nd family call friend call friend in arrivals in arrivals with sign waiting to ask hall are
(time killing) [ restroom WAIT collect collect bag(s) (report bag (report missing)
baggage claim WAIT rst timeyou’re outside since
your origin inside
threshold (WAIT) outside priority car priority [ ignition, waiting: popped (WAIT) keys in rental [ trunk scan lineof parking lot parking arrivals forarrivals garage to shuttle to catch cab parking parking head to nd car catch T family/ friends cars in parking pay for WAIT WAIT WAIT WAIT destination head to Preliminary Programmatic Assumptions “Front of House” “Back of House”
Approach by car, bus, T, plane, boat Incoming baggage sorting system Runway + tarmac + taxiway/ Loading dock Parking--garage/ Control Tower T+bus stop Waiting for departure, working, Harbor gateway Restrooms, food, light shopping drop off zone Gates: Check in enplaning + deplaning Check bag, boarding pass Arrival Security Checkpoint bag is processed Reunion/Meeting Point Conveyer belt system for baggage Baggage Claim baggage security check lost baggage Airline offices Viewing/Observation platforms/decks Employee lounge Gardens/Courtyards Restrooms, food General Circulation Baggage sorting Jet bridge-tentacle airplane/airport support vehicle drive-thru physical attachment Hangar for mechanics (x1 at this scale) pick up zone Storage Mechanical Space Security Offices Airport Offices Pre-security time killing Restrooms, food, light shopping “See You Soon”/Separation point Security offices (Non-denominational chapel praying/convening) (Family spaces-mother’s room)
97 Space Standards and Criteria: Deriving Spaces Through Research
An airport is an extremely complex machine that has been studied extensively, and is still not perfected. However, there are several standards that are helpful when trying to size various spaces. In general this thesis will aim to achieve the A “Level of Service” mentioned on page 252 of Airport Design and Operation, which allows for the greatest comfort and service. According to the authors of this book, the maximum walking distance given by the IATA (International Air Transport Association) is a total of 400 m to get from the vehicle the passenger arrived in to the plane, which is well within the scope of this proposed thesis. According to MassPort, Logan Airport served about 2.3 million domestic commuter and charter passengers in 2010. After subtracting the commuter passengers who caught connecting flights, the number comes down to just under 2 million final destination commuting and charter passengers per year, which is the number of passengers that will be relocated to the new proposed airport. This number is significant because it will help to size the spaces that compose the airport. According to Airport Systems: Planning, Design, and Management, a rule of thumb can be simplified down to dividing the annual traffic by 300 to get a peak daily design traffic (which for this airport gives a peak day design traffic of 6,000 passengers maximum).
For the highest level of Service Standard, according to Airport Design and Operation, in areas of waiting where people will be moving without bags, each passenger should be allotted 2.7 m2, whereas in a baggage claim area, where bags come into play, each person should be allotted 2.0 m2. With regard to check in areas, people who are lined up, potentially with bags should be allowed 1.8 m2 each, and in security areas people are allotted about 1.4 m2 each. In general, for small domestic and charter terminals the IATA recommends that each passenger have a gross floor area of 25-30 m2. The authors of Design and Operation go on to state that 38% of the gross floor area will be used by airlines, 30% will be given to public circulation and 15% to airport official needs for administration.
As far as the design of the different components of the terminal, these rules are applied with additional conditions that the authors of Airport Design and Operation and Airport Terminals lay out. The ticketing area requires 4 m of space for queuing, with the check in area being potentially 20 m wide to allow for queues and circulation (this number is more appropriate for larger terminals). The authors pointed out that a manual sorting system aided by conveyer belts may be sufficient for a smaller airport, thereby forgoing the need to have a massive system of conveyer belts as they do in large international terminals. The authors of Airport Design also recommend corridor widths of up to 6 m, which allows for a loss of 1 m in any corridor due to the fact that passengers do not like to walk against the wall. This 1m cushion also allows for features such as water fountains and pay phones, which stick out from the wall. They mention that each station at the security zone requires 10-15 m2 to allow for maximum flow through the station. The total area of retail, will be approximately 700m2 based upon the number of passengers that this airport serves, with 60% of that space allotted to retail stores and the rest to food vendors. Gate areas require approximately 1.7m2 per seat in the space, with executive lounges allowing even more space. For baggage claim, there would need to be 2 carousels, with 12 m in between each carousel (at 4m wide for the carousel). There are indeed many considerations to be taken into the design regarding space planning, but there are many authoritative texts to aid in this endeavor.
Christopher Blow, Airport Terminals (Boston: Butterworth-Heinemann, 1996). Richard de Neufville, Airport Systems: Planning, Design, and Management (New York: McGraw-Hill, 2003). Antonin Kazda and Robert E. Caves, Airport Design and Operation (New York: Elsevier, 2007). 98 Deriving Spaces Through Precedents Kutaisi Airport, Kutaisi, Georgia_UNStudio
Figure 7.16_Plan Program Area Configurations check in: 3,400 sqft This building is a good starting point restaurant: 1,300 sqft for programmatic analysis as it is very close restrooms: 500 sqft to the size/scale of the airport that this thesis airline/airport offices: 3,700 sqft proposes. It does have some features that this (inclusive of circulation) storage: 500 sqft thesis as a domestic terminal will not require, central courtyard: 2,500 sqft such as a customs checkpoint, but on the 3 departure gates/lounge: 9,400 sqft whole, it is a close approximation to what this (inclusive of 3 arrivals gates) thesis could produce spatially. luggage sorting/scanning: 1,300 sqft baggage claim: 3,800 sqft “meet + greet”: 3,000 sqft customs: 700 sqft security check: 1,920 sqft security offices: 1,800 sqft control tower: 3,200 sqft, 180 ft tall circulation: 5,980 sqft TOTAL: 43,000 sqft SITE TOTAL: 118,400 sqft 99 Deriving Spaces Through Iteration For this particular study, the best size for the security area will be tested, with the offices nearby and its satellite, the security checkpoint. This will be very preliminary, because these spaces depend highly upon the spaces both before and after them in experiential sequence, and the spaces may actually overlap. In these diagrams, the orange circles show the allotted space per person.
The original assumption of 500 sqft overall office security “zone” with two 130 sqft screening security stations is very tight, and much too similar to screening the cramped and uncomfortable security zones zone in airports everywhere. The 80 sqft arrivals checkpoint appears much too ample, and the office area, at 90 sqft is also too small, and may arrivals checkpoint require further subdivision. 1.Figure 7.17_Plan Option
The 1000 sqft overall security “zone” test with two 130 sqft screening stations is perhaps too ample, which may lead to breaches of security or a decreased feeling of safety. The unenclosed 40 sqft checkpoint is still offices generous given its function, and the office area, at 360 sqft, allows for an office suite, but may be excessive given the airport’s scale. security screening zone arrivals checkpoint 2.Figure 7.18_Plan Option
The test of the 800 sqft overall security “zone” with two 130 sqft screening stations allows for collection of belongings and a moment of pause after being processed, as well as more ample space before the screening process. security offices This makes for a less rushed atmosphere. screening The 20 sqft checkpoint is better suited to its zone function as more of a personal space outline for the TSA officer, and the office area, at 250 sqft is more appropriate for this airport’s requirements. arrivals 3. Figure 7.19_Plan Option checkpoint 100 Preliminary Programmatic Spatial Summary (Approach by car, bus, T, plane, boat “Front of House” “Back of House” Runway + tarmac + taxiway/ Parking--garage/ T+bus stop) drop off zone 90 ft long Check in 1500 sqft Airline offices (5 airlines) 200 sqft Employee lounge 150 sqft Baggage sorting 1500 sqft Conveyer belt system baggage security check arriving/departing Storage (dispersed) 1200 sqft Security Offices 250 sqft Airport Offices 500 sqft Pre-security time killing 1000 sqft Restrooms, food, light shopping “See You Soon”/Separation point 100 sqft Security 800 sqft Loading dock 1000 sqft Control Tower 2000 sqft Waiting for departure, 2100 sqft Restrooms, food, light shopping Gates: (x 6)-bleeds into lounge area 1800 sqft enplaning + deplaning Departure Lounges 30000 sqft Arrival Security Checkpoint 20 sqft Reunion/Meeting Point 800 sqft Baggage Claim 1200 sqft lost baggage 60 sqft Viewing/Observation platforms/decks 500 sqft Gardens/Courtyards 400 sqft Jetbridge--tentacle airplane/airport 100 sqft pick up zone 60 ft long runway(x2) 1 mi long Total Building Designed Spaces 49,280 sqft Mechanical Space (15% total) 7,392 sqft General Circulation (30% total) 14,784 sqft parking xxxxx GRAND TOTAL: 71,456 sqft
101 Organizational Relationships Plan Adjacencies
approach/ control tower front entry LANDSIDE approach/exit Check In LANDSIDE baggage baggage pre-security lounge- claim scan and separation point meeting movement luggage handling Viewing offices point Platform Security food/shopping Chapel restrooms courtyard
Viewing Platform Waiting Lounge
gates/departure/arrival AIRSIDE Figure 7.20_Appropriate space adjacencies for an airport.
102 Horizontal/Vertical Adjacencies
control tower control Viewing tower Platform pre-security lounge- offices separation point approach/Check In restrooms Waiting Lounge Courtyard front entry Security restrooms approach Check In Chapel Waiting Lounge baggage /exit foodoffices luggage claim baggage scan /shopping meeting and movement handling point
Figure 7.21_How spaces could be distributed vertically as well as horizontally, considering adjacencies on previous page.
luggage handling
Experiential & Earth/Sky Adjacencies
departure
ground plane
Figure 7.22_People’s potential movement through the site, considering the site weaving and integration discussed in the previous chapter.
arrival
ground plane
Figure 7.23_People’s potential movement through the site, considering the site weaving and integration discussed in the previous chapter.
103 Intended Qualitative Experiences
Departure Arrival BY CAR BY T BY BUS Land Signage from highway Signage on T map Signage on Bus Deplane Wayfinding to terminal, Signage at stop Signage at stop parking, car rental return brief initial introduction to airport open views to tarmac, through airport Gate-Lounge Check-in scale to expanding body, space for stretching, Bag check, boarding pass organizing belongings out of the way, optional light, airy, initial grab of senses moment to collect thoughts (option to stroll) Lounge Security Checkpoint Restrooms, food, light shopping Visibility/screening last moment before saying goodbye, grand but Meeting Point option for intimate, light, stimulating Light, airy, grand but also moments for Security intimacy, flow, tall, fitting for emotional range less invasive, less clinical & intimidating... taking place here bring sense of understanding to the process, (Baggage Claim) often unnecessary visibility/screening office for lost luggage Lounge not buried under building, light, clear Restrooms, food, light shopping wayfinding, indicative of continuing journey, light, scaled to body, tactile, comfortable, no harsh lighting, visibilitythrough to bags pleasing to senses, personal, less harsh being sorted, comfortable seats for waiting, Gate scale to body, space for stretching, visibility to move away from LINES, visibility through to meet/greet plane- feeling of openness Exit
BY CAR BY T BY BUS Wayfinding to rental car Wayfinding to Stop Wayfinding to Stop pickup, parking facility Clear wayfinding to (Signage on T map) highway, destination (Signage on T map) Employees
BY CAR BY T BY BUS Signage from highway Signage on T map Signage on Bus Wayfinding to terminal, Signage at stop Signage at stop parking
Through main entry connectivity to rest of activity,visibility Through door to employees-only part of building still as open as main parts, pleasant to be in, not hidden in basement--light and airy Carrying out tasks spaces conducive to those tasks Lounge, Restrooms, food, not your standard break room scale of body, light, airy, not harsh
(Reverse at end of workday)
104 Room Data Sheets. quantitative and qualitative needs Space Name: Baggage Claim No. of Occupants (max): In flux, but up to 200 people passing through, with perhaps half waiting for bags Area: ≈1200 sqft., inclusive of part of circulation Ceiling Height: 14’-0” Activity Description: Passengers will pass through this space on their way out of the airport, and if they checked luggage they will reclaim it here on one of the turnstiles. There is some waiting involved. Adjacencies: Offices, Meeting Point, Exit, Luggage Handling Proximities: Security Checkpoint, Arrivals Lounge, Car rental desk, Cafe
Features: Fenestration: Large windows to exterior for daylighting, slot windows into baggage sorting system, Large sets of doors to exit through Floor Finish: A combination of textures, perhaps wood floors (non-tile), carpeting or woven mats by turnstiles Wall Finish: Potential preformed concrete, Plaster or Cloth wall covering Ceiling Finish: Potential stretched fabric with lights above, Plaster/GWB
Acoustical: The turnstiles will be slightly noisy when on, so the space will need acoustical treatments on the ceilings, and insulation in between where the passengers retrieve their bags and the conveyer systems behind the Baggage Claim’s interior wall.
Lighting: The space needs to be well lit, but not harsh, with almost a glowing quality emitting from the ceiling, supplemented by the soft non-direct sunlight from the exterior of the building Plumbing: N/A Temperature: Will need temperature regulation to keep it a constant comfortable temperature because of the large doors to the exterior in this space. Equipment: Will require 2 turnstiles, television monitors for flight information, A/V equipment, wayfinding Furnishings/Special Requirements: Will need to have comfortable chairs and ample space for people to move around and stretch, nooks for cell phone usage without disturbing other patrons, a smooth wooden desk for information for first time visitors. Socio-Cultural Character: This should be a soothing space, as baggage reclaim is also one of the higher stress points of the journey. This is the last experience the traveler has with the airport, and it needs to be architecturally treated as such.
105 Room Data Sheets. quantitative and qualitative needs Space Name: Ticketing Hall No. of Occupants (max): In flux, but up to 440 people passing through (on peak days at any given hour), with perhaps half stopping at service desks for bag check, check in, boarding pass. Area: ≈1500 sqft., inclusive of part of circulation Ceiling Height: 20’-0” Activity Description: Passengers will pass through this space on their way into the airport; this is where they may check in, check bags, print boarding passes, then moving on to pre-security lounge or straight to security. Adjacencies: Offices, Pre-security Lounge, Entrance, Luggage Handling
Proximities: Security Checkpoint, Departure Lounge, Viewing Deck
Features: Fenestration: Large windows around the entire space with views to drop off, through to the tarmac, with large automatic doors as main entry point, skylights. Floor Finish: A combination of textures, perhaps mainly concrete, (non-tile), with either wood flooring, carpeting or woven mats at check-in points Wall Finish: Predominantly glazed, maybe a feature wall or 2 that is potentially a living or green wall Ceiling Finish: Skylights, plaster NO SPACE FRAME STRUCTURE Acoustical: The ceiling, furniture and floors will need to have acoustical treatments because as a large space with a high level of human activity, sound will be amplified (keeping a peaceful environment requires the volume of ambient sounds to remain low) Lighting: This area needs to be well lit, but again, not harsh, perhaps some feature lights suspended from ceiling, supplemented by the soft non-direct sunlight from the exterior of the building Plumbing: N/A Temperature: Will need temperature regulation to keep it a constant comfortable temperature because of the large doors to the exterior in this space. Equipment: Scales, conveyer belt systems, amenities for airline self ticketing kiosks. Furnishings/Special Requirements: Highly tactile check in desks, perhaps a combination of materials allowing for different senses to be stimulated. Some comfortable furniture provided for waiting for check-in. Socio-Cultural Character: This is the first space that departing passengers encounter once inside the airport, and as such needs to have a powerful presence. Often ticketing halls are so vast one loses the scale of the human, but this one will have features playing to the scale of the individual and small groups of people. Must be highly functional, but read as pleasant and comfortable: a prime opportunity to explore the dichotomy of motion-stillness architecturally.
106 Room Data Sheets. Room Data Sheets. quantitative and qualitative needs Space Name: Security Checkpoint-Departure No. of Occupants (max): In flux, but approx. 200 people passing through (on peak days at any given hour), with about 25 people actually occupying the space at any given time. Area: ≈800 sqft., inclusive of part of circulation Ceiling Height: 10’-0” Activity Description: This is a necessary stop for every passenger in the airport, as well as the crew, ground crew and airport employees working on the airside of the airport. Adjacencies: Offices, Pre-security Lounge, Departure Lounge Proximities: Security Checkpoint-arrivals, Check-in, Baggage handling and scanning, gates
Features: Fenestration: Translucent glass with wooden screens as feature elements.
Floor Finish: A combination of textures, perhaps mainly concrete, (non-tile), with either wood flooring or woven mats at the point of the screening process where you take your shoes off Wall Finish: This area is not enclosed beyond series of screens and translucent panels, GWB on 2 short parallel walls Ceiling Finish: Potentially stretched fabric over lights Acoustical: This is one of the highest stress points, and sound reverberations will only add to that stress level. Acoustic treatment to floor, ceiling, 2 solid walls will be necessary to dampen the sounds of this space, from the scanning machinery to the shouts of mothers to their children to remain where they are. Lighting: This zone, much like the rest of the building, needs to be well lit, but not harsh, soft glow from ceiling, supplemented by the soft non-direct sunlight from the exterior of the building Plumbing: N/A Temperature: This area should be kept at a constant, comfortable temperature. Lack of operable fenestration and exterior doors make this quality easily attained. Equipment: X-ray equipment, conveyer belt system, perhaps an express lane with short people moving system, stools and stainless steel podiums for TSA officials, wayfinding and signage about the process. Furnishings/Special Requirements: Contrary to the standard security area, having softer (or less harsh)materials as the chairs and tables in this space will amplify positive associations with it, or embrace the sterility of the process in the furniture, but not in the space’s design. Socio-Cultural Character: This space has probably the most negative association of any space of the whole airport, with people associating security with invasion of their privacy. Supporting a feeling of safety that should come along with “security,” as well as maintaining the themes of the rest of the building through this often under-designed space: motion|stillness, tactility, sensory arousal.
107 Room Data Sheets. quantitative and qualitative needs Space Name: Departure Lounge No. of Occupants (max): In flux, but up to 440 people passing through (on peak days at any given hour) Area: ≈30000 sqft., inclusive of part of circulation, subdivided smaller lounges (a majority of the “front of house” space of the airport). Ceiling Height: 20’-0” + at points ;undulating, other points at human scale. Activity Description: This point of the airport is where people congregate after passing through security. Time-killing occurs here as people await their departures. Different people do various things here, some stroll back and forth, some pick a spot and sit for the duration of their wait, often reading or working on computers or talking on their cell phones, some shop and eat, and many more activities. Adjacencies: Security, Security Checkpoint-Arrivals, Food/Shopping, Restrooms, Gates, Courtyard Proximities: Baggage Handling, Check-in, Offices, Meeting point Features: Fenestration: Large windows around the entire space with views through to the tarmac and the view of Boston, skylights. Floor Finish: A combination of textures, perhaps mainly concrete, (non-tile), with either wood flooring, carpeting at gates Wall Finish: Predominantly glazed, potentially a living wall, rough plaster, lights inserted in walls Ceiling Finish: skylights, plaster, stretched cloth with backlighting, NO SPACE FRAME STRUCTURE Acoustical: The ceiling, furniture and floors will need to have acoustical treatments because as a large space with a high level of human activity, sound will be amplified (keeping a peaceful environment requires the volume of ambient sounds to remain low)
Lighting: Soft lighting beyond the non-direct natural light coming in from the large windows, perhaps some feature lights suspended from ceiling Plumbing: N/A Temperature: Will need temperature regulation to keep it a constant comfortable temperature because the gates are located in this part of the building. Equipment: Computers for gate crew, clocks, some televisions, sound proofed areas for phone conversations, loudspeaker/intercom technologies focused in specific areas. Furnishings/Special Requirements: Warm wood or sculpted plaster desks for gate crew with lighting details, ample comfortable chairs that are arranged both alone and in small groups, individual lamps to supplement light levels in alcoves, custom furnishings for nooks, light features, potentially different levels to connect better with sky and ground. Socio-Cultural Character: This is the last place that passengers will spend in this city before going to their destination (and the first impression that the arriving passengers have with the airport). As such, it needs to be impressive, easy to navigate, comfortable, not a sensory overload, and offering a connection to the planes that carry them miles above the earth’s surface. This is also another point to explore the dichotomies of airports: stillness|motion, earth|sky, arrival|departure.
108 Room Data Sheets. Room Data Sheets. quantitative and qualitative needs Space Name: Meeting Point No. of Occupants (max): In flux, but up to 100 people passing through (on peak days at any given hour)
Area: ≈800 sqft., inclusive of part of circulation Ceiling Height: 12’-0” Activity Description: An intimate space for passengers to reconnect with family or friends who may have come to pick them up from their flight, with a less intimate zone for drivers to pick up their clients’ charges. Adjacencies: Offices, Baggage Claim, Security Checkpoint-arrivals Proximities:Waiting(departure/arrival) Lounge, Restrooms, Luggage Handling
Features: Fenestration: Large windows frame views to drop off, through to the tarmac and to Boston Floor Finish: A combination of textures, perhaps mainly concrete, (non-tile), with either wood flooring in the more intimate zone Wall Finish: Potentially concrete or plaster with mounted light features Ceiling Finish: Plaster, stretched fabric with lights above Acoustical: The ceiling, furniture and floors will need to have acoustical treatments because as a space with a high level of human activity, sound will be amplified (keeping a peaceful environment requires the volume of ambient sounds to remain low) Lighting: Softly yet well lit, perhaps some feature lights suspended from ceiling, supplemented by the soft non-direct sunlight from the exterior of the building Plumbing: N/A Temperature: Will need temperature regulation to keep it a constant comfortable temperature because of the large doors to the exterior just beyond this space. Equipment: Wayfinding through to baggage claim and exits Furnishings/Special Requirements: Wooden ergonomic furniture for people who are waiting there for loved ones or clients; once they arrive, the tendency is to have a momentary connection and move on. Furnish so as to foster desire to relish the moment. Socio-Cultural Character: This is one of the most emotional spaces within the airport. With this in mind, it needs to be designed sensitively, allowing people to reconnect with their families and friends, without getting in the way of those who are being picked up by drivers or catching public transportation or a cab to a business meeting.
109 Precedent Studies Precedent studies are always an important step in the design process. Through the precedents discussed and explored in this chapter, several spatial, qualitative and material features have emerged to help this thesis move forward with its theoretical design goals. The qualities discovered through these studies have also been applied in the diagram at right to explicate at which particular points of the airport spatial sequence they may be applied, and how that application would start to inform the quality of the airport experience as a departure from the status quo of airports today.
check in + pre-secure goodbye security secure gate ticketing lounge * lounges DEPARTURE
gate security meeting bag *point reclaim
Figure 8.1_Timeline of specific events that ARRIVALoccur as one moves through the airport, * denotes heightened emotional states is possible at these points of the sequence
Figurewonder 8.2_Light tunnel Figure 8.3_Dancers seemingly without gravity Figure 8.4_Colorful umbrella installation {boston}
Figure 8.5_Interior brick Figure 8.6_Commonwealth Ave, Boston
111 check-in + ticketing security
10- min +/-20 min waiting | lounges gate
0 min-- 2+hrs +/- 20 min emotions greeting | goodbye* bag reclaim
+/-20 min +/-20 min Figure 8.7_The qualities of the spaces that this project is prooposing. Images taken from precedents in the following pages. 112 airplane foot S I T E approach travelers people
ideas perspectives earth Olympic Sculpture Park car transportation train technology Weiss| Manfredi site experiences Seattle, Washington ferry natural qualities passengers
bus
The Olympic Sculpture Park features varying degrees and directions Figure 8.8_Site weaving of physical enclosure. These qualities are created by the earth of the site being sculpted to make different types of spaces. One is either cupped by the site in a valley, on top of the site, in a tunnel through/under the site, or partial enclosures (figures 8.13 and 14). This quality is a direct result of the intricate weaving of all of the different paths and users that require passage through the site.
This site’s challenge and strength comes from the fact that it has a large number of different sorts of users that must be able to flow through the site in separate ways. This project allows that uninhibited and uninterupted Figure 8.9_Diagram of the project by Weiss flow, but also forges an interaction between all of the modes of transportation Manfredi (pedestrians, vehicular traffic and railroad) through the sectional design so that nothing is isolated. The result is that each interacts with the site in a unique way, whether it be along the edge of the site, through a tunnel under the middle of the site, or on criss-crossing paths across all of the other interactions. Weiss Manfredi deftly wove all of these users’s paths together in an effective and enticing way. Figure 8.10_Aerial photo
Similarly, airports have a lot of different sorts of movement that they need to accommodate. The method of weaving and integration of all Figure 8.11_Folding Diagram of the spaces, and actually creating those spaces by weaving the site itself is executed so successfully in this project that it serves as a good example for how to handle these site complexities. Figure 8.12_Elevation Rendering
Figure 8.13_ Figure 8.15_Rendering Figure 8.16_Different types of enclosures seen in section
Figure 8.14_
113 S I T E ideas Bodega Ysios Santiago Calatrava Figure 8.17_Interior Laguardia, Spain
One of the main concerns of this thesis is how to make the building contextual and relevant to the site and the region in a tasteful and appropriate Figure 8.18_Building in landscape way. Calatrava’s Bodega Ysios is contextual in a stylized way without mimicing the landscape in a cheap manner. The roof structure and material speak to the mountains in the distance, while the cladding of the facades speaks to the vineyards that surround the building. However, it is done in a subtle, poetic and tasteful rather than obvious way. Even the interior ceiling-scape is reminiscent of the rolling hills and mountains that exist in the landscape. The manner in which the windows lean, or seem to pull out into the landscape, draws the eye and the visitor out into the scenery. The result is a building with spaces that are incredibly dynamic.
This thesis draws on the subtle yet powerful details of the roof structure and the effects of the glazing, which both act together as ties to the landscape and site. Figure 8.19_Interior reaching to site
Figure 8.20_Interior reaching to site Figure 8.22_Material and form Figure 8.21_Building in landscape
114 T H E M A T I C ideas Inverted Warehouse/Townhouse, Dean Wolf Architects New York, New York
The Inverted Warehouse/Townhouse exhibits fascinating combinations Figure 8.23_Courtyard of texture and material to create an incredibly tactile set of spaces. The combination of steel, brick, glass and painted drywall makes for continuous visual stimulation that keeps the eye moving as one moves through the spaces. These materials wrap around the body while in the townhouse in that they clad the ceiling, floor as well as the walls. This gives occupants many different opportunities to experience this tactile quality in many different ways and via varying senses. The lights and furniture are also integrated with the building materials, creating a wholistic experience while occupying the townhouse’s spaces. The material selections and textures also tie into points where the human body would naturally interact with the built environment: the railings, window mullions, and the floor to name a few. Figure 8.24_Materials inside and out
The central courtyard is a key element in this precedent, and brings light and air into a space that would normally not have ready access to those important elements. It is important to note that it is not simply a light shaft into the core of the building, but rather has entire panels of glass that slide open to invite occupants to go out into the weather, to look up and see the sky, and to catch breezes as they move past the building. This is juxtaposed to the sealed off condition of most interior apartments (as well as airports, which are generally sealed from the point one enters it until one exits the other end, with one end being the sealed tube to the airplane). The use of core-ten steel in the courtyard furthers this connection to nature in that with time, occupants can see the effects that weather has on the cladding of the space. Not only does this occuppiable courtyard open up the space, but it also forges a connection between building and sky, a theme that is important in the design of this thesis project. Figure 8.25_Blurring line between inside and out
115 T H E M A T I C ideas Kaufmann Desert House, Richard Neutra Palm Springs, California Figure 8.26_site|building|material
The Kaufmann Desert House exerts several characteristics that are goals of this thesis. It is very much designed with the user in mind, that is, it is to the human scale. It is highly tactile, both with smooth and rough surfaces with which one can interact. Its architecture offers specific views Figure 8.27_interior open to exterior out over the landscape, providing spaces for occupants to sit and enjoy the views. The architecture seems to extend out into those framed views to ensure that the view is framed effectively by materials that complement the colors and textures that make up the view itself. The understated style of the spaces ensure that the architecture acts as a support for the landscape, its intervention standing out from the site in a way that acts as an underline for the views, or an object that works with the landscape (as opposed to a solid piece that takes attention from the landscape), and the house features entire Figure 8.28_building in site rooms that open up to the exterior, with planes that shoot into the distance, and seemingly point the viewer’s eyes to particular aspects of the landscape. Also, because this precedent is a private residence, the scale at which it was designed is very intimate to the individual or small groups of people, and yet does not feel closed in or limited in scope. The large windows and panels that can be opened or removed open the house into the landscape, blurring the line of site/intervention. The most fascinating quality that this house offers is Figure 8.29_interior open to exterior that it is almost hard to tell where the interior of the space starts and where the landscape ends, thereby engaging the site in a completely new way.
That simple connection with the site and distant landscapes is a quality that this thesis will aim to integrate into several parts of the program. Bringing these qualities into the airport will help to make the spaces more comfortable and enjoyable to spend time in. Figure 8.30_exterior and patio
Figure 8.31_Interior open to exterior
116 T H E M A T I C ideas Itiquira House, Gisele Taranto Arquitetura Rio de Janeiro, Brazil
Much like several of the other projects in this chapter, the most exciting quality of this house is the manner in which it blurs the line of interior and exterior. Huge panels slide open to integrate the patio with the interior Figure 8.32_Exterior living room living room, and an overhang makes them appear essentially as one space. The qualities of the spaces of this house are very rich, with a warm variety of textures and materials inviting a visitor not only to sit and relax, but also to touch and experience the construction of the house. The introduction of skylights, water, living walls and gardens again blurs the interior and exterior division, and also gives an effect of serenity to the spaces.The parallel between the skylight and the pool creates an interesting dynamic between floor and ceiling (and their extensions) as well. In general, the smoothness of the textures used also help to add to the serenity of the house. Any patterns that emerge are a result of the sunlight and its shadows, which are inherently dynamic, but not in a chaotic way.
As airports tend to be high stress environments, capturing some of the qualities of the Itiquira House that make it so serene can help to create an Figure 8.33_water, skylight, green wall airport that is an oasis of travel, much as this house is an oasis to its residents. Water has long been associated with calmness and serenity, and integrating a pond similar to what is shown at right will help to bring that sense of calm to the space. Integrating gardens and plants will also assist in creating the airport oasis.
Figure 8.34_back yard Figure 8.35_blurred line between interior and exterior
117 T H E M A T I C ideas Linear House, Patkau Architects Salt Spring Island, Canada
Figure 8.36_plan
In the Linear House, there is an intense connection between the interior and the exterior of the house and its site. Whole panels slide open to give the appearance of interior spaces that extend out into the landscape. Furthermore, when opened, the panels make frames for specific views out through the trees and the site. Much like the Kauffmann Desert House, Figure 8.37_interior open to outside this house blurs the line of inside and outside,which creates an enticing and phenomenal effect. The house is deeply integrated in the site and the landscape, and at every point of moving through the house, there is a new view to focus on, or a new blurred boundary to explore.
Also, this project features a broad range of materials that offer both visual and physical texture. The range of textures invites the occupant to touch different parts of the house: the cold concrete and stone, the warm smooth Figure 8.38_exterior wood. Because these details inspire curiosity which then makes the house into a tactile experience, the time spent in the house is much more memorable as an experience, rather than just a shelter.
The main concepts that are being drawn from this precedent are the tactility and the connection to the site. These elements come together to make a space that is engaging for all of the senses at once, and makes being in those spaces a memorable experience. There is nothing sterile or harsh about this Figure 8.39_framed view Figure 8.40_framed view house, and that is a quality that this thesis will apply to its spaces.
Figure 8.42_interior extends out Figure 8.41_materials & framed views
118 T H E M A T I C ideas Institute of Contemporary Art Diller Scofidio + Renfro Boston, Massachusetts
Frame, perspective and folding are some of the key descriptors of the ICA in Boston. This contemporary piece of architecture engages the Boston skyline as well as Boston Harbor in a truly vibrant way, and consequently really connects its visitors to those elements. Not only does the ICA offer interior views to the harbor and skyline, but it also offers exterior spaces that fold Figure 8.43_frame down from the building to give people a place to enjoy the weather and watch the boats on the harbor for a bit. Few places around the harbor engage both the water that is such a prominent feature of Boston, as well as Boston itself. In fact, it seems as though the building’s form actually acts as a sort of frame or bracket for the scene of the skyline and harbor. This connection extends to the interior, where it seems that any space to which a visitor goes in the building Figure 8.44_frame has a focal point that is still concerned with these important pieces of the site and landscape. Through this connection, the ICA develops a very strong sense of place, and of belonging to Boston and Boston alone, even though it is clearly a contemporary building and may not feature the blatant colonial themes that are so stereotypically “New England” like the shingled siding or the 9x9 white windows.
This quality that the ICA invokes is a main goal of this thesis, as the site Figure 8.45_view to Boston of the project is also on the harbor with views of the skyline of Boston, as well as the islands in the harbor and bay.
Figure 8.46_connection to Boston
Figure 8.48_frame Figure 8.47_exterior view across bay
119 T H E M A T I C ideas Benidorm Seafront Office of Architecture, Barcelona (OAB) Benidorm, Spain
Figure 8.49_aerial
The way that the Benidorm Seafront boardwalk engages both the beach, ocean and the road is truly beautiful. Beyond just tying these often distinctly independent elements together, the boardwalk also makes spaces for pedestrians who are using it. It rises up and molds itself to shelter people who are strolling in its shade, or passing up through its stairways to the upper level. It takes on the appearance of having been corroded by the ocean, much Figure 8.50_building as sculpture as stone cliffs that jut into the ocean have been corroded by the continuous beating of the waves. The sinuous curves with which the boardwalk makes its protective cove helps the architecture to begin to transcend into sculpture. The fact that one can also interact with the architecture beyond just being sheltered by it on one side by means of the stairs and ramps that activate and connect the different levels makes it that much more of an exciting project. Furthermore, the materials used are highly tactile, and invite one to run one’s Figure 8.51_building as sculpture, night hands along the textured concrete or to walk barefoot on the wooden path under the shade of the boardwalk’s curves.
The coloration of the pavers on the top surface and inclusion of plantings help to make this boardwalk into a landmark. It is bright and exciting to walk along as it changes colors according to the location of the seafront, and also makes it highly recognizable from the air.
The simultaneous engagement of site factors and place/space making Figure 8.52_building as sculpture Figure 8.53_texture and form for individual users is a beautiful characteristic that this thesis will use as a goal. There are many different elements that converge at an airport, and finding such a beautiful design answer that responds to each of them is certainly a goal of this thesis project that can be inspired by the Benidorm Seafront.
Figure 8.54_sensuous curves
120 T H E M A T I C ideas Skylight House Chenchow Little Sydney, Australia
The Skylight House by Chenchow Little is an exemplar of blurring the line from inside to outside by introducing an occupiable courtyard. This courtyard, which features grass and one focal tree, brings fresh life into the core of what was a typical rowhouse that would normally be very closed off from nature. The fact that the courtyard also features a staircase that goes from inside to outside further aids in the blurring of that boundary. Furthermore, the courtyard is not closed off from the interior, and is enclosed by large panels Figure 8.55_ceiling open to sky of glass that slide open to bring the living space out into the courtyard and vice versa. The amount of natural light that comes into this residence through that courtyard is also another point of warmth.
The Skylight House also features a series of large skylights that span the width of the house with large white interior louvres to help direct and diffuse the light. These skylights also connect the interior of the house to the sky, and essentially give the illusion of almost the entire ceiling of the upper floor being replaced by the sky itself. The combination of these main features make a series of spaces that are in reality quite small and with limited windows Figure 8.56_courtyard to the street and rear of the house, and none in the middle section seem quite comfortable, airy light and unique.
With regard to airports, opening up a lounge to a courtyard would help alleviate the stressful atmosphere that surrounds air travel for many people. Utilizing skylights can also help encourage travelers to pause and lounge and feel connected to the sky before they take off into it. Essentially, utilizing these elements can make a space that may not feel humane and Figure 8.57_courtyard comfortable into a place that is relaxing and enjoyable. Figure 8.58_courtyard
121 T H E M A T I C ideas Vancouver Convention Center Flynn Canada + LMN Architects Vancouver, Canada Jean Moulin High School Figure 8.59_Vancouver Convention Center Off Architecture protruding from earth Revin, France As one of the central concepts of this thesis is the idea of the site folding up and creating places and spaces within the terminal, these precedents show the dynamic capacity that green roofs can take on. They are opposed to the majority of green roof examples, which are mostly flat and one continunous piece. The roof that this thesis is proposing is comprised of several different pieces that are folded to Figure 8.60_Jean Moulin roof make different qualities and sizes of spaces below them.
The Jean Moulin High School (pictured at the top and bottom) is a good example of how many adjacent pieces of green roof can meet one another, and what sorts of joints are possible at those points. Similarly, the picture second from the bottom illustrates an interesting point in the roof of the Vancouver Convention Center where the folded piece diverges from a flat piece, and how the space differential between the resulting layers is handled. The idea that a window can enclose the interior while the roof folds to make the space below also hints at the Figure 8.61_Vancouver Convention Center connection of the interior to the earth, even while the view out the window may be aimed up to the sky. The image directly below from Jean Moulin shows how that interaction of window and green roof would effect the experience of occupying that space.
Figure 8.62_Vancouver Convention Center Figure 8.64_Jean Moulin interior Figure 8.63_Jean Moulin aerial
122 M A T E R I A L INPUT ideas Nelson-Atkins Museum Steven Holl output Kansas City, Missouri
Figure 8.65_effects of material Ephemeral, luminous qualities are the result of the translucence of the building skin at the Nelson-Atkins Museum. The translucence diffuses the light that comes into and goes out from the building, giving it a phenomenal glowing presence in the landscape from the exterior, and the interior a unique quality that is strangely disconnected from the exterior. Because the material inherently blurs and distorts the objects seen through it, it can be understood as a sort of filter for the experience the visitors have while in the building, and therefore their memory of the building. A particularly wonderful detail of this building is the way Figure 8.66_effects of material that Holl makes an entire space clad in translucent material, and then leaves one particular zone completely transparent for a moment of connection to the landscape. This duality of clear and unclear access to the exterior also adds a sense of security for people on either side of the material, and also adds intrigue and interest for what is happening on the opposite side.
This quality of security through translucence versus Figure 8.67_building skin glowing effect at night transparency is something that can be applied to the secure zones of the airport. The additional glowing quality that is created by this material is a characteristic that can help subtract from the current sterility of the secuity zones of airports, and make them a more visually interesting experience, both from the inside and the outside.
Figure 8.68_interior
Figure 8.71_exterior Figure 8.70_exterior Figure 8.69_exterior
123 M A T E R I A L ideas Peninsula House Great Bamboo Wall House Sean Godsell Kengo Kuma Victoria, Australia Beijing, China
Screens obscure vision without completely closing the viewer off Figure 8.72_Bamboo Wall House view frame from the vista. They also give the occupant the feeling of a level of privacy that doesn’t exist when the barrier between inside and outside is simply transparent. Screened walls also introduce an intricacy through the play of light and shadow that result from its filtration of the sun. The screen also makes people on the inside of it feel more protected and more safe than they would standing behind a transparent material. There is also the opportunity to frame particular views by making the screen become less or more dense at specific points. The precedents on this page also introduce the idea of aperture, or pieces of the screen that can slide or open to create shading devices. Figure 8.73_Bamboo Wall House screening The effects that screen usage create for a space are perhaps more soothing and natural than the translucent material usage on the opposite page. There is still a visible connection to the landscape and exterior of the building, as well as what can be a beautiful effect of the play between light and shadow. Also, various patterns can start to be introduced, as opposed to simply vertical elements which may start to feel like bars of a cage. These patterns present the opportunity of creating a significant amount of visual interest. For this thesis project, screens would be implemented through the security zones of the airport, and would help to create a feeling of warmth and visual interest in a zone that generally is very sterile and unhospitable to all occupants.
Figure 8.74_PeninsulaHouse aperture Figure 8.77_Peninsula House screen, material Figure 8.76_Peninsula House Figure 8.75_PeninsulaHouse open to site
124 B U I L D I N G type Farnborough Airport, 3dReid Architects Farnborough, United Kingdom
The Farnborough Airport is a beautiful example of a highly technical and modern airport. It is a regional business airport only, with no regularly scheduled airline operations. It serves only charter and corporate jets, and also general aviation. While it is smooth, elegant and clean in a way that does not necessarily inspire physical engagement, it does have details that connect it with its surroundings. It features skylights in its main atrium, and the wall facing the tarmac leans out over it in a way that suggests motion and flight. Figure 8.78_skylights However, while it provides beautiful, sleek spaces and exterior form, it does not invite its passengers to linger or to engage with the building beyond the capacity that they are simply passing through. The building features a business suite with conference rooms, which are often used by the executives flying through the airport on their corporate or chartered jets. That is precisely the formal atmosphere that this airport provides: not one of warmth and lingering, but of walking in with purpose, conducting a business meeting, and then walking back out on the tarmac onto a plane and departing again. While this is not the goal of this thesis, the Figure 8.79_interior effectiveness with which the Farnborough Airport achieves that essence of chic, clean functionality is the lesson that can be gleaned from it as a precedent for this thesis project.
Figure 8.81_airside exterior Figure 8.80_control tower
125 B U I L D I N G type Mestia International Airport J. Mayer H. Architects Mestia, Georgia
This airport is of a smaller scale than the one proposed in this thesis, but perhaps it is more appropriate to study than the major international gateways like London or New York. It speaks to its site context by referencing the medeival watch towers that are dispersed around the hills that surround the site with its tower that passengers can occupy to take in the scenery. Figure 8.82_interior However, it is not a taudry copy of it, but rather does its own interpretation of the histoircal elements.
It is refreshing to see a building speak to the history of its site and the context that surrounds it without losing sight of what it is: a contemporary construction. It also provides passengers who are waiting with an opportunity to get a different prespective on the town below by climbing up into the tower of the airport. A continuous band of glazing also links the interior to the exterior, and skylights in one of the lounge areas tie the building to the sky. It Figure 8.83_exterior also is very much designed to the human scale, with seating for its occupants built into some of the spaces in the form of bleacher-like stair systems. In this case, one must engage physically with the building in order to take a seat as there are no loose chairs through the lounges. These built in seating areas also are pulled up and back into arms of the building that are almost entirely glazed, so that a waiting passenger is immersed in the scenery of the location. This sort of physical interaction with the building and forged relationship with the landscape is a theme that this thesis will take away from this particular Figure 8.84_exterior with medieval precedent. watchtowers in distance
Figure 8.85_section and diagram of the building form’s relation to its context
126 B U I L D I N G type Dulles International Airport Eero Saarinen Chantilly, Virginia
Eero Saarinen was one of the architects most responsible for the growing popularity and prominence of airport architecture, through his efforts at Dulles and at John F. Kennedy International airport with his famous TWA terminal. These buildings are icons of the jet age, and have not lost Figure 8.86_interior their appeal over the years. When the needs of the airport outgrew the space restrictions of the existing terminal, the officials at Dulles opted to make Saarinen’s terminal into the ticketing hall, thereby making it the focal point of the new complex, and a space that everyone who uses that airport must pass through in one capacity or another.
The floating massive roof structure at Dulles is to this day one of the most beautiful airport structures in the world. The leaning windows act as a set of magnets and pull passengers from one face into the middle of the Figure 8.87_interior space and then out the other side, encouraging the natural flow of arrival and departure. The scale of the space makes one not want to linger in the main hall, but still inspires pause because of the stunning beauty of its scale and form. There is no desire to touch the building, as it is very clean and monolithic, and seems as though one huge piece of concrete had its core carved out with only the floating roof and smooth floor remaining. While it is not tactile, the clean and elegant sophistication of the form and visual stimuli Figure 8.88_connection to exterior combined with the technology of the structure combine to give one a sense of awe of being in that space, and a sense of wonder about aviation, the jet age and what it would have been like to fly through that terminal in the height of its popularity in the late 1960s. It is that level of poetry and mental engagement that this thesis is drawing from this precedent.
Figure 8.91_diagrams of building Figure 8.90_exterior Figure 8.89_exterior with control tower
127 S T Y L I S T I C ideas Porter Airlines, based in Toronto, Canada Virgin Airlines, based in London, UK Figure 8.92_Porter passenger lounge
While other airlines claim to offer customer service, Porter Airlines has a true commitment to service and excellence that is visually present. There is an emphasis on the customer’s experience throughout the spaces that the airline has control over. “Our warm and effortless approach to hospitality, combined with our spotless service brings dignity and refinement back to Figure 8.93_Porter passenger lounge flying.” The lounges are classless, but have the feeling of being firstclass. They are located behind doors so that they are separated from the hustle of the rest of the terminal. It gives passengers the feeling of exclusivity without being overpriced or unattainable. The lounges feature free light snacks and drinks, as well as the more comfortable and highly designed waiting areas. Porter caters to small scale, short haul flights, which is what this thesis is proposing in terms of airports.
Figure 8.94_Porter passenger lounge Virgin Airlines also has the flying experience perfected. It is very evident that everything revolves around the comfort of their customers. Even flying in economy, one is surrounded by stylish fittings and details, the user interface is beautiful and all of the flight attendants are happy and look fresh. Flying with Virgin it is easy to imagine what flying in the golden age of aviation would have been like.
It is the level of customer care and approach to flying that these airlines are taking that this thesis will work to capture in its airport.
Figure 8.97_Virgin advertisement
Figure 8.95_Virgin advertisement Figure 8.96_Porter slogan
128 S T Y L I S T I C ideas images that inspire wonder and visual interest
Figure 8.98_ Some qualities that this design project hopes to inspire through its spaces are that they are enticing, inspire curiosity, engage the body, eye and the mind. There are many images that inspire sublime feelings, and along the side are a few. This project would like to feature details that are intriguing and engaging because they are not found in most public places. If the spaces are designed to be comfortable and allow people to unwind a bit before their flight (or after their flight as they wait for their loved ones or Figure 8.99_ their driver), having some details that excite and inspire the senses would really take the spaces to that next level of wonder. In general, it seems that the best way to create a sublime experience is by having some sort of unusual light installation. It can be very subtle, and doesn’t need to be bright or immediately eyecatching and certainly doesn’t need to be highly stimulating.
Even simply having a field of small lights acting as a sub-ceiling or wall feature, or having an entire surface that emits a gentle glow encourages Figure 8.100_ engagement with the surrounding environment, beyond just passively existing in a space. Perhaps having such a fixture in the space can have a similar calming effect as star gazing or instill the same sense of wonder as when flying over a city and seeing the intricate patterns of lights that result from its liveliness.
Figure 8.101_ Figure 8.102_ wonder129 S T Y L I S T I C ideas Alexander McQueen Savage Beauty
The Metropolitan Museum of Art’s exhibit of Alexander McQueen’s work entitled “Savage Beauty” is a showcase of various collections from different seasons. McQueen’s work truly makes the imagination come alive, Figure 8.103_”Jellyfish Ensemble” & Armadillo Shoe, Plato’s Atlantis and the eyes never stop moving as they take in the various materials and facets that make his work so complicated and gorgeous. They embody a flow, and are a vibrant image of life. Each piece suggests a particular mood, and beyond that interacts with the body and its surroundings in a unique way. No two dresses move or flow the same way. With these pieces, there is a level of engagement with body, engagement outside of body, engagement with atmosphere around and surrounding (i.e. wind) that does not generally happen with clothing. His pieces are captivating, enticing and highly tactile, let alone eye-catching. The structure of each dress is also incredibly unique, and even if they all used the same material, the effects would be dramatically different because of the shapes of the outfits. The qualities of visual interest, structure, shape and texture are lessons to be learned from Alexander McQueen’s collection.
Figure 8.104_Dress, Widows of Culloden Figure 8.105_ dress by Gottex & Armadillo shoe by McQueen
Figure 8.108_Sarabande Dress Figure 8.107_Oyster Dress Figure 8.106_Dress, VOSS
130 Design Schematic Design
When attempting to completely redesign a building type with a generally negative association such as an airport, there are many potential starting points. After having distilled down what the major problems are at airports today, this thesis project went about responding to and remedying them one by one. It responds to the fact that airports today in general are not to the human scale, are not specific to their site or their location, support confusion and disorientation, do not give passengers places to rest or recover and rather consistently force people to continue moving by supporting bodily and mental discomfort, and disconnect passengers from their belongings and their loved ones as quickly as possible. Each of these problems presents its own set of design issues, which is why the design process for this thesis was highly iterative.
The design of this thesis project’s solution for the problems of today’s airports started with the simple fact that the airport must accommodate both arrival and departure. These are two distinct directions of movement through the building that function independently of each other. Each direction of movement features events that are unique to that direction, and that must occur for the airport to be fully functional. The airport is the convergence point of not only arrivals and departures, but also of hundreds of thousands of itineraries of very unique passengers every month. The design of the building accommodates this convergence and divergence of people and their movements, as well as the convergence of earth and sky, and also amplifies one of the most fascinating aspects of the airport: that it is both in perpetual motion and stillness, with people simultaneously moving quickly to catch flights and also waiting for often long periods of time in one location.
On the opposite pages are diagrams defining the region that the new terminal will serve, as well as the types of planes that will be running this service. The planes serving this airport are much smaller than the planes flying in and out of Logan, a fact which helps support a much more intimate scale and atmosphere.
Departure Departure
re l u a rt iv a divergence rr p Arrival A De re and l u a rt convergence iv a rr p Arrival A De Planes (point of convergence and divergence)
Figure 9.1_Two directions Figure 9.2_Two paths Figure 9.3_Divergence and convergence 132
Planes (point of convergence and divergence) service region
Figure 9.4_Service region: Local service by small regional and privately (or corporately) owned airplanes 35 feet 100 feet 50 feet 25 feet
x 70 x 50 x 20 x 8 x 6
size comparison to: AirbusA380: International Long Haul Double-Deck x 525
featuring service by...
Bombardier Q400: Embraer RJ145: Beechcraft B1900: Kingair TurboProp: Cessna 402: commuter/express commuter/express commuter charter charter Figure 9.5_Passenger capacities and sizes of airplanes serving the new terminal 133 ticketing baggage ticketing baggage car rental claim ticketing baggage car rental claim car rental claim meeting lounge lounge point meeting point meeting lounge point boh security boh security boh security boh security security secure lounge secure lounge secure secure lounge lounge secure lounge
gates gates gates
ticketing baggage car rental claim boh
secure secure meeting lounge gates security lounge lounge security point
Figure 9.6_Initial space planning diagrams
plans
courtyards gates courtyards
shop/cafe baggage sort cafe/shop security
airline offices security offices employee security lounge see you greeting baggage sort baggage reclaim cafe/shop restrooms offices check in support check in ticketing
Figure 9.7_Schematic design phaseground 1 plans floor first floor
134 The design process to arrive at the final design of the airport took much exploration and experimentation. As seen on the opposite page, various adjacencies and plan configurations were explored. A theme that was constant through all of these explorations was the connection between the arrivals side and Boston, as well as the connection between the departures side and the runway. Those passengers arriving into the airport would want to have a visual connection with the city that they are about to enter, while the passengers about to depart from the airport are thinking about the journey ahead of them, and having views that focus on the runway and the activity of the planes helps them to connect to their impending journey. The initial design from schematic design featured these views of Boston and of the runways as events at the end of a procession through the building. By the second phase of schematic design, the building had rotated ninety degrees on the site, which allowed the views to be experienced throughout the entirety of the building, rather than just at specific points at either end. This concept and understanding of the importance of the views to the sense of place and engagement with the building and the site, as well as the entire airport expoerience carried through into the final design. level 01:50 lounges cafe occupiable wall security baggage claim courtyards car rental viewing security The approach that considers the inherent bidirectional qualityplatform of the airport offices reinforces the sense of place of this airport within its site as well as within the Boston metropolitan area. Many airports are completely disconnected from their sites, consisting just of objects dropped onto bulldozed and leveled sites. They are also disconnected from * their cities, offering no views to the city except once the plane is ascending. * * level 01:50 lounges cafe occupiable wall security baggage claim courtyards car rental * viewing security platform offices * * * *
security visibility to bag conveyer ticketing/ check in entry/* exit * * * * * *
security visibility to bag conveyer ticketing/ check in entry/* exit
thesis opportunities Figure 9.8_Schematic design phase 2 main floor plan * 135 *thesis opportunities pre-airport
SLOW [ WAIT boarding
[ pass + id rst class or
[ out WAIT business lounge [ boss load WAIT take o complimentary decides boarding shoes food and drink you are assistant [ check bag(s) ] pass tsa
pass on [ plans trip, boarding empty bag restroom going smart organizes inside pass use [ of liquids
phone outside documents, car service checker in quart WAIT listen to ipod restroom purchases from home get size bag reading print o boarding QUICK! use tickets food and drink boarding drive from park take pass computer things suc- aimless purchases [ home shuttle pass in bin cessfully shopping rst captain safety Research check in Take T from things through announcements demonstration prices take check listen to ipod oce through scanner reading plan and Purchase plan pack note of in WAIT WAIT WAIT taxi takeo scanner on trip times ticket trip bags itinerary online cab from hotel watch tv
[ conveyer
[ belt put shoes
last time you’re [ back on outside before barefoot + reaching your de- repack bag destination metaled (and purse) you collect through things and scanner move out decide to go decide to (not on of security converyer time killing belt) security gate area gate ticketing hall on plane threshold arrival airport at get to airportget to get in seat get in seat board at gate at board waiting lounges waiting
airport experiences check-in + ticketing emotions security waiting | lounges greeting | goodbye*
10- min +/-20 min +/-20 min 0 min-- 2+hrs Figure 9.9_Experiential time line with anxiety levels for each event, and precedent samples to show the qualities of each space (whole spread)
The timeline across this spread explores the different events that occur in the course of the departure and the arrival, and the implications of those events on the anxiety levels of passengers. Potential spaces and times for engagement and piquing curiosity are called out along the timeline of events to show where this thesis has the most opportunity to have an impact. It also shows the different qualities of space that this thesis has applied to its design after the precedent studies in the previous chapter. The main ideas from these precedents as applied to these spaces are framing views, blurring the line of inside and outside, creating privacy but maintaining a connection through the use of screens or mixing translucent and transparent materials, and utilizing highly tactile materials to their fullest capacity. All of the elements shown along this timeline were taken into careful consideration for the final design, and indeed each had a very strong impact on the character of the spaces within the final building.
136 pre-airport
shuttle to WAIT parking lot
catch cab WAIT [ catch T WAIT [ Car service head to waiting priority car pay for
[ parking with sign parking rental garage to inside inside waiting: outside outside nd car head to keys in remain collect pass tsa [ nd family collect destination seated until WAIT stand WAIT belongings WAIT priority guard ignition, in arrivals rst time you’re captain from deplaning restroom bag(s) trunk scan line of turns o overhead restroom hall outside since popped cars in WAIT seatbelt bin, under call friend WAIT WAIT your origin arrivals for sign seat [ to ask family/ (report bag [ still sealed in, but where they (WAIT) (WAIT) friends missing) can see outside are (time killing) security gate area gate threshold threshold arrival airport at baggage claim waiting lounges waiting deplane at gate deplane at
airport experiences gate emotions bag reclaim greeting | goodbye*
+/- 20 min +/-20 min +/-20 min
137 One of the elements that is crucial to the design of this particular airport is the concept of the scale of the human body.The entire scale of the airport needed to be brought down to the scale of the human body. This simple act would immediately make the spaces more inhabitable and the passengers much more comfortable as they move through them or wait in them. Beyond simply bringing the overall ceiling heights down to a level that is able to be understood by the eye as one moves through the space, by creating niches in the many heavy load-bearing walls that this building has, the opportunity for travelers to pause and take a seat is presented beyond loose furniture. Furthermore, this allows the traveler to physically engage with the building. By creating various types of niches or benches out of the building materials of the walls and floors (brick and concrete), different textures can be explored by the passengers, and allow for different types of engagement between the human body and the building. This is also not limited to structural materials. The delicate screens that are used throughout the building to help further break down the large spaces and create more intimate settings also fold seamlessly into benches.
Another goal was to remedy the fact that airports today are for the most part completely sealed. One is outside only before entering the airport, and then is sealed inside either the airport or the airplane and then the next airport until exiting at the destination. Introducing occuppiable courtyards not only speaks to Boston’s love of public gardens, but also to the need of the human body to be close to nature in one form or another. Being exposed to sunlight and fresh air often has positive effects on health and on the nerves, which is another reason that natural elements should be introduced to the airport, as travelling typically induces a lot of stress in passengers.
Furthermore, using a variety of highly tactile materials and utilizing soft or glowing light qualities can greatly improve the atmosphere and have positive effects on people’s moods and therefore decrease their level of stress. It can also increase their desire to want to engage with their surroundings, and might aid in the awakening of their senses if their curiosity is piqued. The sketches at left explore the spatial and atmospheric implications of introducing these various qualities and materials into the standard airport series of events.
138 Figure 9.10_Sketch of occupiable brick wall
Figure 9.12_Sketch of waiting and gate area
Figure 9.11_Sketch of accessible courtyard
Figure 9.13_Sketch of corridor
Figure 9.14_Sketch of arrivals area
139 Design Development
On the opposite page, the different view opportunities that are presented by the site are explored. In the top diagram, lines extend into Boston and Boston Harbor to specific views and landmarks. These extruded lines were the catalyst for the final design of the building as well as the site intervention, with the existing qualities of the site literally informing the design to reinforce a sense of place. In the bottom diagram, the general directionality of the different view opportunities was explored, and a form began to emerge.
Furthermore, the concept of arrival and departure from schematic design was further distilled for the final design. Not only are there specific events along the paths of arrival and departure within the airport, but every passenger also has their own path that they take through (or past) these events based on their own agenda. This is diagrammed in figure 9.15 below. For example, a passenger who arrives with plenty of time may need to pause at check in and then will be able to meander through the rest of the terminal, whereas a business traveler who has no bags to check and arrives with exactly the amount of time needed will bypass everything except security and the gate. The idea of different paths taken by different people is reminiscent of Boston Common, Boston’s main public park, which has a very interesting pattern of paths that cut across it in different directions. Furthermore, the concept of visual connectivity to one’s belongings provides intriguing possibilities. By making the baggage conveyer system partially visible to passengers, the feeling of being disconnected from the processes of the airport is alleviated, while simultaneously adding intrigue. The concept of paths, combined with the extruded lines of the views, as well as with the idea that connectivity and visibility do not have to be excluded from functionality helped lead to the final building concept. Departure Arrival
Enter Plane
Check-in/Ticketing Have ticket Gate
Figure 9.16_Connection, visibility and functionality Bag Check Lounge
Lounge Security
Security Greeting
Lounge Bag Claim Lounge
Gate Car Rental
Plane Exit
Figure 9.15_Diferent paths for different passengers Figure 9.17_Boston Common 140 zak
im- bunker hill br
t idge
por
one f
tional air
bost nancial c na
one in er t on c k
ommon+public gar t en er
na t logan in er tional plac
pruden bor bor + deer island par
e tial c den on har hanc
en y + old har bost t er ock t
e ba
f o en w w a er y par pleasur
k
thomspon island
Figure 9.18_Specific lines of sight to landmarks or locations
Figure 9.19_View opportunities of either long views or short views through built context 141 This design implements three different types of enclosure for different types of spaces and therefore experiences. A screen is used to give a feeling of privacy but also of simulataneous connection to the rest of the terminal. A heavy wall is juxtaposed with a transparent surface to reinforce the concept of the connection between the earth and the sky and gravity and flying that is inherent in airports. Lastly, because views are so important to this project and this site, transparent materials give a sense of complete connection to the site and beyond. On the opposite page are the site plan and building plan. The building plan in particular features the extensions of the lines to the views and landmarks. The site intervention accommodates a three level parking structure, with the main characteristic being a direct response to the typically completely flat site design of most airports. Here, the site is designed to appear as though it is taking off, lifting up from along the runway to becoming the roof structure of the building as well as covering the parking garage. The site continues to fold to create different spaces both on the approach and as one moves through the building, with the courtyards that are an ever-present connection to the natural Figure 9.20_Different types of enclosure in building design qualities of the site and the region. The only things that protrude through the plane of the folding earth are the “view box” above the terminal, which functions as a restaurant and lounge that is open to the public, and the control tower located to the south of the building. The idea is that the control tower, as a tall sculptural piece, is visibly in tension between the earth and sky, opening up at its base, constricting in the middle and then opening up again at the top where it is in the sky, as seen at right in figure 9.21. In this design, the forces of the site literally form the building, and the idea is that these forces are so strong that the site itself becomes one large Figure 9.21_Tension between sculptural element, rising up for the earth to reach to the sky. earth and sky
*
... !! ! !?
Figure 9.22_Different types of enclosure for site design Figure 9.23_Effect of earth folding up around viewer 142 Figure 9.24_Site plan
UP
UP
UP
UP
UP
UP
UP
UP
UP
UP
main level oor plan Figure1/32”=1’-0” 9.25_Buidling Plan: Main level
lower level oor plan oce level plan Figure 9.23_Effect of earth folding up around viewer 1/64”=1’-0” 1/64”=1’-0” Figure 9.26_Buidling Plan: Lower level Figure 9.27_Buidling Plan: Office level 143 transverse section 1/8”=1’-0”
Figure 9.28_view nodes and occupiable wall Figure 9.29_lounge to plane transition longitudinal sections 1/32”=1’-0”
through lounges and gate area
Figure 9.30_transverse section
Figurethrough 9.31_longitudinal courtyard section “spine”
By examining the section, one can begin to understand the subtleties of the continuous folding of the green roof “site.” The roof is low in the corridors to again reinforce transverse sectionthe human scale, but then angles up and out in each of the lounges. The final height of the ceiling varies from lounge to lounge, but across all the lounges, the heavy concrete 1/32”=1’-0” roof structure tapers as it moves away from the building in a significant cantilever. This characteristic makes the building have a sleeker and more dynamic quality in section, again reinforcing the effect of the earth reaching up and out to meet the sky. The building almost appears to dissolve into the sky as its heavy structure diminishes to nothingness towards the end of the cantilever.
The cantilever is critical over the gate area, as this airport does not employ jet bridges as a means for passengers to board their planes. As a means to reinforce the connection with the site and location, and in keeping with the tradition of small airports around the world, passengers must walk out onto the tarmac to board their planes. However, with the significant cantilever that this airport offers, planes can pull up under the roof, which prevents the passengers from getting wet in inclement weather. Walking out to the plane in this open condition is much like walking from ones car to the front door under a porte cochere.
144 steep slope retention grid native grasses ashing growing medium 8” [intensive] lter eece concrete structure drainage mat rigid insulation rigid insulation exterior brick root barrier + waterproo ng interior brick
concrete slab +rebar
tie rods for brick
double paned window
brushed painted steel mullions
deep interior sill for seating [wood cladding on seat + ceiling]
wood ooring concrete oor slab
Figure 9.32_Detail section through heavy wall looking toward window
The convergence of earth and sky also occurs in the construction ethic of this building. Heavy materials were intentionally chosen to reinforce the feelings of gravity, heaviness and of being surrounded by the earth before taking off into the sky for the flight. This symbolism is supplemented by the green roof and ivy walls seen in the courtyard spaces, which give the impression of the earth folding down to create spaces for the travelers. The heaviness and gravity is further reinforced by the opportunities that are created for passengers to pause and sit in niches within the walls, or on solid concrete benches that extend out from the concrete base of the walls. At those moments of repose, one feels the texture of the clay that comprises the bricks or the smoothness of the concrete, and also their coolness upon meeting the human body. In the section above, the niche in the masonry wall is also a window seat, which allows that passenger a private view out over the bay and its islands.
This heaviness is juxtaposed by light screens and large windows opening up to views to complete the three different types of enclosure that were discussed previously. The delicate wooden screens comprised of thin pieces give a sense of enclosure, while allowing light to still pass through, and passengers to still feel connected to the activity of the rest of the terminal.
145 Figure 9.33_materials palette The materials shown above reflect the human sensitivities of this new terminal. The grass symbolizes the folding site, and the opportunities to be out in open air courtyards even after having gone through security. The brick wall speaks to the vernacular architecture of New England, and is one of the materials used to convey the heaviness of the construction and the gravity of the earth. Ivy alludes to Boston and to Harvard University in Cambridge, and will be found growing up the green walls of the courtyards. The second row begins with the wooden screens that are used to provide a sense of privacy for passengers waiting in the lounges without disconnecting these spaces from the rest of the terminal. The typical New England meeting hall with its colonial windows is referenced by the abstracted gridded windows of the lounges and gate areas. These grids are enlarged so that they do not distort the views outside, but not to a scale that they are not legible. Brushed painted steel makes an appearance as the material of the mullions in the “colonial” windows, as well as in parts of the check in counters, scales for baggage, and baggage carousels.
The third row features the repurposed wooden planks that will compose the floors of the lounges and of the gate area. This material choice adds a much more tactile character to those spaces, as opposed to the vinyl floor tiles that are typically found in airports around the globe. The polished concrete is the simple, beautiful and tactile material of the floors through the main corridors and at the base of the brick walls. The concrete also forms benches in some of the lounges and courtyards for passengers to stretch out on. There are also several walls that are simply gypsum wall board with a white painted finish. The fourth column of the materials palette shows different interior conditions that will appear throughout the terminal. The lounges will feature fields of small suspended lights to illuminate those spaces in a way that is unique to the way that lounges are typically lit. Similarly, long, muted directional lights are positioned down the hallways as a means of way-finding, as well as an enhancement of the atmospheric quality. The furniture in the lounges will be comfortable brown distressed leather arm chairs, with repurposed wooden coffee tables and end tables, to allude to the atmosphere and qualities of a comfortable living room as opposed to the inhumane airport terminals of today. 146 The next several pages document a sequential movement through the new terminal. On this page, the top image shows the approach to the airport. Here, one can see the way that the site folds up around the traveler as they get closer to the terminal, which creates a unique entry sequence that engages the earth as well as the sky. Furthermore, it encourages an engagement with and awareness of the site that wouldn’t happen if the site were completely flat or paved over as is the case with many airports today. The next image depicts the security checkpoint for departing passengers. In general, security is one of the least pleasant parts of the airport experience, and a goal of this thesis was to make it a more human experience. In the lower image, one can see that the zone has been visually opened by using light wooden screens and allowing natural light into the zone through translucent windows. Furthermore, materials that are much more tactile and pleasant to be around have been introduced to this part of the building, as opposed to the harsh and sterile materials that exist now throughout the security screening zone. The following image shows a zone of benches that are formed from both the brick walls and the screens that cover the windows. This area is specifically for putting oneself back together after having to empty one’s bags and pockets for the screening process. Simply prescribing a particular space for this function makes the security process much more humane, as opposed to the current situation in airports today, where one has to put their shoes on and re-pack their bag(s) while walking or balancing, and feeling rushed and as though one is in the way. Again, there is visual connection to the rest of the terminal, and natural light, but because it is a prescribed zone off to the side of the main path of traffic, it becomes a less frantic process.
Figure 9.34_Approach to the new terminal through the site’s folds
Figure 9.35_Security, with screens allowing visibility through to rest of terminal Figure 9.36_Zone immediately after security 147 The image on this page illustrates the corridor condition one encounters after passing through the security zone as one begins to move towards the lounges and gates. There is a natural progression that occurs and shows passengers where to go because of the soft lighting that has a directional quality from above, and the line of courtyards to the right of the corridor, as well as the screens and railings that create a permeable barrier into the lounges to the left of the corridor. With all of these qualities working together, the building acts as its own wayfinding system, and although there will have to be some signs, the lighting and directional qualities of these different elements come together to show travelers which way they should move to get to where they need to go.
From this point of view, one can read the line of courtyards, and see that they are transparent on three sides and feature one solid wall. This solid wall is where the green roof “folds” down to create the courtyard space. The wall is very thick with brick facing, and as a result of its thickness offers niches and the opportunity for a traveler to pause and take a seat there. The passenger can have a little bit of privacy by being sheltered by the brick niche around them, but also still have a connection to the outside by having a direct view into the occupiable courtyard opposite their position. The courtyards also allow natural light into the corridors, and because they are planted with native grasses and birch trees, they can create beautiful plays of shadow and light during the course of the day, as is seen in the image in the foreground at right.
Figure 9.37_Corridor leading to the gate area, flanked by lounges and courtyards 148 Below is an example of a common lounge in this new terminal. The flooring is repurposed wooden planks, which are highly textural and warm, but also smooth enough not to hinder easy movement. The large window is a variation on the colonial windows from the old meeting houses, and a courtyard brings in natural light and offers passengers who are waiting the opportunity to go outside to enjoy the weather. In the courtyard are native grasses, shrubs and birch trees, all of which would be found along the shoreline of New England. A delicate wooden screen has been placed along one of the glazed walls. This way, natural light still filters into the waiting lounge, but the courtyard offers a little more privacy to the people opting to wait there than if it were enclosed only by glass.
The ceiling is adorned with a field of small pendant light fixtures, which make the ceiling seem more like an art installation that can create interest while also serving to illuminate the space. Passengers would be waiting in comfortable leather armchairs, with access to power for their computers and phones. Coffee tables made of repurposed wood allow passengers to put their feet up if they so desire. The scale of the space is much smaller than the typical waiting lounge in an airport, and therefore allows the passengers to feel much more comfortable, and not like a scaleless being in a vast hall. Also, the screens help with acoustics, keeping down the inherent noisiness of the corridor. Instead of featuring constant messages on loudspeakers, there are electronic message boards on the wall that display when certain flights are departing, with only periodic announcements coming over the intercom in soft tones. This further allows passengers to unwind and disengage themselves from the often stressful activity of travel, while simultaneously engaging with their surroundings. Each lounge truly has the accommodation of a first class lounge, but is for passengers of all classes.
Figure 9.38_Lounge facing Boston 149 The top image below illustrates the new gate area. As opposed to airports today, this is not where the bulk of the waiting time is spent. The lounges are where passengers pass the time as they wait for their plane to begin boarding. The gate area in this terminal is specifically for enplaning and deplaning. Comfortable chairs are located here as well for those who feel most comfortable waiting directly by their gate, but there are only a few to encourage passengers to move to one of the several lounges nearby or the restaurant or bar to pass the time as they wait. There is also access to a large courtyard from the gate area, for those who would like to be closer to nature before embarking on their flight.
The bottom two images show at left the procession along the arrivals side of the airport, with visibility into all of the courtyards acting as a guide for where to go. Furthermore, much like the corridor on the departures side, soft directional lighting is used here to help aid in a more natural wayfinding process. The bottom right image gives an impression of the atmosphere in one of the courtyards, with the ivy covered wall to the right acting as a connection between the ground of the courtyard and the green roof, reinforcing the idea of the site folding into the building to create natural spaces. Again, although these spaces could easily be very large, they are at the human scale, and featuring tactile materials and local influences to reinforce the sense of place and engagement with the building as well as the site.
Figure 9.39_Gate area
Figure 9.40_Moving up the corridor on the arrivals side to exit the terminal Figure 9.41_In one of the courtyards 150 The final moment within the terminal is shown below. One approaches the exit through the delicate wooden screened security zone. To the left is an area for reunions with loved ones that is out of the direct path of travel to the baggage claim and exit. This allows for reunions to happen more organically, without being run into or tripped over by people who are hurrying to catch a bus or get their car and get back into the city for a business meeting. The heavy brick wall makes a reappearance and here its niches provide a place for travelers to sit and wait for baggage or for loved ones to arrive. The large window offers views to Boston and the harbor, which helps the passengers acclimate to their new location, and giving them time to arrive mentally.
In this new terminal design, each event along both the path of arrival and departure was carefully considered in terms of what the needs of all of the people using that space could be. There is always a clear path from one end of the terminal to the other for those who arrive with exactly enough time to go through security and run to their gate (or who arrive and must run to make a meeting), but also many various spaces with different qualities for those who have time to sit and relax, or who must work on a presentation before departure, or who want to spend as much time with their loved ones as possible before moving on to the next event in the terminal. Through this careful examination of the people who will be using the terminal and their varying needs, a new type of terminal has emerged which accommodates them all and therefore makes the airport a much more comfortable and pleasant experience. Its ties to specific views of Boston and the harbor, as well as the use of native trees and grasses in the courtyards reaffirm its connection to its site, or its Genius Loci, and the use of warm, tactile materials and opportunities to physically engage with the building reawaken the senses and the wonder of flight.
Figure 9.42_Arrivals security looking at baggage claim and exit 151 Conclusion The quality of airport terminals today has led people to become disenchanted with the idea of flying, in part due to the chaotic, depersonalized environment found in most airports. The cavernous spaces clad with glass and steel are anything but inviting for travelers, and succeed in their functional goal of being cold, transitory spaces that one wants to pass through as quickly as possible. Passengers have become completely removed not only from their immediate physical surroundings but also from the experience of traveling, of moving through the air at high speeds with only a thin metal membrane separating them from the harsh qualities of the earth’s atmosphere at cruising altitude, and they take for granted the fact that they are experiencing a real feat of engineering.
Through the research of this thesis, an architectural solution for this set of disconcerting problems has emerged. A heightened sense of interaction with, and awareness and perception of, one’s body and environment is promoted through design considerations of construction ethic, site intervention, materials (and their textures), lighting, and connectivity to the outdoors, site and landscape. These qualities of the terminal designed herein foster the new positive experience of the passenger and the employee (as previously passive individuals) by engaging the body and its senses with the place that is the building and the site. The terminal design is specific to Boston in its character, features spaces that are at the human scale, engaging and pleasing to the senses, soothing to the nerves and exploits the fascinating simultaneous dualities of the airport as they continuously converge: that it is both transient and static, active and dormant, of the earth and sky, and housing arrival and departure. Through the explorations of this thesis, the airport becomes a part of the journey, a place to explore, enjoy and spend time in without stress or aggravation, and is considered a prelude or a conclusion to the adventure and wonder of flight.
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