A Program for the Reuse of the vmoN PASSENGER TERMINAL El Paso , Texas AC '^win m isa Q ^ 5 "^ I
Charles Hlir thesis '78 texas tech_
I I TABLE OF CONTENTS PAGE
I. INTRODUCTION , 1 - History of El Paso and Its Transportation - The Union Depot - Its History And Present State - General Proposals For the Building*s Reuse - Client Goals and Objectives - Overall Goals and Objectives II, SITE ANALYSIS..... 12 III, GENERAL ACTIVITY DIVISIONS , 38 IV. DETAILED SPACE REQUIREMENTS 55 V, REFURBISHING AND REUSE OF BUILDING - DESIGN CRITERIA 74 VI. APPENDIX 78 CHAPTER I. INTRODUCTION INTRODUCTION
m A HISTORY OF EL PASO AND ITS TRANSPORTATION i
Discovered in 1535 by the Spanish explorer Gabeza incorporated and began its slow, steady growth.
De Vaca, the importance of the pass where the Rio Today El Paso is the fifth largest city in Texas,
Grande cut through the mountains was soon recognized. with a population of 375,000 people and is also the
In 1598, Juam De Onate, the colonizer of New Mexico largest city on the Mexican border. Combined with named the new route to the north, El Paso Del Norte Juairez the population of the area reaches over a
("The Pass to the North"). By I6IO El PassDellNerte million, and the cities form a Metropolitan oasis had become a perailmiatl sojourn along the Camino Real, hundreds of miles from any equal concentration of or King's Highway which ran from Chihuahua to Santa Fe. population and commerce.
This narrow pass is created by the FranKLin Thus, the people of the "Twin Cities" of El
Mountains at the southern end of the Rockies, and the Paso and Juarez have a strong historical and Cul
Sierra Juarez (Juarez Mountains) through which the tural association, and amieconomic strength gen
Rio Grande flows. At this place Franciscams estab erated by the dynamic growth of the Twin Cities. lished a mission in I659. The original of which still stands inbthe center 6f Ciudad Juarez. Both El Paso's original establishment and
By 1827, a settlement existed on the north bank growth are attributed essentially to its strategic
of the river at the present site of El Paso. In 1848, site upon a transcontinental crossroad. El Paso is
Texas became a territory of the U.S., and an Army an important trade and trsuisportation center on
base was soon established there, which was later to several Federal highways, and is served by both
become Fort Bliss. Finally, in 1873, the city was U.S. and Mexican railroads. The city is a tourist gateway to Juarez and the interior of Mexico on the streetcar.
Pan American highway and to attractions in the scenic On May 9 on that year. Southern Pacific Railroad southwest U,S,, which includes Carlsbad Caverns and CoB^ny, approaching from the west, won the race to
Big Bend National Parks, El Paso against competing railvays coming from other
The one million people located in the area have directions. The Santa Fe railroad followed shortly a unique dependence on limited transportation facil and in 1882 the Mexican Central railroad reached ities which service their international travel needs. JuairoE.
These movements are related to the large movements in January 1881, the first streetcar franchise of people for the purpose of working, shopping, was granted and four routes were approved. By mid- social and business trips coupled with the impor%- 1882, two other companies were in operation. Main tant IntematiomuL travel of tourists between the taining two bridges connecting the cities with two Downtown areas, which are less than one mile apart., streetcar service, this period brought street rails
and mule-drawn cars to the streets for the first
As a strategic location on travel routes, El time. The mode served as the public transportation
Paso Del Norte became an important stage coach station system until 1902, when the mule-drswn cars were in 1857, with the Southern Overland Mail and Butter- replaced by electric cars. field stage using the city as a vitalllink in their In 1920, the transit system hit its peak of operations. And then, in 1881, residents of the city operation when there were 103 cars, 64 miles of saw the simviltaneous arrival of the railroad and the track and about 19 million passengers annually. During the period after 1920, streetcar patronage country, is required to support its portion of the
fell slowly; add, in 1926, the first buses appeared 1 project financially suid to obtain permits, properties
in the city. By August, 19'*'7, all of the streetcars and rights-of-way which are need to implement the
and trolleys were abandoned, emd only the Juarez system.
Streetcar line remained in operation. Various reasons significamtly decelerated pro
In 1943, El Paso City Lines Inc., was awardall4' gress toward the development af a monorail system.
bus xroutes within the city and the remaining Juarez The generally depressed state of both the American and
streetcar routh. Since then, 3 other franchises Mexican economies in 1975 reduced the availibilty of
have been awarded, resvilting in an effective private capital in both countries.o
coverage of El Paso and Juarez with mass transit. However, with improved economical outlooks over
Plans for a iRodem International transit the past few years, the groxip has begun actively
system first began in 1964 with the creation of a seeking Federal Aid from a National Mass Transit
private corporation to develop, construct and funding program, and even trial conpletien of the project
operate a monorail system between th Downtown looks positive,.
areas of El Paso suid Juarez. The El Paso Spon
soring group received a charter as the Inter
national Monorail Corporation (IMC), A counterpart
Juarez group was granted a Mexican charter as
Monorrieles Intemacionales, S.A. (MISA), Each
of these organizations, working in its own THE UNION DEPOT - ITS HISTORY AND PRESENT STATE
In days gone by, a railroad station was one of Second Renaissance Revival design. The enlargement the most important centers a growing town could both in size and scale as compared to the earlier have. It not only brought goods, but people, and Renaissance Revival is evidenced by a wider area it was the trains that often decided whether a town between pairs of windows, which was used to imi lived or died. Railroad stations were the gateways tate quoins. This building clearly illustrates to cities and provided an introduction to the city. the simplicity and order sought by designers of
Between Hay and December 1881, the Southern this style, such as BumHam, who were rea Pacific; the Santa Fe; the Galveston, Harristurg the very differentvqualities admired in the ajid San Antonio; and the Texas and Pacific rail Victorian period,« roads all entered El Paso,^By I9OO the need for Railroad stations, such as the Union Depot, a larger, more permanent railroad terminal was often served as the gateways to cities and were felt due to the ever increasing traffic. The El Paso usually magnificent, dominating stmictures. Today, Union Depot Company, owner of the site of the proposed with the decline of railroad passenger service, depot sought and obtained as the project architect msmy stand in virtual abandonment and are in danger of Daniel Bumham of the firm of Burnham and Root of being lost. Indeed the Union Depot's sole purpose Chicago, and, with original designs complete, the at present is housing the small offices of the building was constructed between 1906 and 1908.^ AMTRAK florporation,an d servicing one passenger The Union Passenger Station is an ewmtple of train per day passing through the city. GENERAL PROPOSALS FOR THE BUILDING'S REUSE The existing building and property of the depot ultimate goal of removing all private vehicles was purchased from the Union Depot GoBipany 1^ the from the Downtown area. The eventual completion city of El Paso in 1977 for $950,000, A 2 year of the Downtown People Mover coMd allov for lease was made by AMTRAK for continued use of space aut* parking at the proposed transportation within the building pending construction of a nucleus with the with the final leg to the CBD new terminsLL on the extreme eastern pnrtion of being made onthe Mover. the site or a continued inclusion of the facilities A recent study "by Wilbur Snith and Assfteiates within the soon-to-be-renovated structure,« concerning El Paso ultimately proposes the the At present the city has a loose plan to auxiliary buildings to the west of the Depot be incorporate the site and structure into a trans razed smd a new bus maintenance facility and parking portation nucleus for the city, relating bus airea be constmcted for the city bus fleet. The study service, AMTRAK rail service and a proposed also proposes that the new offices for the city Downtown People Mover (DPM) system tying the GBD's bus system be housed within the renovated Depot. of both cities together. A past study, again by Wilbur Snith (1975\Q The proposal is surrently imdergolng study concerning the proposed DPM recommends the Depot as by the El Paso city planning office, llie advantages one of the main stops of the system between downtown of locating a transportation nucleus on the fringe El Paso and Juarez. A fairly large parking lot of the CBD lends great possibilities to the city's would be needed nearby for handling the passengerSs autos. The conception of the Depot as a large scale transportation nucleus would certainly mean the passage of large crowds into and through the structure. This would most probably provide a market for certain retail services, such as restaurants and retail stores, but available space is the key fii • factor here. This proposal provides an excellent opportunity for b&th the city smd the puUie, Net only does the reuse of and existing structure allow for obvious savings over the construction of a new one, but the historical character of the Depot would be impossible to recreate in a new facility. The old Union Depot has long symbolized to El Paseans the Golden Age of transportation, and a reuse of the type proposed wS>uld carry on the historical traditon of that belief. THE CLIENTS THE DOWNTOWN PEOPLE MOVER - aiENT GOALS AND OBJECTIVES: 11 INDIVIDUAL RESPONSIBLE FOR PLANNING WITH THE ARCHITECT: 1. Enhancethe attractiveness of the center city - WauLter T. Jones areas in order to attract new development, Airport Hauiager auid Director of Transit thus reducing Urban Sprawl El Paso International Airport amd Mauss Transit 2. ImpTOve circulation in the center city area Board for all for all Aodes ofrtot&sportation El paso, Texas 79925 3. iBqprove the physical ties between the Twin Cities of El Paso and Juarez in order to fester continued Joint economic growth 4. Coordinate the transfer of people between modes of transportation by providing a centralized, intermodal inter face 5. Strengthen international relationships between U. S. and Mexico THE CITY BUS LINES - SUN CITY AREA TRANSIT (SCAT) - aiENT GOALS AND OBJECTIVES. _ THOSE RESPONSIBLE FOR PLANNING WITH THE ARCHITECT: 1. Promote the Clffl as a viable economic center - Judy Ramsey 2. Provide for fringe parking lots along the Sun City Area Transit periphery of Uhe CBD with a possible 130 North Cotton St. Minitus system to connect fringe parking El Paso, Texas 79901 lots to major e.n^loyers auid other gen erators within the CBD - Judy Price 3. Promote Park-auid-Ride service to the Department of Plamning and Research CBD for 12 hour operation with closer City of El Paso headways during peak hours 4. Provide for preferential transit treat ment on freeways and aterlaQ. streets leading into the CBD area 5. Provide express lus service to serve major activity centers AMTRAK - CLIENT GOALS AND OBJECTIVES THOSE RESPONSIBLE FOR PLANNING WITH THE ARCHITECT: 1, Provide efficient and courteous service to - National. Railroad Passenger Corp. passengers of AMTRAK - the train depot will 400 Nor*h Capital st. be the first impression many visitors have N. W, Washington D.C. 20001 i;j(^ of the city and the responsibility is AMTRAK's to make it a good and lasting one 2. Operate the ticket amd baiggatge facility in as organized a manner as possible to maintain the compauiy as a profitable one PRIVATE RETAIL DEVELOPMENT - CLIENT GOALS AND OBJECTIVES 1. Provide retail services to users of the ter terminal, as both a private profit - making enterprise and to increase overall revenue for the terminal facility 2. Brovide adequate commercial appeal so as to attract constuners to the tenainaQ. merely for shopping purposes 3. Add variety t* the terminal activities to strengthen the overall public draw to the teanainal OVERALL PROJECT AND OPERATIONAL GOALS - 1. Produce an esthetic, well-designed func- 7. Preserve and Teatoxe as much oJF existing historical tionaLl reuse of am otherwise dormamt and charactto as Is possible decaying Nationailly historic structure 2. Provide a step in improving amd enhamcing the overall appsttrance amd attractiveness of the Downtown area by improving existing building conditions and environments 3. Provide a well-organized, accessible transportation facility to promote maximum usaige and public acceptance 4. Coordinate the city's primary public transit systems into a workable interface - thereby improving overall efficiency 5. Provide an efficient, profit-making enterprise for the city of El Paso 6. Develop a careful, contemporary design which is both sensitive to the historicaa archi tectural context and provides modem con venience and practicality CHAPTERIII. SITE ANALYSIS m SITE ANALYSIS DESCRIPTION OF PROPERTY AND LOCATION The actual site lies some 200 yards from the Rio gxande river and is therefore a somewhat lowlying area of extremely barren terrain. It is bordered to the south by Paisamo street (U.S. highway 62) amd Inter state 10 tb the Noriih. The site is virtually flat throughout with a slight hill to the north of the site and a slight down grade towards the river to the south. There is almost no vo-; vegetation with only one tree on the west side of the •building and weeds scattered about the remainder of the site. To the east and south of the building is mostly asphalt with to the west. To the north lies 13 sets of railroad tracks, the old Southern Pacific switchlig yards, which are now unused except for the northern 5. Much like the rest of the city, ther is bedrock close to the surface and therefore stable ground conditions. Ciudad Juarez LOCATION MAP SITE ANALYSIS CLIMATOLOGY lO. lease's climate is relatively pleasant year round. CaLlled the "Sun City", the name is appropriate in that genersLlly, the sun will fall to shine maybe one day out of the year. During the summer months, the temperature will frequently pass the 100 mark, however, because of the low humidity, the heat Is tolerable. In winter months, the low will,seldom dip below 10 degrees. July is the hottest month of the year, with the average high at 95 degrees amd the average low at 65. The coldest month is Jan\iary, with highs averaging at 55 degrees and lows at 30. As humidity is low year round (averaging 38^), so is ^precipitation. An average year will yield about 8 inches of rain, with the most falling in July (average 1,30") amd the least in April (average ,30")« One of the main problems in the area is wind. Strong winds will come off the mountain amd, since the •m area is desert with large amounts of loose sand, these winds cause terrific dust storms which can haniper YEARLY PRECIPITATION IN INCHES local activities. The wind is primarily from the north in the cold months, from the west-south-west 1.30 -— - - -.__... in the spring (when it blows the hardest), and from 1.20 \ L_ ... . the south and southeast in the summer and fall. Average wind speed is 9.8 MPH (max,-81 min.-8.4) 1.10 \ NORMAL YEARLY TEMPERATURE CURVE 1.00 ! ! / 1 \ i 1 .90 • \ 90 .80 A I • 80 \/' 1 .70 1 / \ ' Daily Max. 1 .60 70 i i • X"""^^ ' \ .50 / \ \ / \ i\. 60 .40 s^ / \ / i / V/^ / ! \ 50 .30 Daily Min. i \ \ ': . • 40 .20 ; • T""'''' .10 — — - 30 M A M J J A S 0 N D F M M J J A S 0 N D MONTH MONTH * SEE APPENDIX I PREVAILING WINDS JANUARY FEBRUARY MARCH APRIL E:L PA>=bO 1 N ; • 4^ .h \ 1 .:/#P \ ^"^j^^y^^^' 1 ^^^^ ^ '""j^^ ''xy' jf^/'^^^ N$jjjp===^^ iTl JLJ>\P^E:Z IlAY JUNE EL PA. -^ SEPTEMBER OCTOBER ; NOVEMBER ' DECEMBER ...^M SITE ANALYSIS THE EXISTING UNION TERMINAL The existing terminaLl building as it sits today is a very sturdy but run down structure. The main building and the restaurant addition are the only two significant structures on the site,, both in the historical sense and structurally. The mail room addition, although well built, is in poor repair and it is felt that this portion of the structure should be razed so that that portion of the site could be put to better use. The two main tenance and storage buildings to the west of the terminal are considered insignificant and should be torn down, unless a need for them cam be shown. The old steam-driven locomotive amd tender in front of the depot is a neglected monument to bygone days of the Golden Age of Transportation amd should be given restored significance as a r«lic. * SEE APPENDIX III rw^s' ;• 4 ,)H4 P4 ^SL H m? "V 11 EXISTING NORTH ELEVATION EXISTING SECTION 10 30 50 0 20 40 baggage SITE ANALYSIS SURROUNDING LAND USE The Union Depot sHe is located in a relatively poor section of the Downtown area. The Interstate to the north is elevated and so when viewed from the terminal appears as a concrete retaining wall. Be yond the Interstate is one of the oldest housing areas in E| Paso, Sunset Heights. This area was once the grandest area in El Paso but is now in poor repair amd considered a bad neighborhood. To the east of the terminal lies an old retail amd warehousing area. Most of the buildings are now closed or abandoned. In the building directly across the street from the terminal is a welfare mission for lost souls. Un fortunately most of the "lost souls" are winos amd loiter around the vicinity. South of the site is Paisano Drive, which becomes elevatedaiB it rounds to the west and creates a very unsightly area beneath it. Directly across paisamo lies the Santa Fe Rail road switching yards. SITE ANALYSIS 1 ACCESSIBILITY fff Due to the position of major roads and railroad trafeks around the site, access to it is limited to ^^ the eastern edge. It should be stressed here thatthe eastern boundary of the property affords the only access to the site. This should be a major factor in the proposed design. Auto access to the site can be made either from San Francisco Ave. or Paisano Dr. to Coldwell St., the small road that runs in front of the terminal. Due to the current amount of sti^et and paving in front of the terminal, pedestrtan access is very difficult. Sidewalks parallel San Fsamcisco and Paisano Dr.. Both the east amd south sides of the building are paved to the property line and are simply open, clear areas with no organized parking ^.-i[Tl.-^K.'<4 AUTO CIRCULATION • [ PEDESTRIAN ACCESS AUTO PARKING G^H«C loo' irid 200' zno' EXISTING TERMINAL SITE ANALYSIS EXISTING STRUCTURES After the completion of the main terminal building two additions were made to it. First, a restaurant was added to the southwest coener, amd later, a mailroom was added beyond the restaurant. Two main tenance and storage buildings were built out beyond thponeiilroom on line with the building's southern edge. The only other object on the site is an old oil burning steam engine, the Southern Pacific 3420, which was in service on the Southern Pacific lines and on which, incidentally, the programmer's father, Mr, W, E. Hill was enqoloyed for a time. the union *igF^ PROPERTY BOUNDARY ilepnt r—w^w EXISTING TERMINAL lod ['xi zoo' zoo' SITE ANALYSIS BUILDABLE AREAS Excluding the terminauL building, virtually the entire site, with respect to setbacks, is buildable. 7-r The plam reflects the recommendation that the mall room addition be razed amd includes this space as buildable area. The Bastem And western portions of the site taper into pointed wedges. Although these areas a^ shown as buildable, major consruction here would be very difficult. SITE ANALYSIS EXISTING FOLIAGE As was described in the site description, the site's harsh environment has made extensivelamdscaping both impractical and unfeasible. The soil in this area, being so close to the river, is mos-U.y coleche which makes plant growing very difficult. It Isrecommended tha*rtaHy proposed lamdscaping in the area be pro ceeded by a new layer of fertile topsoil. • As is shown on the plan, only one tree exists on the site, a huge non-bearing Mulberry -^at was probably planted when the building was built amd is probably the only remainder of the original land scaping effort. the union Gt^^PHtC <^^XJt, : jg;^|^J PROPERTY BOUNDARY depot od irJd 200' trx>' EXISTING TERMINAL SITE ANALYSIS ZONING The zoning of the existing property has bee changed from M-1 to L-I (Light Industrial District). Details are as followsj Section 18. Ll-Liglit lndustii:il District. 18.1 Pmijose of the Di.stiict. Tlie purpose of this dislricl is to provide for a wide variety of light nianufacluring, fabricating, jirocessing, wholesale distributing and warehousing uses aj^propiiately located near or adjacent to major thoroLighfares or railroads for access. Commercial uses and open storage of materials are permitted; new residential development is exclutled excei)t for certain specifieii uses tiecmeil appropriate adjunct to industrial operations. 18.2 rermittcd U.scs. A building or land may be used only for the following purposes: a) General light industry, warehousing, and storage uses including certain open or enclosed storage of products, materials and vehicles. b) Those uses and other similar uses contained in the list below including wholesale cstablishmcnls, service industries, and light industries that manufacture, process, store, and distrilnile material refinetl elsewhere. c) Manufaclinang, compounding, processing, packaging or treatment, luiiess otherwise stipulated, of the proilucts or similar products contained in the list below. All pe'rmitted uses or activities are subject to the performance standards of Article 5, Section 20. 1. Dwelling for resident watchmen and caretakers employetl on the premises. 2. Farm dwellings ;ind acces.sory farm buildings located on a farm of ten (10) acres or more. '2/ >. 'J o M (J — Ill —' o 'J o 9: •^ p hats , per m nan u ca n i 'O '_> '— ypcs ) 0 M ::^ 'J •a P _^i^ •Ji y. —• 0 tL u £ y. '_) til '_) "D — X 0 pillo w anufac t ^ "J •-Z. p •^ tp 11 y. —^ - ^ ;i ::; ^ to CL. tj tfl •y. y. 0" ~ E ." 0 >• U 'J •-> t.> CJ — ,:= ^ -^ 0 >% •/-. - y: T3 T^ "Ci :^ _.-* 0 '_> 'J ^ ~ "-J u O-i :UJ -1^ VJ 'J u 0 > P 0 ;:Jj Oi -_) xP '-» r3 V. .ii; r! -T •J — — ." • — t;) "'~' L-"." — _- — " ^ — =* ^ S. 5 •-0 < CJ ' X "x Z _ r-j ro -j- O — '-1 "^1 V-) sC r- :o CN X ON r^i oa rJ a r! <• 1 r J r 4 r 1 'O O ^ o o CO b E_ M o *>j o — '•J M —; y O o X 1) -^ +-* ZJ — c '-1—• O o "zr.. o — jj f— CO 'J n —^ o -:2 .zz 1J SO — ^ ',' >, O o v; ~ ,^ -) SO ZZ :/: — o o > —' r^ = iO i s >, X o X o L^ •r. O iO 'J o E iO ~ tii O CO :JZ >. to o -.1 'J — ti. > O < E > o O O — SO si) •- o c 2 ^ t— CJ 5 'J Ul o V. — o C O 2J :;^ to O — r-i -1- I/O o — 1-0 t/1 u iO -t A CJ L_ 'J . y :i^ __, to CI .—. — 'J — ~i3 O •^ O o i> ^ Zi •y o 'y^. .^ = y o Ti: to co n ~ "^ 5 o .z: tfj C '-J lO ->.^ —- ji; .~ 3 •y: to o ^ , *-^ o u w' *_1 - — ," ^ ,_^ E to :/3 CL •r o ^ '-J •^ o o cr. — ^^ y. v; to T"-" • j__, ti) , 0^^ T3 ^y; •^•_ ^ ^ ZJ "" •;J ~ _* ^ . —• .™ o to ~ y. to to rj OJI A — •—• " '•J o =0 • — • ^ "' - j y. '-> — — to -. •— H .— i ^0 ;r c :? ._. c^ ;i o c. "^ p., 2 •y -o l> o •^ 5 u to to o r; — o to o -.^ c L. O rt p -^ --) CL >> "^ '_/ , ^ to y — Zj •j~: ~ y. '^ 1_ — ;:^ • — C — "33 . • -< .•^ uz y. •"• »- o _^ y _J Q IZ to zz ~3 y. rr O 'J 5 1J .^ p /-^,_ '_) idi n •E l.io d \n — to P: i^ -a ^^ 'J t* t;j 1 ah n ^^ -J y: y •y: '-J 3 -[, Sig n Silv e ^ Tran . Tru e War e Wel d Who l c e n t ^: u^ d o r~-' r- OS d 30 "z: r:: p cn 'J — p ~ _i^ ce s —• • •• y cz y. , ~ ^ •y .->* —. "* .— o ~3 ^ to to y-; •- ? •J -' — _ ^- i^. > ' • to 3 -"• to y. y — ti; 'to >•' .^ — '- ,_ — ^ X .IZ -IZ ~ .~ -- •- •— = pi 'wJ y —o —; zz ~ Sl ( = M to.r y y ••' — — — >^ •y -L^: o o — — —' '_i . -y - 'y — y o to o y O.lc l -^ ' ^ S\\ ! ^ —' —, > —• E o tO '~j O - il d to y C— 'J 1^ -Ss ^ ^ o O —' tij -^ c u -^ — ~^ r; "I( •y. •. '-* . r- c rr 73 ^ ,zl y -^i r: to ^ O o ;_ y. to o 'c' C :_ ^ -;^ > o -_J - — o •_ -'• - o •j; o T7 r^ y y y — O y y. * •* t/, " — ^ ^ ^ to _z: y ^ ,-^. o •y. ~ • ' *j —' -' — . ^ -^ — ^ zz o _: > r- ~3 z^ ~ E:' r* X — > — ^" ', — y ^ —" ^ I ir '_> •J^ '-J o > •— to to . y C V. y X y _ -— y • > y- " — - — o •_, >. v: - -Ji >. _ o — .1; y , 7. --1. — — y ^ Cj Cy (-1 y. d n .^ .-^ =: to — CJ z: -J ^-' O >^y— — ^ — — ~ _^ U~. _J > 11/ < .^* C- •^ a-. .r. — /—- Z — '^^ ^ '/". ._^ r-- CC c o — •^ ^, — yz cc yz co a; CO o o^ ON 13 v: •~ f'•-' ~ —' y -^ ily O '-J •~ — o c ^ - ^T: JZ. o •_ .^" —. o •r ^ E .J y 'ZL )VK r >. _l ^ ^_. : — c o •r y y ij 2 •- ••' N: tfj o O uo y '-> I/: is( ^-^ ~ ^ y 'J ^ i -^ ;^ o — o o 5 o > to .— .:i: ;^ , ~ ^ CJ c .~ v-/ — —' '^ ^ — o >-> — •- ~.o •— CJ^_/ko zL CJ _ BUILDING CODE REPORT The Main Terminal Building is classified under door. occupancy Group F. Every corridor shall not be less than ^" wide. Allowable floor area: Unlimited Exit* shall be so arranged so that it is possible to Construction height: Unlimited go in either direction from any point in corridor Fire resistive requirementsi (in hours) to a seperate exit. Exterior bearing walls 4 Stairways shall not be less than 44" wide. Every Interior bearing walls 3 landing shall have dimension measured in the direc Exterior non-bearing wstlls.,,,,,,»,,. k tion of travel equal to the width of the stairway. Structural frame 3 There shall not be more than 12* vertically between Pemanent partitions. ,»,»*,,,,,,,,,,, 1 landings. Vertical openings.. 1. ••.*.•«... 2 A horizontal exit shall lead into a floor area Floors ••. 1 having capacity for sm occupaint load not less than Roofs.. • • 2 the ipccupsmt load served by such exit. A minimum of two exits shall be required in all major spaces. They shall be placed a distance apart equal to not less than one-fifth of the peri meter of the area served measured in a straight line between exits. No point in the building shall be more than 150 feet from an erterior exit CHAPTER III. GENERAL ACTIVITY DIVISIONS GENERAL ACTIVITY DIVISIONS DOWNTOWN PEOPLE MOVER "The DPM concept contemplated uses small, light Paso Del Norte. This particular route Requires the weight, automatic8a.ly controlled, electrically following guideway configurationi powered, air-conditioned passenger vehicles that LINK DISTANCE CONFIGURATION run on a seperate fixed guideway specifically des San Jacinto-Union Depot 2,700' Single Track igned for the vehicles."j^ Although the systems and Union Depot- U.S. JBustoms 3i500* Double Track sub-systems of the concept are varied and complicated, U.S. Customs- Mex. Customs 1^709' Double Track- (such as guideway switches, power distribution Mex, Customs-Del Norte 2,400' Double Track system, automatic train control system, etc.), the 10,300' only two of concern to this project are the DPM station and station interfaces, smd the guideway. Based on an average overall speed of 14.08 MPH, In a 1975 study by Wilbur Smith and Associates the total travel time necessary for a one-way trip atltematlves were analyzed for the system route and would be 8.5 minutes, including station step times three choices were selected. For the purposes of of about 20 seconds .jji^ this project route SA" will be xised (see map),. This route was developed based on the utili GUIDEWAY zation of the San Jiclnto piaza as the northernmost The guideway envisioned would be primarily am terminal with interim stations at the Union Depot aerial, double track structure supported on sin^e area, U.S. customs and Mexican customs with the columns. The structure will probably be fabricated southernmost terminal near the Btairing on Avenlda from steel or cast-in-place reinforced concrete. STATIONS The station should be enclosed jmd air-con essible and identifiable. ditioned, with platform doors interfacing with Some sort of route map and schedules should be l: vehicle doors. The door system will be designed displayed in this area and should be presented in similar to elevator doors wit %he same safety both Spanish And English, ^s should all signs in features. the building. As recommended in the study mentioned above, the From the waiting area the passengers will pro station should interface with the existing ceed directly to the loading platforms. A'sepaixite building if possible to save on space smd construc platform should be p3»vided for trains going each tion costs, smd this should prove quite feasible in t direction to speed bearding. the case of the union depots Fsussengers will exit ficom the rear of the car Circulation appears to be the most critical smd enter from the front, so platforms should be function of the station smd should be efficient and designed to accomodate thisifunction, Separate smooth in all areas. As with the bus and train fac- entrances smd exits to each platform should be pro illlty, a large genexsLl waiting area is required. vided also to facilitate circulation. The area should be positioned so that it feeds directly Some amoxint of brief waiting will take place ont to the loading platforms and shoiild be easily the platfoiras just before the train arrives smd the accessible from the building entrances. platform shotild be designed to accomodate this.. A ticket purchasing facility should be ad Exit from the platforms should be well-marked smd jacent or in this area and should be easily acc» simple smd should proceed out through the general waiting area smd into other parts of the building. REQUIRED SPACES FOR DPM STATION - General Waiting Area - Ticket Facility - Access to Blatforms - Platforms - Exit from Platforms DPM PASSENGER FACILITY - SCHEMATIC NORTHBOUND TRAINS SOUTHBOUND TRAINS EXIT / EXIT GENERAL WAITING TICKET LOADING LOADING AREA FACILITY PLATFORM PLATFORM ^ ENTER V RENTER DOWNTOWN PEOPLE MOVER GUIDEWAY CONCEPT WA^SU^U..^ Figure 4 r >i r r 1^ AJrt~>-^i 3 r "-i Exterior intergration with structures street msdian Intergration within structures . ~\ L I ' ' I Alley and narrow streets Intergration with topography V.an d Railroad DESIGN CONSIDERATIONS VJ.L, S^S, .Ji J.^i., Figure 6 ^ «RF is4 m i^ 4-4^ III SINGLE GUIDEWAY DOUBLE GUIDEWAY SPACE ENVELOPE Figure 7 UilL SLii ,J^a„uui PEAK DPM VEHiaE REQUIREMENTS (PER HQUB) * SEE APPENDIX II Po] ZD NORTHBOUND PASSENGERS r--"2P?iri SOUTHBOUND PASSENGERS /Z3 . NUMBER OF VEHICLES REQUIRED GENERAL ACTIVITY DIVISIONS BUS TRANSIT FACILITY The single largest transit system being inte PASSENGER AREAS grated into the reuse is bus transit. Two separate Due to large bus usstge at this station, a large Iwt related ftmctions of the system will be planned general waiting will be required for passengers fori 1. Passenger Facilities smd 2. Maintensmce waiting for busses. The area should be enclosed smd Facilities smd Bus Storage kxea.. air-conditioned smd positioned so that it feeds The Maintensmce Area will take up a signif dlrectJ^y into the loading surea and the busses csm icant portion of the renovated site, yet should be easily be seen from it. The space should be directly quite separate from any pedestrism areas and made accessible from the street or at least the main as Inconspicuous sis possible. waiting area of the terminsul. Traffic in this area will The Passenger Area is impertsmt in that it is be primazlly those goin to smd from lusses. both the staxb and finish of the bus line route smd A ticket facility should be adjacent to this will create signlficsmt traffic and pedestrism flow space and be easily accessible smd identifiable. problems in the immediate area. A great deal of From iB&e central waiting area psissengers will traffic is envisioned betweem the Tws loading area proceed to the loading area. The loading area will and the connection with the Downtown People Hover. parallel the bus stop stalls, of which each route Areas of intersection such as this and others must will have its individual, well marked stall. If space be carefully plsmned to minimiae distances and uneer prohibits this, some system of easily identifying certainty. each bus should be devised. The loading area should be covered and will be a heavily trafficed space. REQUIRED SPACES FOR PASSENGER FAGILITYt these functions were determined by a recent (1974) -General Wsd.ting Area UMTA (Urbem Mass Transit Authority) jJeport. The - Ticket Faculty standards include the following :. /- -—y - Loading Area Light Maintensmce Stalls. 7 por 100 buses - Bus Stalls Heavy Repair Stsdls...... 3 per 100 buses MAINTENANCE FACILITIES Bus Washer And Cleaner. .••*.... 1 per 175 buses The first s^ep in the process of detemining Support Areas. • 80 sq. ft. per bus msdjitensmce facility needs smd sizes vas to se PERSONNEL lect a fleet sise. This was don in Wilbur Smith's Maintensmce ••• •••••• 0.40 per Vehicle report, a PASO MASS TRANSIT STUDY . This size Operators..•••••• •••... 1.70 per Vehicle estimate was critical since the purchase of the site Total Personnel e****.. 2.50 per Vehicle auad construction costs would be a substsmtial in- vestmuit. "The revised bos route network will re FACILITY AREAS quire approximately 86 busssf including 10^ of the ADMINISTRATION- The Areas which could be fleet for spaires. It is recommended the the Main csLlled Administrative smd Hsmsigerlal include tensmce Design Program be developed for a 175 ^^xm public area, offices, conference room, a lounge design fleet to sOlow for a doubling of the fleet area smd restrooms. The Administrative area could size during the building facilities life span."^ function relatively independently of the actusd The lasic activity functions in -Uie maintenance Maintenance facility smd c^bld be housed within the facility are described below. Area requirements for t reused teiminal building. REQUIRED SPACES FOR MAINTENANCE ADMINISTRATION j It is probable that SLU types of maintenance, in - PersonntfL Offices (3) with secretarial space cluding engine irebuildlng smd body wojrk could be - Bperations Offices (3) with secretarial space performed in this facility. - Lounge Area BUS CIRCULATION - A Line System is recommendedto - Conference Room be used to process buses. At the eand of the day, - Restrooms as each bus returned from service, it would fall into a Isme near the maintensmce area. In this lane, the OPERATIONS AND MAINTENANCE - The laslc ftinc- bus would go through the process of passing by a tional ares of the Maintensmce Facility include Bus vaxilt to collect receipts, then proceed to a refueling Storage (for 175 buses). Bus Servicing, Inspection station further down the line. The bus would then be smd Light smd Heavy Maintensmce, Operations Offices, driven into the bus storage area or into one of the and Earpleyee Paridng. The overall space needs of the service bays if maintensmce or repair is required. In facility wHl require a site of between 7 and 9 the manner they are parked, the tuses csm readily be acres, depending on configuration': configuration driven out of the stersige area for the next days's of site smd layout of uses. service. The Operations Space will include Offices, Fare REQUIRED SPACES FOR OPERATIONS AND MAINTENANCE: Collection, Dispatching, Money Storage, Operator's - General Foremsm's Office Ready Room, Lounge smd Support areas. T^aEaiBiansBCdfOffises The Inspection smd Maintensmce area-will require - Superintendents (4) with sec. space 12 to 15 Service Bays (based on above stsmdards), - Station Hansiger with sec. space Paris And Materials Storage, Work areas, and Offices . - Lounge Area 1 - Farts and Stock loom - Parking - Light and Heavy Maintenance Stalls - Maintenance Personnel - Body Shop -Operating Personnel r'alatnSoBMith - Administrative PejMonnel - Unit Rebuilding - Visitor - General Shop Area - Bus Parking - Bus Washer smd Claaner iuBuses - Service Lsme - Service Trucks - Bus Fueling - Wreckers F:aEttr§oEli>%l:Mtion smd Counting areas -Supervisor's C4r - Steam and Parts Clesming Area - Haterisds RSceiving Area - Locker Rooms - Fuel Storage BaBiht^ry Stock Room - Lubricsmt Storage - Battery Work Area - Coolsmt / Water Storage - Tire Stock Room - Building Maintensmce smrtfoVkrfcdkdmi - Vault Area (Money - Records) BUS MAINTENANCE FACILITY - SCHEMATIC INCOMING AUTOS /^ INCOMING BUSES EHSTING TERMINAL i l^ BUILDING AUTO MAINTENANCE BUS -1 PARKING BUILDING PARKING MANAGMEIffr CC MUNICATIO OFFIC^ <3 > I J \ \ 7; Tn: > V EXITING AUTOS GENERAL ACTIVITY DIVISIONS AMTRAK FACILITY Train activity at the Union Depot today is but ticket office. The bsiggsige facility should have a shadow of former times. At present only one train, direct access to the exterior for tramsporting the Sunset Limited passes through each day. luggsige to trains. The entire facility should be designed to hsmdle An area should be provide outside to watch smd only a minimum of traffic. It is possible that wait for trains. This will help to reduce conflicting service covild be expanded at a later date, however traffic patterns smd will provide an area for in the system should be able to function as long as terested bystanders to observe. This area should be there is not more than one train in the station at a covered. time. A raised platform shoild be provided at the A general waiting area for the passengers should side of the primary track to make exiting and entering be provided. It should be encloded smd air-cond trains as easy smd safe as possible. It should be itioned smd have direct access to the boarding area. approximately 15 or 20 feet wide smd run the length The waiting area should have direct access to the of the train, about 1000 feet. It should also be street or main building circulation. covered. A ticket office should bo provided adjacent to REQUIRED SPACES FOR AMTRAK FACILITY the waiting area smd shotild be easily accessible smd - General Waiting Area - Train Platform identifiable. - Ticket Office A baggsi^e facility should also be provided - Bsiggage Room adjacent to the waiting area and preferably near the - Exterior Waiting Area —T ...dillii^ AMTRAK PASSENGER FACILITY - SCHEMATIG TICKET FACILITY K GENERAL WAITING O AREA BAGGAGE BAGGAGE : TRAINS FACILITY TO TRAINS Pi ^rxBAGGAG E PICK-UP •- il • EXTERIOR WAITING GENERAL ACTIVITY DIVISIONS RETAIL AND SUPPORT FACILITIES RESTUARANT - CLUB In the type of transportation facility en - Seamrice Area visioned, a restaurant appears to be a necessity. - Food Production smd Storage Large numbers of pe(^e wil be using the building and ^ Bar Area many are sure to want a meal. A situation is also - Entrance and Lobby being created whereby it would be easy for those - Office working in the Downtown area to come to the Depot - Cash Register Area for Itmch, A restaurant-club would sdso help - Restrooms keep the Depot active in nighttime hours. The restaurant should be flexible smd with SHOPPING - SPECIALTY SHOPS a limited menu in order to provide for a large Shopping should provided if possible to bring turnover during the day, and could serve a more added revenue to the facility. Shopping can not extensive menu during the slower, nighttime hours. only bring to the station people specifically A restaurant with approximately 75 tables planning to shop, but also to give those waiting in seems appropriate for use during the day. If this the terminal something to do. Small specisdty shops proved too large for nighttime use areas of it could are envisioned, most of which are lacking in Ike be designed to be cordoned off. Downtown area. A few of the possible shops may REQUIRED SPACES FOR THE RESTAURANT include; - Dining Area - Confectionary - Souvenirs t -t- 1 V - Jewelry - Gifts RESTROOMS - Imports - Antiques Several restroom facilities will be needed to - Art - Travel Agent serve the terminal, however ther should be a main r' - Bakery - News Stsmd restroom and lounge area for both men and women - Leather Goods - Shoes in the immediate area of the Main Lobby. TOURIST INFORMATION PHONE BOOTHS Some type of booth should be provided for Due to the extreme number of people in the tourist Information. This would include Maps, facility and due to the high flux of people smd Hotel information. Sight Seeing information, the nature of their ai^tJJrttftss, a need for a good etc.. It should be located in the MainW#&iA|ng number of phone booths is shown. The minimun for Area and should be easily identifiable. the combined number of peole is 10. MAIN WAITING AREA TAXI SERVICE This could be a larege, open space that To make the terminaO. as fully functlonsd as would be Multi-functional. It would serve as a a transportation center sus possible, taxi service main entrance to the terminsJ. and all activities would be a necessary requirement. Speeisd phones woiild feed off it. Exhibitions and the like could could be provide in the Main Waiting Area with direct be set up here, smd possibly even used for lines to the cab conrpsmies.The tsuci pick-up area certain Civic functions. should be well identified smd have room for approximataly 6 taxis. The area should be well- lit and covered if possible. ira S (SI, ^1 CHAPTER IV. DETAILED SPACE REQUIREMENTS II : DETAILED SPACE REQUIREMENTS In order to aid the designer in analyzing and comparing data in the space requiremients a key has been oi^ganlzed for this purpose. It is as followst NAME OF SPACE A. ADJACENCY REQUIREMENTS OF SPACE B. NUMBER OF PERSONS USING SPACE C. ENVIRONMENTAL REQUIREMENTS D. Notot - Tomp i^tempeiature) listed is optimum for that space - mi listed is minimum yei laerson for that 'apa.ee - Light figure listed is minimum footcanilkss required for the activity in that space FURNITURE REQUIREMENTS OF SPACE E. AREA IN SQUARE FEET OF SPACE £• H^ DETAILED SPACE REQUIREMENTS XI. DOWNTOWN PEOPLE MOVER A. GENERAL WAITING AREA A. PLATFORM ACCESS B. Directly accessible from mainbuilding eantraces B. Between main waiting area and platforms or building circulation C. Max. 75 persons C. Max. 150 persons D. TBMP 68-72 CFM 25 LIGHT 30 D. TEMP 68-72 CFM 25 LIGHT 30 E. None E. Public facility-type seating for I50 persons F. 800 sq. ft. (approximate) F. 2000 sq. ft. A. TICKET FACILITY A. PLATFORMS B. Adjacent to or in general waiting area B. Adjacent to Mover Guideway C. One person C. Max. 120 persons D. TEMP 72-74 CFM 25 LIGHT 50 D. TEMP 68-72 CFM 25 LIGHT 30 E. Cash register, ticket cabinet, desk, file, storage E. None F. 64 sq. ft. F. 2100 sq. ft. A. PLATFORM EGRESS B. Between platform and main waiting area G. Max. 75 persons D. TEMP 68-72 CFM 25 BIGHT 30 E. None F. 800 sq. ft. GUIDEWAY CURVES ^^ The curves will be designed for a minimum operating speed of 12.5 MPH yielding the following mintanm horizontsQ. curve radiii A. Spiral ed smd Superelevated Curves...... 50' B. Non-superelvated Curves ....75' C. Switch Turnout 75* TOTAL SQUARE FOOTAGE FOR DPM FACILITY ;5.764 sq. ft. DETAILED SPACE REQUIREMENTS I. BUS TRANSIT FACILITY - PASSENGER FACILITY A. GENERAL WAITING AREA A. TICKET OFFICE B. Directly accessible from mA4n building entrances B. Adjacent to or in general waiting area C. Max* 150 persons C. dne pemon D. TBMP 68-72 CFM 25 LIGHT 30 D. TEMP 72-74 CFM 25 LIGHT 50 B. Public facility-type seating for I50 persons E. Csish register, ticket cabinet, desk, chair, file, F. 4000 sq. ft. storage F. 64 sq. ft. A. LOADING AREA A. BUS STALLS B. Parsillels the bus stop stsQls B. Adjacent to loading area C. Max. 35 per bus C. Hsix. 4 buses D. LIGHT 10 B. None E. None E. None F. 1200 sq. ft. per bus - 4800 sq. ft. F. 15' by 60' per stall - four stalls- 36OO sq. ft. TOTAL SQUARE FOOTAGE FOR PASSENGER FACILITIES. 12464 sq. ft. I. BUS TRANSIT FACILITY - MAINTENANCE ADMINISTRATION A. PEISONNEL OFFICES A. SECRETARIAL SPACE FOR ABOVE OFFICES B. Add«e«atitocpublic corridor, Operations offices amd B. Adjacent to Operations and Personnel Offices 3. Conference room C. 4 seci:etaries C. 1 per office a. TEMP 72-74 CFM 25 LIGHT 75 D. TEMP 72-74 CFM 25 LIGHT 30 E. 4 desks, 8 file cabinets, work tsible, copier E. Desk, 3 ohsdrs, shelves, file cabinet F. 80 sq. ft. per sec, • 320 sq. ft. F. 120 sq. ft. per office - 3 offices - 36O sq. ft. A. OPERATIONS OFFICES A. LOUNGE AREA - COFFEE ROOM B. Adjacent to public corridor. Personnel offices and B. Adjacent to offices smd conference room Conference room C. Max. 12 persons C. 1 per office D. TEMP 72-74 CFM 30 LIGHT 30 D. TBMP 72-74 CFM 25 I-IGHT 30 E. Seating for 12, 3 tables, cabinet for coffee mach. E. Dosk, 3 chairs, shelves, file cabinet F. 224 sq. ft. F. 120 sq. ft. per office - 3 offices - 36O sq. ft. A. CONFERENCE ROOM B. Adjacent to offices C. Max. 12 persons D. TEMP 72-74 CFM 35 LIGHT 30 E. Large table, 12 seats F. 180 sq. ft. A. RESTROOMS B. Baiitr^|srr4oD8tpdrt»^«i3:o8iiaces C. Max. 3 persons per restroom D. TEMP 75 CFM 20 LIGHT 20 E. Womensi 2 stalls, 1 lavatory Mens; 1 stall, 1 urinal, 1 lavatory F. 48 sq, ft. per toilet - 96 sq. ft. 1540 sq. ft. TOTAL SQUARE FOOTAGE FOR MAINTENANCE ADMINISTRATION, LJ I. BUS TRANSIT FACILITY - MAINTENANCE FACILITY - OPERATIONS AREA A. OFFICES (FOREMAN, SUPERINTENDENTS (4}, STATION A. LOUNGE AREA MANAGER) B. Adjacent to offices B. Adjacent to general shop area C. Max. 8 persons C. 1 person per office D. TEMP 72-74 CFM 30 LIGHT 50 D. TEMP 72-74 CFM 25 LIGHT 30 E. Seating for 8, 2 tables, coffee \&x E. Besk, 3 chairs, file cabinet F. 144 sq, ft. F. 120 sq. ft. per office - 6 offices - 720 sq. ft, A. SECRETARIAL SPACE FOR ABOVE OFFICES A. RESTROOMS B. AdJEUsent to offices B, Adjacrait to offices C. 4 secretaries C, Max, 2 persons per restroom D. TEMP 72-74 CFM 25 LIGHT 75 D, TlMFn7§ MeniCFMsMll, 1 la,vkmm 20 E. 4 desks, 8 file cabinets, work table, copier E, Women & Men ill stsull, 1 lavatory F. 80 sq. ft. per sec. - 320 sq. ft. F, 36 sq, ft, per toilet - 72 sq, ft. TOTAL SQUARE FOOTAGE FOR MAINTENANCE FACILITY OPERATIONS AREA. 1,256 sq. ft. I. BUS TRANSIT FACILITY- MAINTENANCE FACILITY - MAINTENANCE AREA A. PARTS AND STOCK ROOM A. HEAVY MAINTENANCE STALLS B. Adjacent to general shop area and materials receiving B. Adjacent to servioe drive, light maintenance area stalls, part room, unit rebuilding area C. 1 person to woi* service counter C. Crew of 3 per stsai D. TEMP 65 CFM 25 LIGHT 30 D. TEMP 65 CFM 25 LIGHT 75 E. Shelves and bins for psirts E. Hydraulic lifts, tool stersige, benches F. 1850 sq. ft. F. 640 sq. ft. per stall - 5 stsdls - 3200 sq. ft. A. EIGHT MAINTENANCE STALLS A. BODY SHOP B. Adjacent to service drive, heavy maintensmce B, Adjacent to service drive smd parts room stsill8,apdrAA room, battery smd tire work areas C, Crew of 3 C. Crow of 2 per stall D, TEMP 65 CFM 25 LIGHT 75 D. TEMP 65 CFM 25 ^ LIGHT 75 E, Tool storage, sheet metsd equipment E. 4' by ^5' service pit 5' deep, tool stor., benches F, 1000 sq. ft. F. 640 sq, ft, per stall - 10 stalls - 6400 sq. ft. ^ A. PAINT BOOTH A. GENERAL SHOP AREA B. Adjacent to service drive B. Central location in facility G. Crew of three C. Crew of 6 a. TEMP 65 CFM 25 LIGHT 75 D. TBl^ 65 CFM 25 LIGHT 75 E. Air compressor, spray equip., paint cabinet E. Shelves, benches, tool storage F. 1000 sq. ft. F. 2000 sq. ft. SPECIAL REQUIRMENTSi Room air is leflpS exhausted to exterior through filters A. UNIT REBUILDING A. BUS WASHER - CLEANER B. Adjacent to general shop smd parts room B. Adjacent to service drive C. Max* §5per8ons CFM 25 LIGHT 100 6. Crew of $ D. TEMP 65 CFM 25 LIGHT 100 D, TEMP 65 CFM 100 LIGHT 75 E. Work benches, tool storage E, Large vacumns, sprayers smd rinsers, tools F. 2000 sq. ft. F, 1000 sq, ft. A. SERVICE LANE A. LOCKER ROOMS AND TOILETS B. On main bis circulation route B. Centrally located- access to bus and employee C. Crew of 4 parking area D. LIGHT 20 C. Max. 100 E. Fueling facilities, portable vault D. TBMP 75 CFM 20 LIGHT 20 F. 15' by 120' - 1800 sq. ft. E4 300 lockers, Men: 4 stalls, 4 urinals, 6 lav atories, Woment 2 Stalls, 3 lavateriea F. Lockers - 6OO sq. ft.. Toilets - 150 sq. ft. A. STEAM AND PARTS aEANING A. BATTERY STOCK ROOM B. Adjacent to Service drive smd general shop B. Adjacent to Battery work area C. Crew of 2 C. Crew of 2 D. TEMP 65 CFM 100 LIGHT 75 D. TEMP 65 CFM 50 LIGHT 50 E. Steam machine, benches, shelves E. Shelves F. 600 sq. ft. F. 225 sq. ft. SPECIAL REQUIREMENTS! Room air fumes vented to to exterior A. TIRE WORK AREA A. BATTERY WORK AREA B. A*^cefit2to maintensmce stsais B. Adjacent to maintensmce stalls C. Crew of 2 C. Grew of 2 D. TEMP 65 CFM 25 LIGHT 50 D. fBlffib6§ches, GPM125toi~:, c JLIGHT,50 E. Workbenches, tool storage, changers, Ijalsmcers, E. Workbenches, tool storsige, recharger leak tsmk F. 200 sq. ft. F. 200 sq. ft. A. TIRE STOCK ROOM A. VAULT AREA B. Adjacent to tire work area B. Adjacent to Service lane and Operations area C. Msuc. of 2 persons C. Max. of 2 persond D. TEMP 65 CFM 25 LIGHT 30 D. TEMP 72-74 CFM 15 LIGHT 30 E. Tire Racks B. Shelves F. 1000 sq. ft. F. 100 sq. ft. A. PARKING A. MATERIALS RECEIVING AREA B. Adjacent to maintenance building B. Adjacent to Parts smd Stock room C. See "B." C. Msix, of 6 persons D. LIGHT 5 D. LIGHT 30 6. Maintenance pers.. Operations pers., Administration E. Loading deck, twin overhwid doors pe3M., Visitors F. 144 sq. ft. F. 450 spaces - 65»625 sq. ft. A. BUS PARKING A. FUEL STORAGE B. Adjacent to maintenance Iwildlng B, Adjacent to fuel pumps @ Service lane C. See "E." C, None D. LIGHT 5 D, Heni2,OOOOgall0n tanks E. Buses, Service trucks, Wreckers, Supervisors car E, 2- 12,000 gallon tsmks F. 190 Slices.- 14000 sq. ft. F, Underground A. LUBRICANT STORAGE AND COQLKNT / WATER STORAGE B. Adjacent to maintenance stalls C. Msuc. 2 persons D. TEMP 65 CFM 25 LIGHTING 30 E. Shelves, racks, roof-mounted water tsmk F. iOO sq. ft. G. A. BUILDING MAINTENANCE B. Centrally located C. Max. 3 persons D. TEMP 65 CFM 25 LIGHT 30 E. Shelves, sinks F. 150 sq. ft. TOTAL SQUARE FOOTAGE FOR MAINTENANCE BUILDING. 23,619 sq. ft. TOTUi SQUARE FOOTAGE FOR COMBINED PARKING 79,625 sq, ft. DETAILED SPACE REQUIREMENTS III. AMTRAK FACILITY A. GENERAL WAITING AREA A. BAGGAGE FACILITY B. Direct access to street or building circulation B. Adjacent to general waiting area smd ticket C. Mstx. 50 persons facility D. TEMP 68-72 CFM 25 LIGHT 30 C. Msuc. 2 penons E. Public facility-type seating for 50 persons D. TEMP 72-74 CFM 25 LIGHT 30 F. 500 sq. ft. E. Pick-up and deposit areas, Wfeix. 35 bags each way/ 70 per day, max. of 8-10 express packsiges per day F. 1300 sq. ft. A. TICKET FACILITY A. EXTERIOR WAITING AREA B. Adjacent to general waiting area smd baggage B. Adjacent to general waiting area faculty C. Max. y) persons C. One person D. LIGHT 10 D. TEMP 72-74 CFM 25 LIGHT.50 E. Seating benches E. Desk, filing cabinet, small coi^tuter, storage F. 500 sq. ft. F. 180 sq, ft. ^^pr ^ A. TRAIN PLATFORM B. Direct access from exterior waiting area G. Mskx. 75 persons D. LIGHT 10 E. None F. 15 by 1000 - 15,000 sq, ft, . 1,980 sq. ft. TOTAL SQUARE FOOTAGE FOR AMTRAK FACILITY? INTERIOR. EXTERIOR. 17,480 sq, ft. DETAILED SPACE REQUIREMENTS IV. RETAIL AND SUPPORT FACILITIES RESTAURANT A. A. DINING AND SERVICE AREA A, STORAGE B, Adjacent to public space B, Adjacent to Production area and Dining Area C, Max, 200 persons C, Max. 2 persons D, TEMP 68-72 CFM 25 LIGHT 15 D, TEMP 65-70 CFM 15 LIGHT 3O E, 75 t*l*es. Service Areat Ice machines, tea E, Cold storage, Drysterage, tables and chairs, etc. dispensers, condiment storage, etc, F, 1000 sq, ft. F, 4800 sq, ft. A. PRODUCTION AREA A. CASH REGISTER AREA B. Adjacent to service area B. Adjacent to Dining area C. Crew of 10 C. One person D. TEMP 65-70 CFM 25 LIGHT 75 D. TEMP 68-72 CFM 25 LIGHT 50 E. Preparation of raw food, seirving,cooking, washing E. Cashhreglster smd counter F. 1000 sq. ft. F. 30 sq, ft. SPECIAL REQUIREMENTS: Smoke hoods In cooking area vented to exterior -W A. OFFICE A. RESTROOMS B. Adjacent to Dining area, tar and cash register B. Adjacent to Dining room and Club C. One person C. Max. 4 persons per restroom D. TEMP 72-74 CFM 25 LIGHT 30 D. TEMP 68-72 CFM 20 LIGHT 20 E. Desk, file, 2 chairs E. Women i 2 stsuLls, 2 lavatories F. 100 sq, ft. Men: 1 stall, 2 urlnsQ.s, 2 lavatories F. IDO sq. ft. A. BAR AND aUB B. Adjacent to main entrance and Dining room C. Max. 80 persons D. TEMP 68-72 CFM 35 LIGHT 15 E. 20 tables, bar, Ixmd stage, 600 sq. ft. dsmce floor F. 2600 sq. ft. TOTAL SQUARE FOOTAGE FOR RESTAURANT. sq. ft. A. SHOPPING - SPECIALTY STORES A. MAIN WAITING AREA B. Adjacent to public circulation B. Centrally located - adjacent to main entrances C. Unknown - varies C. 100 to 300 Persons D. TEMP 72-74 CFM 25 LIGHT 3O D. TEMP 68-72 CFM 25 LIGHT 30 S. TypicsLl retail: shelves, racks, cash register, tec. E. Open space F. 5 to 10 shops at 800 sq. ft. per shop - 4000 to 8009 sq. ft. F. 8000 sq. ft. (approximate) A. TOURIST INFORMATION A. CENTRAL RESTROOMS B. Adjacent to Main Waiting Al^ea B. Adjacent to Main Waiting Area C. One person C. Msix. 20 f arsons per restroom D. TEMP 68-72 CFM 25 LIGHT 30 D. TEMP 75 CFM 20 LIGHT 20 E. Shelves and coxuiter E. Women: 6 stalls, 4 lavatories F. 150 sq. ft. Men I 4 stalls, 4 lavatories, 4 urinals F. 300 sq. ft. each « 6OO sq. ft. jv A. PHONE BOOTHS B. Adjacent to Main Waiting Area C. Max. 10 persons D. Not applicable E. Not applicable F. T8fl booths @ 10 sq. ft. each - 100 sq. ft. A. TAXI SEIVICE B. Adjacent to Main Waiting Area C. Not applicable D. LIGHT 10 E. Waighting lsme F. 8* by 120' - 960 sq. ft. CHAPTER V. REFURBISHING AND REUSE OP BUILDING - DESIGN CRITERIA L jiiii DESIGN CRITERIA: REFURBISHING AND REUSE OF BUILDING The existing facility is quite typical of the Fencing and gatework is black wrought iron (see period in all phsuses of architectural design. elevation). Although some renovation has been done, all was On Hie interior painted tenazo floors are used. cosmetic amd the tuilding remains essentisklly as These are quite beautiful and should be retained if built as far as architectursO. details, structural possible. Interior columns, ceilings smd vails are amd sechanicsd. white stucco with varnished wood trim. ARCHITECTURAL- STRUCTURAL As described earlier in the program the buil The terminsQ.lis a straight foward structural de ding is a good example of Second RensiiAsance Re sign, with load bearing exterior walls smd Interior vival Design. Helpful to the Designer woiild becre- columns supporting the mezzanine smd center roof spams. search of the designs of Daniel Bumham. Exterior bearing walls are of msusonry with brick Haussing of the building leans toward the Mon- veneer and supported by continuous concrete footings. tiaentsQ., overpowering the observer until he moves Interior columns are heavy wood timber, furred in close to the structure where he is confronted around to smimverage square section of 3 ^ 3 feet, with a careful selectita of humsm scale materials, smd plsustered. Columns aire set on concrete footings. such as brick, tile and intricate mill work (see Second floor framing is steel channel m^Hmins photos). This contradiction of scales is quite betwven columns and walls with wood joists smd sub- typicsLl of the period. floor. Roofing over second floor mezzsmlne is steel Exterior materials are primarily painted brick channel with wood joists and composition roof. Roof (white) with white stucco infills and slate roofing. over waiting room is spanned by large steel scissor- type trusses to interior c^umns. Roofing is slate, MECHANICAL As was typicallof the period, the buildind is only heated, relying on natural ventilation for cooling. Heating is awcompllshed by a gravity hot water sys tem supplying standard radiant inn radiators in each space. Stipply is distributed tktreugh a 4* by 4' hor izontal concrete pipe chase running around the per^me Imeter of the building just below the floor slab (see plan). The second floor is supplied through vertical chases in the interior column forr outs. The boiler is a cosd-fired unit located in a meoh- smical room below grade In the southwest comer of the main building. The unit hasmftttbeen oper ation for years smd is probably usless. ELECTRIGAL Electrical supply in the terminal is of standard design, but is quite old and does not meet current code stsmdrads. A complete power stq»ply rewiring is recommented is recommended diirlng refurbishing. jjj i • T -ifli-'^ k * 5^ H tuuT^1 Sljiiiiiiizis i LOOHNG WEST DOWN SAN FRAN CI GO AVENUE OLD LOCOMOTIVE IN FRONT OF DEPOT •Slate roof Cast iron parapet APPENDIX FOOraOTES 1. ^ Paso Historical Background, pgs. 1&2 and Proposed DPM Technical Study, pgs, 5-10 2. Proposed DPM Technical Study, pgs. 6 3. Ibid, pgs, 6-11 4. Walter Jones, Prtvate Interview, 5. El Paso Historical Background, pg. 2 6. John Morrison, Personal Interview. 7. Railroad Stations Of Texas, pg. 14 8. John Morrison, Personal Interview. 9. El Paso Mass Transit Technicstl Study. Chapter 7 10. Proposed DPM Technicstl Study. Chapter 2 11. Ibid. pgs. 17&18 12. El Paso Mass Trans. Tech. Study, pg. 147 13. Proposed DPM Technical Study, pgs. 26&27 14. Ibid. pg. 29 15. El Paso Mass Trans. Tech. Study, pg. 120 16. Bus Maintenance Facilities, pg. 32 17. Proposed DPM Technical Study, pg. 21 BIBLIOGRAPHY PERSONAL INTERVIEWS Bus Maintenance Facilities. Urban Mass Transportation Jones, WAlter. Prtvate Interview. June 25, 1978. fff Administration. 1975. Airport Msmsiger and Director of Transit. m—ea. Chlara, Joseph. Time Saver Standards For Building; Morrison, John. Prtvate Interview. Aprtl, 1978. ^ Types . McGraw Hill Book Compsmy, New York. 1973. Private Architect, El Paso, Texas, III El Paso Historical Background. El Paso Information Service- Chamber of Commerce, 1976. Koch, Alexander. Hotels / Restaurants.Verlagsamatalt. Alexander Koch GMBH, Stuttgart. Schleicher, Brtdgette. Railroad Stations Of Texas. University of Texas, Austin. 1974. Reusing Railroad Stations. Educational Facilities Laboratories, New York. 1975* Wilbur Smith smd Associates. El Paso Mass Trsmsit Technicsg Study. Houston, Texas. 1977. Wilbur Smith and Associates. Proposed Downtown People Mover. Houston, Texas. 1975' APPENDIX T TEMPERATURES fff ^ NORMALS EXTREI'iES DAILY DAILY MONTH I4AX FiIN I'AX. MIN. J 56.3 2$.5 80 -8 F 62.4 35.7 79 11 M 69,4 40.3 86 14 A 78.2 48.5 98 33 M 86.9 • 56.9 101 31 J 9'5.4 66.5 106 51 J 94.9 68.9 106 62 A 93.0 67.7 105 58 S 87.5 61.4 9^ 44 0 76.6 50.0 92 25 N 66.3 36.1 81 18 . D 75 11 57 = 5 • 30.7 1 YEAR 77.2 49% 4 106 -8 1 APPENDIX I (CONT.) PRECIPITATION INCHES NUMBER OF DAY a NORMAL MAX. MAX. PRECIP. .(Dl" bNOW .01" HEAVY MONTH MONTH MONTH 24 HRS OR MORE OR MORE FOG J .46 1.84 .61 3 1 1 F .41 1.42 • .87 3 T T M .35 2.26 1.72 3 T A .29 1.23 1.08 2 T M .40 1.92 1.23 2 T J f.69 2.67 1.45 3 J I1.29 5.53 2.63 8 A ; 1.19 4.11 2.00 7 S 1.14 6.29 2.8? 5 T 0 .85 4.31 1.77 4 T T N - .33 1.63 1.19 2 T T' D .49 1.73 1.05 4 T 2 2 Year 7.89 6.29 2.89 46 APPENDIX I (CONT.) RELATIVE HUMIDITY WIND MEAN MONTH HOURS % SPEED PREVAILING MJLXIMUM 05 11 17 23 NTH MPH DIRECTION MPH DIRECTION J 59 41 31 50 J 9.3 N 81 SW F 50 35 25 40 F 10.3 N 69 w M 44 30 21 33 M 12.3 WSW 70 sw A 33 21 14 24 A 12.2 WSIV 66 w M 35 20 13 24 M 11.2 WSW 70 NW J 41 25 18 30 J 10.3 S 68 N J 58 39 29 43 J 9.1 SSE 68 NE A 59 41 32 47 A 8.6 S 63 li S 63 43 34 50 S 8.5 .• S 52 SW 0 56 34 26 45 0 8.4 N 49 W N 38 32 48 57 N 8.8 N 57 W D 64 45 37 55 D . 8.7 N 66 W Year 52 34 26 41 Year 9.8 N 70 NW APPENDIX I (CONT.) YEARLY SUNSHINE MEAN NUMBER OF DAYS SUNRISE TO SUIiSE T % OF tOSSIBLE MEAN SKY COVER PARTLY NTH SUNSHINE SUNRISE TO SUNSET CLEAR CLOUDY CLOUDY J 78 4.6 14 8 9 F 82 4.1 14 7 7 M 84 4.4 15 8 8 A 87 3.6 16 8 6 M 89 3.2 19 8 4 J 89 2.8 . 20 7 3 J 79 4.3 12 13 6 A 81 4.2 14 12 5 S 82 3.1 19 7 4 0 84 3.0. 19 7 5 6 N 83 3.5 17 7 8 D 77 4.2 16 7 195 98 72 Year 83 3.8 APPENDIX II 1979 AVERAGE DAILY PERSON TRIPS TIME NORTHBOUND SOUTHBOUND Per Cent Number Per Cent Number 0- 1 1.0 160 0.5 80 1- 2 i.O 160 0.5 80 2- 3 1.0 160 1.0 160 3- 4 1.0 160 i.O 160 4- 5 1.0 160 1.0 160 5- 6 4.5 725 1.5 240 6- 7 7.0 1130 1.5 240 7- 8 22.0 3550 1.5 240 8- 9 12.0 » 1940 3.5 565 9-iO 9.5 1535 5.5 890 10-11 5.5 890 5.5 890 11-12 5.0 810 6.0 970 12-13 4.5 725 6.5 1050 13-14 4.5 725 8.0 1290 14-15 4.5 725 9.0 1455 15-16 4.0 645 11.5 1855 16-17 3.0 485 12.0 1940 17-18 1.5 240 9.0 1455 18-19 1.5 240 6.0 970 19-20 1.5 240 3.0 485 20-21 1.5 240 2.5 405 21-22 1.0 160 2.0 320 22-23 1.0 160 1.0 160 23-24 1.0 160 0.5 80 APPENDIX II (CONT.) PEAK DPM VEHICLE REQUIREMENTS ALTERNATE A NUMBER OF NORTHBOUND SOUTHBOUND VEHICLES IN TIME PASSENGERS PASSENGERS SERVICE 0- 1 160 80 1 1- 2 160 80 1 2- 3 160 160 1 3- 4 160 160 1 4- 5 160 160 1 5- 6 725 240 2 6- 7 1130 240 4 7- 8 3550 240 10 8- 9 1940 565 6 9-10 1535 890 5 10-11 890 890 4 11-12 (Noon) 810 970 4 12-13 725 1050 4 13-14 725 1290 4 14-15 725 1455 5 15-16 645 1855 6 16-17 485 1940 6 17-18 240 1455 5 18-19 240 970 4 19-20 240 485 2 20-21 240 405 2 21-22 160 320 2 22-23 160 160 1 23-24 160 80 • 1 Round Trip Distance 2 0,60 0 Feet Vehicle Hours = 82 16.7 Minute.s Round Trip Time ... Vehic.L e Hours/Day 82 Vehicle Miles/Day 1,150 ^ Vehicle Miles/Year 419,800 1 12 Total ; Number of Vehicles 10+2 spares = X &• ^ < 3 o z rt X .JUJ -J -t -0- X — W) X :?;. 2; Z