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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<iting to 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, and 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.

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