KEVIN FINCHGEORGE KUTNARRYAN MARTINKENNY SPERLING

LA402L URBAN DESIGN STUDIO

CAL POLY POMONA DEPARTMENT OF LANDSCAPE ARCHITECTURE + SWA LAGUNA BEACH

CITY ON A HILL

CONTENTSCONTRIBUTORS

PROCESS

DESIGN FINAL

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I have always been fascinated with the human response to the environment. While my earlier studies may not necessarily reflect this interest, successive years of research and design application have focused my efforts towards this particular path. I have experimented with concepts of perception, time, light, memory, and immediacy in order to learn how to design catharsis. However at this point in my education, I seem to be at a “now what” phase. Reading, writing, drawing, and designing these experiences is one thing, but how do I synthesize these results into useful information that will further focus my designs? This is where SWA comes in.

A few weeks after returning from Europe during the fall of 2012, I received and email describing the studio topics that were to be covered during the next quarter at Cal Poly Pomona. Andy Wilcox’s studio was going to engage Dodger Stadium in Downtown Los Angeles in the context of urban isolation. “Marooned no-more” was to be conducted by Cal Poly’s Andrew Wilcox, and the SWA Laguna Beach office. I thought to myself, “SWA is coming to work with this studio next quarter? I’m in.” I didn’t know how my life was going to change but the second I clicked the “register” button, I knew something big was happening—something that would drive my career in a direction I never thought I would go.

Week 1 of winter quarter, 2013 came with the promise of meeting highly established design professionals and sharing insight into what may have been the most difficult project of my undergraduate education. Week by week I noticed how each designer from SWA had his own input, values, and aesthetic. In retrospect this seems obvious, but I had been under the impression that firms hired like-minded individuals to better focus the office’s particular statement of intent. I know now that

it is diversity that truly channels an individual’s strengths and weaknesses into a well-rounded and highly-engaged design.

SWA really showed me why design matters. A simple question with unfathomable repercussions, I had found the answer to a question I had been asking myself for 4 years; “Why do I design?” The beauty of this answer is that it is different for everyone and that there is no right or wrong answer. During my coursework at Cal Poly, I have always considered myself to engage the advanced curriculum. Admittedly during my lower division studios, I would look down on those who didn’t share my same values or design aesthetics. I am grateful for the professional advice I’ve received this past quarter in realizing that absolutely everyone is entitled to pursue whatever aspect of design they so desire; even if it differs from my own.

There is a bigger concept here—I see how these lessons integrate into other aspect of my own life. I have never considered myself a judgmental person, even though I had experienced these emotions in my studios. This studio has not only helped me mature as a designer, but also mature as a person. It is in these lifelong lessons that I realize how my interest in perception and emotion play a critical role in my design process—because memory is all we have linking who we are to who we have become. Just as the scent of a lemon tree will bring a visitor back to her childhood home, the lessons I’ve learned this quarter will always bring my back to building 7, studio 104F. I want to thank Sean, Pavel, Kevin, and Drew for investing so much time and effort into the future of landscape architecture. I will always remember this studio and how these lessons have guided me further down the path to becoming a design professional.

KEVIN FINCH

As an older non-traditional student I had to transition from a life within the work force back into school. It was not an easy decision to make but four years ago my wife and I decided that we could take the challenge. I would continue to work full-time then slowly pull away from a full work schedule. For the most part I have felt that I have performed well and with just one quarter remaining, I am still surviving. However, I have learned more than I thought I ever would and the winter 2013 quarter set the bar.

Each quarter we get a shopping list of design classes to sign up for the next quarter. I already knew that I wanted to take Andy Wilcox’s course because of his dedication to the students. He is fearless, curious and down to earth. Andy’s class was to tackle the situation at the top of the hill in Chavez Ravine at Dodger stadium. Perfect! I’m a baseball fan, I’ve been to lots of Dodger games and I thought it was time for a change after 50 years of the same old stadium. As I read the description it mentioned that we would be working with SWA during the course of the quarter. I was very excited to get a chance to work with designers that are at the top of the field and could not wait to get started.

The quarter started and I felt that I had the tools to design an intelligent solution to the marooned state of Dodger stadium. We divided the class into groups and started our journey. I was blessed with great teammates in Kenny Sperling, George Kutner and Kevin Finch. Over the past 4 years all three have proven to be great designers. As the quarter progressed I began

to see that I might not have the skills that I thought I had. I could see that I was on a different level from them, not the bottom tier but clearly not their level. I saw that not only would my time with SWA and Andy be a learning experience but my time with my cohort would be an experience of a lifetime as well.

I have to be honest and say that I felt out of place and isolated. My anxiety was reaching new levels. I felt it was time to express my feelings with the group. That’s it, this is going to divide the group…our design is going to suffer… is what I thought to myself. I couldn’t have been more wrong. My teammates embraced my comments and assured me that this quarter would be a successful one and convinced me not to stress over my thoughts.

After learning that I wasn’t where I thought I was as a designer I took the remainder of the quarter to examine myself. In the end I thought I was going learn from the professionals and I did but my teammates surprised me and taught me to speak up and share my feelings because it will only help. They taught me to be confident in myself. I also learned that I need to think on a more critical level.

That being said, this all would not have happened without the generous efforts of SWA. Sean, Pavel, Kevin, Drew and Andy all invested great amounts of time, energy and money to bring this opportunity to my classmates and me. They brought experience and professionalism that has forever changed me. Thank you.

RYAN MARTIN

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There's an analogy I've been fond of referencing lately. Put a kid in a street fight after a week's worth of karate lessons; his previously embedded and innate fighting instincts get muddled as he tries to connect fresh lessons in his head. Lessons that are meant to attach his brain's information processes with the motor reflexes responsible for producing physical action from electric signal. Depending on the opponent, the probability of him losing his fight is greater than if he had fought from instincts. I've used this comparison a lot recently to explain a myriad of situations I have come across in my program at the university.

I don't know how I feel about the validity of the analogy anymore. On one hand, I've been banging my head for ten weeks against a wall comprised of urban design fundamentals. Three and a half years into a four year sequence, one would think they could assume a strong foothold in the foundation that their preceding curriculum had afforded them. This new territory probably felt even more extensively like a paradigm shift because the premises of land planning appear to be part of a vernacular that would be shared across linked disciplines. In a sense this justifies at least part of the analogy. For over three years I’ve studied my karate, then they throw me into the ring with judo fighters and judo regulations.

On the other hand, I am not a kid – not in a life sense and not in the sense of my university sequence. In the context of this particular project, there was a bit of a paradigm shift and

adjustment period. Looking back over the last three and a half years, I can recall a few similar situations that also demanded a sort of self-guided adjustment. The most important difference between the thens and the now is not so much the intensity of the proposed, new territory, but rather the complexity and depth of acquired tools that are waiting to morph themselves into applicable new mechanisms.

As I move forward into this final quarter of the design sequence, I’ve decided to take a stern inventory of my tool shed. Two factors instigated this reckoning. The first, the obvious; this is the last of my undergraduate education. Any retrospective thinking after the upcoming quarter will be less about pragmatism than it is of nostalgic reminiscence. The second instigating factor is the hindsight waypoint facilitated by our studio this quarter. As I had mentioned, urban planning’s unexpected “hello” is not all that different than the ambiguities we’ve been asked to embrace since our curriculum started. Next quarter’s studio is focused once again on urban planning principles. The difference going in this time is that my karate has been supplemented with a bit of judo and sprinkled with a dash of skills that my stern inventory is going to help me acknowledge and holster.

I have one final opportunity as a student to stir the pot eclectic and do justice to myself and the discipline of landscape architecture, landscape urbanism, or whichever term we decide to drape over the body of karate we collectively practice.

GEORGE KUTNAR

As students, there is always an impetus to challenge the status quo. But far from being different just for the sake of originality, this project is the most current of a string of recent projects which try to genuinely acknowledge specific preconceived cultural concepts - questioning why we think of things in a certain way and if perhaps that line of thought could be different.

We took various approaches at first, but ultimately came around to questioning why the people of Los Angeles, or most places for that matter, dislike freeways. Especially here, where freeways are an absolute necessity, why is their image not a more positive one? This question, after having now completed the duration of this studio, is one which I believe still has merit and is an issue which will absolutely have to be addressed in the near future.

Yet, addressing questions of such a magnitude is never a straightforward process, and given the ten week time frame there were a great deal of ways we could have fallen off track. Additionally, the “medium” of the studio was urban design - a way of designing which was new to all the students involved. We certainly had given ourselves a challenge. In the end I believe we did develop a framework which intelligently confronted the issues we set before ourselves. The particularities of the design however still significantly lack refinement. I’d like to think this

is due to the depth of our inquiry and a proposal which sets forth an opportunity to significantly alter a cultural perception.

We were new to this, and our group had a fascination with investigating powerful ideas, many of which would not be acknowledged by others as related to landscape, though we drew our own connections. While I strongly oppose the notion that there be a one to one ration between project and concept, the multitude of conceptual ideologies we embraced pulled a haze over our design. Each concept we implemented, from mat buildings to coral reefs, was and still is uniquely appropriate to our site, yet our proposal did not reach our audience with the clarity we had hoped.

I believe a well developed complexity of interrelated ideas is essential for any project which seeks to be truly relevant, yet complexity will always increase the challenge of communication. Big ideas don’t need to be dumbed down, yet perhaps the representational means by which they are conveyed need to be carefully considered. Fine wines aren’t served in paper cups. Quite possibly the vessel by which intricate ideas are revealed should also be more sophisticated than conventional presentation techniques. It is an obstacle and an opportunity, one which I will now consider more closely.

KENNY SPERLING

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PROCESS

EARLY DRAWINGS

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development of residential organization

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plan development

process frameworks

program frameworks

PLAN DEVELOPMENT

PLAN DEVELOPMENT

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diagrammatic drawings

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functional and geometric reference

coral:

breakdown of systems

mat hierarchy

exploded systems axonometric

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DESIGN FINAL

CITY ON A HILLAN INFRASTRUCTURAL ARCHETYPE FOR THE NEXT NATURE OF LOS ANGELES

CITY ON A HILL

“...the immediate feeling was, how do we not mess this up? What we found there was so special and strange that any design needed to amplify those conditions.” - James Corner

Chavez Ravine is poised for varietal adaptation. It isn’t an urban relic in the same sense as the High Line, to which Corner was referring, yet it is a set of highly peculiar conditions. So how do we not mess this up? It isn’t a blank canvas. It’s a complex preexisting system of functions that masquerade as an isolated entity nestled within a topographic fortress.

Marooned?

Analogies are extremely useful tools in the process of conceptual development. It is absolutely vital in the context of a project scope such as this to position the scale of utilized analogies appropriately (and any thinking for that matter). The ultimate goal here is the creation of a framework – an intelligently composed fabric that proliferates the best possible opportunities and conditions for function to take place. Sans additional adjectives to further define the specific types, the word function by itself is vague. This is good. It’s obscurity is our first clue that we should be contending with systems of particularly large, yet still intimately intertwined scales.

The function of Dodger Stadium is wounded. Games are still played, visitors still come and go, but the latent potential of the site on which the stadium sits is grossly untapped. Patrons arrive in the third inning and leave in the seventh, a flow that is symptomatic of flawed accessibility. This would constitute a seemingly legitimate basis from which to posit an entire focus and argument, but the obligation to tap into larger meanings and scales relegates this condition as a gateway to more, rather than an all encompassing focal point. Once the task of itemizing effect and tracing cause is set in motion, the adherence to consciousness of scale unveils an opportunity to fold gameday traffic flow into a much larger discussion. Dodger Stadium is a Los Angeles icon. It is an organ of the city body. Anything relative to its function that is either helped or hindered will subsequently help or hinder the system of the city. The magnitude of this effect is dependent upon the intensity of the gesture. Chavez Ravine does not need parkification. Chavez Ravine begs to be considered as a component of an organism whose tendrils creep outward along routes both visible and invisible. Marooned? In a sense, yes, but far from an absolute condition. The very entities that appear to produce this perceived state of isolation happen to also hold the greatest potential to enhance a myriad of the site’s functions. We have found this evident of the sites topographical challenges, yet it is the sterile and alienating nature of transportation infrastructure which lends itself to a more pervasive opportunity.

The infrastructural patterns of the Los Angeles region are the primary organizational elements defining space and providing orientational logic at the broadest scale. The freeways in particular are the most dominant infrastructural pattern and the most useful as an orienting system. To the culture of Los Angeles, these structures are immensely significant; a reflection of the ubiquity of personal transportation and the spirit of individual freedom which comes with it. However, as they were engineered as purely utilitarian means of transportation, void of any significant design influence, they have come to lay over the landscape with little response to the underlying ecological or urban patterns.

At the time when the earliest cities of the region were being founded, railways were the dominant interconnecting infrastructural system. It was the inclusion of rail stations in city planning which allowed an urban center to arise where only a small community may have existed previously. Under this

developmental framework, it was the availability and access to transportation infrastructure which acted as a catalyst for urban growth. Once freeways were introduced and became the dominant organizing infrastructure however, the relationship between transportation and urbanity had shifted. Although it is evident that the freeways did allow for the continued expansion of urban development at the fringes of the region, in the places where the freeways cut through existing urban and suburban fabric, the perception was radically different. The physical act of cutting a highway through communities and dividing once-contiguous places imparted the freeways with a malicious stigma. This coupled with the fact that many of the freeways run through less affluent neighborhoods (because of reduced opposition during development) created a situation where there was very little motivation or perceived inherent ability of the freeways to be a catalyst for urban development or renewal. Another important factor was that the visual appearance of the freeways themselves were (and still remain) sterile and for the most part

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completely void of any design influence. These massive concrete constructs were conceived entirely as engineered products in a utilitarian bias to serve a singular purpose. As a result, it came to be the view of most of the inhabitants of the region that freeways were a necessary evil for convenient transportation rather than a monument to the prowess of human ingenuity and a representation of the available independent opportunities so characteristic of Los Angeles .

Freeways have been maligned by the communities they serve for nearly the entirety of their existence. They have been demonized as supporters of pollution and inducers of sprawl, yet all of this contention is ultimately tied back to the misformed cultural perception which began at the initiation of the typology. Having been devised as singular in use and since they are often sealed off from the urban fabric by walls, culverts, and overpasses, freeways are seen as transitional spaces -- an alternate realm of being, neither here nor there. There is little inherently malevolent

about an infrastructural element which allows the convenience of personal transportation and (sometimes) the speed to reach distant destinations quickly, but because they are so visually detached from their urban surroundings, freeways have become an “other”; an interloper to vilify.

Due to the undeniable convenience of freeways, their continued use in the foreseeable future, and the synonymous nature of the private car with the identity of Los Angeles, it will become increasingly necessary to organize the urbanity of the region in response to this transportation infrastructure and to embrace it as an integral aspect of the region’s vitality. Doing so will necessitate a shift in the cultural perception of freeways, yet fortunately this may may come naturally as infrastructure is shifted from sterile utilitarianism to designed spaces responding to local geographic and cultural identities. (It’s difficult to hate something you see as part of yourself). Advancements in automobile technology will facilitate this shift as well, allowing sound wall removal

should freeways be tucked away under caps of green? or are they beautiful in their own right, waiting to be embraced as integral facets of the los angeles landscape?

PERCEPTION

i am pretty

and closer building proximity as the noise and emissions from vehicles decrease. If the region as a whole begins to organize as a networked infrastructural and urban system comprised of series of locally responsive elements Los Angeles may begin to reveal veiled qualities of its identity in profoundly beautiful ways.

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The Dodger Stadium Site is a location fertile for the introduction of a new urban archetype aiming to make meaningful connections to the transportation infrastructure of Los Angeles. The existing site’s most pressing dilemma is a dire need for enhanced transportation facilitation to serve the massive fluctuations on game days. The site is also immediately adjacent to SR-110, the Arroyo Seco Parkway, historically notable as the first freeway in the western United States and remaining as a significant conduit into downtown Los Angeles. Additionally there exists a dynamic set of proximal resources from which a highly complex local

identity may be crafted: Elysian Park as public open space and part of the ecological system of the Santa Monica mountains, the Los Angeles river to which site hydrologic systems drain, a diverse array of adjacent residential communities, a highly complex topographic condition, and of course the substantial cultural attraction of Dodger Stadium itself.

The proposition developed for this site was conceived as a diverse, yet highly interconnected framework which seeks to pose an argument of infrastructure’s ability to guide Los Angeles to an adapted future. Our manifold goals are to: merge urbanity and infrastructure spatially, allow bold infrastructural acts to facilitate density, balance the transportation modes of walking and driving more evenly, develop structural components which permit and conduct movement, ease and distribute rapid and direct movement, weave systematic typologies and avoid mono-use, respond to and enhance inherent site conditions, and create an archetype for intervention elsewhere in the Los Angeles region.

SEGREGATED SYSTEMS

- urban core

- freeways

- open region

- urban region

INTERTWINED CONNECTIVITY

existing regional pattern envisioned regional pattern

FRAMEWORKMERGE URBANITY AND INFRASTRUCTURE

PROMOTE DENSITY WITH BOLD INFRASTRUCTURE

BALANCE DRIVING WITH WALKING

MODERATE AND COLLECT MOVEMENT

FACILITATE MOVEMENT THROUGH STRUCTURES

WEAVE COMPLEXITY AND OVERLAY SYSTEMS

RESPOND TO TOPOGRAPHICAL CONDITIONS

CREATE AN ARCHETYPE FOR LOS ANGELES

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mat strategies - understanding movement through and between structures

site foundation

application of mat systems

evolution from mat systems

Our conceptual basis for urban intervention on the Dodger Stadium Site derives in part from a specific understanding of “mat urbanism” as a typology and framework inherently concerning itself with the facilitation of movement and interaction over the figural representation of form. Mat type constructs act as conduits through which the life and energy of a city flows, whereas a conventional urbanity consists primarily of separate and defensible enclosures which relegate moving systems to the streets. Mats are amorphous, creating space where necessary; they are adaptive to change over time and responsive to unpredictability; they connect spaces, merge uses, and organize intervalic voids. They are also fractal, each part representing the design and intent of the system as a whole. The conductive nature of the mat typology is advantageous as a urban framework on the Dodger Stadium Site as a facilitator of movement. It also highly appropriate as a typology capable of interfacing with transportation infrastructure at large; a means of engaging and intertwining an urban system across and through infrastructural spaces.

Another systematic model used to devise an urban strategy stems from the idea that all types of urban growth in general can be described as if they are biological processes. Beyond mere metaphor or visual similarities, comparisons to living organisms can accurately model the functions and processes that occur within a city at a broad scale. The dominate ephemeral processes which occur regularly at Dodger Stadium is the massive influx and efflux of fans on game days. These movements have strong comparisons to tidal actions. In order to mitigate the volume of these flows, to relieve congestion and disperse crowds, corals were investigated as a biological model. Coral accretion occurs in direct response to ocean currents and their form comes from an organizational necessity to trap the microorganisms on which they feed. This form appears as an array of hyperbolic shapes, a conglomeration which focuses a broad volume about a series of smaller points, facilitating feeding and slowing the tidal flow rate. This geometric reference is ideal for implementation on the Dodger Stadium Site as the creation of subsidiary urban spaces

mat buildings act as conductors of movement rather than focusing on defensible enclosures

site foundation

application of mat systems

evolution from mat systems

within convential urban system

in absence of prior structures

within existing urban setting void of prior structures

access points of tidal flows

coral derived geometries capturing movement in subsidiary nodes

in a non-linear fashion will slow the flow rates in and out of the stadium as well as providing the site with greater economic gain potential as fans will be inclined to remain on site for a longer duration both before and after games.

These two conceptual references, mat urbanism and the configuration of corals, can be understood as a unified typology as their essential qualities are related. Both are organizational frameworks rather than figural constructs and both are in response to the dynamics of a flowing system. They are each intrinsically fractal: mats containing a series of spaces within a larger spatial network, and coral reefs containing colonies of coral species each consisting of thousands of individual polyps. Also, in that they are each concerned with flows, they both address the efficiency of spatial organization, focusing their attention progressively across a hierarchy of spaces as they are determined by the volume of flows. This desire for efficiency produces an amorphous general form which is highly interconnected, yet

leaves gaps where intervention is unnecessary. These gaps in turn provide fertile grounds for other interconnected systems, such as how ecological networks typically occupy inverse spaces from structural development.

• • •

Combining the stated conceptual frameworks with our analysis of the site (from which we arrived at a determination that the dramatic topographical changes were more of an opportunity than a constraint) we conceived of a identity for the proposed development as a “City on a Hill.” This name references the perceptual image of medieval European hill towns, and while the amorphous conceptual frameworks and engagement with topographical concerns supports this notion, the resulting urban forms move well beyond historic typologies.

vehicular / pedestrian circulation balancing

In order to address transportation and movement as the defining characteristic of the site, the elements on site are organized according to their hierarchy of flow facilitation. The first level in this hierarchy is the transportation infrastructure proper. These include adjustments to the ramps on and off SR-100, a proposed highway flyover extending Alameda Street into the site and its connectors to SR-110, expansions of Stadium Way and Elysian Park Way, as well as the hierarchy of roadways internal to the site. Secondary to these are the combined situations which encourage the development of social activities. These include parks, plazas, interior public spaces, and similar environments. Third is the interconnected mat framework which encompasses the totality of all structures on-site (the stadium included); spaces which may be semi-private yet still allow uninterrupted flow throughout the site. Last is the ecologically oriented web of spaces which will see little human use, but will aid in the movement of other indigenous species.

The final significant aspect of the site is a massive parking structure in the ravine to the south of the site proper. This was implemented as a bold infrastructural move initially to service game day parking and free up space for a dense urbanity void of surface parking. However, this structure became much more than a vertical vehicle storage space; it revealed itself as the champion of the array of intents designed to combat the argument at large. Nestling itself into a ravine, the structure addresses the particular site qualities, transforming a topographic challenge into an elegant opportunity. The structure exists neither above or below ground, or in a sense it’s both ways. The structure sits in a hole which doesn’t require excavation, and it simultaneously creates a direct surface connection in the direction of downtown Los Angeles. Literally it is a infrastructural condition which permits urban density and encourages walking as a means of movement throughout the site, however with its tremendous scale it also supports a layered complex of systems; essentially transforming a banal construct of megapolitan necessity into a conglomerate of

“city on a hill” accentuating inherent site qualities

parking structure enlargement plan and sections

Forested Courtyards

Elevated Plaza SpaceSmall Business RetailCommercial Restaurants and ServicesProgrammable Space

Super Tower Plinth

Residential Park SpaceDodger Staduim ExtensionEmerge as Mat Surface

interrelated building typologies

dynamic urban conditions. Most importantly, this structure itself became archetypical as a unit; poised to proliferate the broader landscape, both reacting to specific contexts and initiating an adapted urban state.

• • •

The current condition of the Los Angeles region already exists essentially as a mat, a low-lying interconnected set of communities tied together by infrastructure, yet as a whole it lacks legibility. The perceptual deficiencies of the infrastructure, and in particular the freeway system, are primarily to blame for the imagined separateness of these contiguous places. The status of automobile transportation (or at least the desire for a personal mode of movement) is unlikely to change significantly toward a more public means as our civilization progresses into the future. It also goes against many sensibilities that we should “give up” our cars. The best direction toward which a civilization can progress is forward. In many ways, increasing the use of buses, trains, and bicycles, is a regressive act, raising the white flag and claiming that our progress is killing us. We don’t need to erase our progress, or retreat toward historic successes to solve our contemporary issues. The vehicles and infrastructure which enable our convenient personal movements are currently dirty, ugly, and exist in many ways apart from what we imagine our homes to be. Yet rather than stigmatizing our progress, instead we must conceive of a future which takes advantage of the best qualities of our current situations and improves upon them

Dodger Parking-Circulation

Pedestrian

Vehicular

parking structure circulation

parking structure rendering

parking structure interior rendering

parking structure experiential rendering

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ILLU

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LAN

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}CONTEXTUAL FIGURE / GROUND

diagrammatic plan

mat-type buildings

public green space

lo-rise buildings

roads and highways

SITE SYSTEMS

ecologically oriented space

aggregate systems

residential towers

all buildings

parking structure

pedestrian paths and plazas

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INFRASTRUCTURE

HARDSCAPE

BUILDINGS

SOFTSCAPE

EXISTING GROUND

SYSTEMATIC MULTI-USE

parking structure area

array of vertical relationships

MATOFTEN 1-2 STORIES

LOW RISE3-6 STORIES

TOWERMULTI-STORY

BUILDING TYPOLOGIES

typical configuration

CONTEXTUAL VARIANTS

bridge - low

bridge - high

multi-plinthstacked

stratifiedplated

stepped

grade transition

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PLAN ENLARGEMENTS

connectivity of mat structures

performative towers

overhead walkways

stadium connections

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- urban confluence

- from residential tower

- urban forest

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sections

colored sections showing vertical system overlaps

experiential collage rendering

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