Railwayto greenwayfinalpresentation


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  • Initially, the project was inspired by the “High Line” currently underway in Manhattan, New York.However, it was determined that there was a lack of appropriate current abandoned railways orelevated railways in London. The availability of abandoned railways is mainly due to the focus on railtransportation in London. Therefore, the focus of the study shifted to locations with former railwaytracks that have since been lifted.Advantages to former rail line properties are that the land is typically vacant, thepre-determined route has direct connections to towns, and they typically have a gentle gradient. Benefitsthat could result from the implementation of this project include the stimulation of economic growth in thesurrounding neighborhood, the production of tax benefits for the local government, health and wellbeing,and the creation of public space accessible to everyone.
  • A site was chosen in the greater London area due the project team headquartersThe Borough of Harrow is located in Northwest London
  • site selection based on the impact on and support of local community, size and condition of the site, andaccess to the current transportation networkParkland walk – drawbacks- 30 ft embankment, hard to make accessible to cyclists and meet ADA standards, Friends of parkland walk against paving the trail, limited space for construction of a community centerBelmont Trail – borough support, limited work necessary for access points, potential space for development at existing parking lots
  • horizontal and vertical curve design of the greenwayGrading of bicycle pathCut and fillPavement Design and DrainageSite and structural layoutGreen roofDue to the design aspect of project occurring in Lewisburg and we assumed US standards and regulations (measurements system, design standards)Applied US standards to london ScenarioAlso due to a lack of available information, specific site conditions including soil, and zoning requirements were set in Lewisburg
  • The path runs from the Christchurch Avenue/Forward Drive intersection to Vernon Drive.Over run with brush, narrows to
  • Many informal access points with minimal slope, 3 major entrances- forward drive/christ church intersection, Kenton Lane, Vernon DriveTunnel underneath Kenton Lane leading to parking lot that interrupts the trail – adjacent to major intersection and commercial area, belmont circleKenton Lane Parking LotAdjacent to Belmont Circle
  • When porous asphalt used in place of traditional impervious paving materials decreases the total amount of runoff leaving a site, promotes infiltration of runoff into the ground, reduces the amount of pollutants carried to a storm drain or waterway, and aids with reducing peak runoff velocity and volume.
  • Can handle 25 year storm of .18 in/hr for 24 hour (Union County)
  • As a result of the feasibility study, it was decided that the Borough of Harrow could benefit from the addition of a Community Center near the Belmont Circle. The Community Center features a small timber-frame building, vehicle parking and driveway, a Green Roof, a secure bike park facilities, and Barclay’s Cycle Hire Station, which is a highly successful cycle loan service that has been recently implemented throughout the Greater London area. This addition will enable people to use the greenway more often and will also help connect the Belmont Greenway to other greenways throughout London.
  • This is theSmall Timber-Frame Building floor plan that includes 2 offices, a conference room, information desk, two individual restrooms, a mechanical room and open furnished spaced.
  • The site layout was designed in accordance with the boundary set-backs established by Lewisburg, PA Zoning Ordinances. Due to limited space and boundary constraints, we decided this was the best way to situate the building, parking lot and driveway. The number of parking spaces and ADA accessibility was also designed based on design standards published by the Lewisburg Borough. As you can see in the drawing, the position of the driveway creates a tight turn for a vehicle driving west-bound. We used the AASHTO Geometric Design of Highways and Streets Manual to check the adequacy of the driveway angle and turning radius. The circles here represent the minimum allowable turning radii for a single-unit truck and a 31.7 degree steering angle.6, 10 foot by 20 foot parking spaces with stop bars1 Handicapable Van Accessible Space has been created, which means it is one space with an 8’ wide access aisle adjacent to the designated parking space
  • In order to reduce the environmental impact of building the community center, an extensive green roof was designed to be installed on the timber structure. Thegreen roof is a vegetated roof system that is made up of an extensive vegetation layer, native soil, pollution control membrane, drainage layer, waterproof membrane, insulation and roof deck. Due to lack of standard for green roof design, we decided to base our green roof off of a design published by the Florida Department of Environmental Protection. This design effectively reducesrunoff, reduces energy consumption by insulating the building, increases the lifespan of the roof, provides a habitat for native species, filters air in the surrounding area, and makes the roof more aesthetically pleasing.
  • The loads of the extensive green roof were calculated using ASTM E 2391: Standard Practice for Determination of Dead Loads and Live Loads Associated with Green Roof Systems. The roof system of the Community Center was designed according to the National Design Specification for Wood Construction using Allowable Strength Design spelled out by NDS. In order to resist the loads, we calculated that 4 by 12 ceiling joists spaced at 16 inches on center with 16.5’ spans would be an adequate design. The rest of the Western timber frame was designed in accordance with International Building Codes and traditional convention using timber 2 by 6 wall studs spaced at 16” on center.
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  • Railwayto greenwayfinalpresentation

    1. 1. RAILWAY<br />TO<br />GREENWAY<br />Carl AndersonKelly LovalloBarbara Summers<br />CENG 491 Final Presentation<br />DANA 116<br />Thursday April 28, 2011<br />6:55pm<br />
    2. 2. RAILWAY<br />TO<br />GREENWAY<br />Inspiration for the Project<br />High Line Project, Manhattan, NY<br /> 1.45 mile greenway built on built on a former elevated freight railroad<br />
    3. 3. RAILWAY<br />TO<br />GREENWAY<br />Location<br />London, UK<br />Borough of Harrow<br />
    4. 4. RAILWAY<br />TO<br />GREENWAY<br />Feasibility Study<br />Two Potential Sites Analyzed<br />Parkland Walk South and the Belmont Trail<br />Why the Belmont Trail?<br />Potential for development<br />Support from local government and community<br />Existing Site Access<br />
    5. 5. Project Scope and Assumptions<br />Scope<br />Geometric Design<br />Pervious Pavement<br /> Community Center<br />Assumptions<br />US standards and regulations<br />Specific site conditions of Lewisburg due to availability<br />RAILWAY<br />TO<br />GREENWAY<br />
    6. 6. RAILWAY<br />TO<br />GREENWAY<br />Existing Conditions of Site<br />Narrow Dirt path<br />1.07 miles <br />Approx. walk-able width 10-15 ft<br />Actual boundaries 10-85 ft<br />Largely residential area<br />
    7. 7. RAILWAY<br />TO<br />GREENWAY<br />Plan View of Existing Belmont Trail<br />
    8. 8. RAILWAY<br />TO<br />GREENWAY<br />Existing Conditions Cont.<br />Kenton Lane Underpass to <br />Parking Lot<br />Paved Section near Dobbin Close<br />
    9. 9. RAILWAY<br />TO<br />GREENWAY<br />AutoCAD Civil 3D Overview<br />Why Civil 3D?<br />Ordnance Survey Maps were Inadequate<br />Topographic capabilities through Google Earth<br />Help Guide Design<br />Verify Geometric Calculations<br />
    10. 10. RAILWAY<br />TO<br />GREENWAY<br />Geometric Design Overview<br />Split into 3 Separate Sections<br />Christchurch Ave. to Dobbin Close (3300 ft.)<br />Kenton Lane Tunnel to Parking Lot Trailhead (430 ft.)<br />Parking Lot Trailhead to Vernon Dr. (1070 ft.)<br />General Assumptions<br />Design Speed, V = 20 mph<br />Lean Angle, θ = 15°<br />Bicyclist Eye Height = 4’ 6”<br />External Object Height= 0’ 0”<br />AASHTO 1999 Guide <br />for the Development <br />of Bicycle Facilities<br />
    11. 11. RAILWAY<br />TO<br />GREENWAY<br />Vertical Curve Design<br />Goals<br />Maintain Access Point Elevations<br />Minimize Grades<br />Limit Cut and Fill<br />Criteria<br />By Point of Vertical Intersection<br />Stopping Sight Distance<br />Sag vs. Crest Curves<br />1% ≤ Grade ≤ 5% <br />Section 1: STA 2+00 to STA 17+00<br />
    12. 12. RAILWAY<br />TO<br />GREENWAY<br />Stopping Sight Distance<br />Forf = 0.25 and V=20 mph:<br />Could Estimate Lmin<br />119.52’ < S <136.62’<br />± dependent on grade<br />
    13. 13. RAILWAY<br />TO<br />GREENWAY<br />Minimum Curve Length<br />ForS > L:<br />ForS < L:<br />Assume S > L<br />In reality, L > S<br />Curve Lengths ranged from 20’ to 114’ <br />
    14. 14. RAILWAY<br />TO<br />GREENWAY<br />Horizontal Curve Design<br />Goals<br />Curve Smoothing<br />Minimize Curve Radii<br />Avoid Lateral Obstructions<br />Criteria<br />By Point of Curvature<br />Curve Radius<br />Lateral Clearance<br />Superelevation<br />Curve 9 <br />PCSTA: 14+96.63<br />L=13.26’<br />R=100’<br />M=18.41’<br />Curve 11 <br />PCSTA: 18+51.78<br />L=4.46’<br />R=100’<br />M=18.64’<br />Curve 10 <br />PCSTA: 15+62.64<br />L=3.46’<br />R=100’<br />M=20.09’<br />Section 1: STA 14+60 to STA 19+00<br />
    15. 15. RAILWAY<br />TO<br />GREENWAY<br />Minimum Curve Radius<br />Forθ = 15° and V=20 mph:<br />Whenθ approaches 20° :<br />Casual rider assumptions<br />All horizontal curves used minimum radius<br />
    16. 16. RAILWAY<br />TO<br />GREENWAY<br />Plan View of Section One<br /><ul><li>Max. M = 22.44’</li></ul>16 Horizontal Curves<br />1.19’< L < 15.88’<br />
    17. 17. RAILWAY<br />TO<br />GREENWAY<br />Minimum Lateral Clearance<br />Values of M ranged from 18.41’ to 18.81’<br />Absolute Minimum from AASHTO is 3’<br />
    18. 18. RAILWAY<br />TO<br />GREENWAY<br />Plan View of Sections Two and Three<br /><ul><li>Navigate
    19. 19. Existing Parking Lot
    20. 20. Residential
    21. 21. New Community Center</li></ul>4 Horizontal Curves (Section 2)<br />6.22’< L < 38.54’<br />
    22. 22. RAILWAY<br />TO<br />GREENWAY<br />Superelevation<br />emax= 3% due to ADA regulations<br />Minimum transition distance of 7.5’ for consecutive curves<br />Cut and Fill<br />
    23. 23. RAILWAY<br />TO<br />GREENWAY<br />Grading<br />Aesthetic Contouring<br />Ensure proper drainage of stormwater runoff<br />
    24. 24. RAILWAY<br />TO<br />GREENWAY<br />Pavement Design<br />Porous Asphalt Pavement<br />Asphalt made up of coarse aggregate allowing for infiltration <br />Reservoir and filter coarses for additional storage <br />Environmental Benefits<br />Increased initial infiltration<br />Decreased runoff, in volume and velocity<br />
    25. 25. RAILWAY<br />TO<br />GREENWAY<br />Drainage<br />Satisfied by Porous Asphalt<br />Minimum 1% slope<br />.5 in/hr infiltration rate equivalent to 24 hour capacity of 12 in (25-year storm)<br />NCRS soil group B<br />.52-1.07 in/hr infiltration rate<br />
    26. 26. RAILWAY<br />TO<br />GREENWAY<br />Community Center Overview<br />***CAD screenshot<br />Small Timber-Frame Building<br />Vehicle Parking and Driveway<br />Green Roof<br />Bike Park<br />
    27. 27. RAILWAY<br />TO<br />GREENWAY<br />
    28. 28. RAILWAY<br />TO<br />GREENWAY<br />Building Floor Plan<br />2 Offices<br />Conference Room<br />Info Desk<br />2 Restrooms<br />Mechanical Room<br />Open Foyer<br />
    29. 29. RAILWAY<br />TO<br />GREENWAY<br />Site Layout and Traffic Plan<br />Lewisburg, PA Zoning Ordinances<br />Boundary set-backs<br />Parking/driveway regulations<br />AASHTO Geometric Design of Highways and Streets<br />Required turning radius for driveway<br />
    30. 30. RAILWAY<br />TO<br />GREENWAY<br />Green Roof<br />1% Slope to prevent pooling<br />Reduces runoff and energy consumption<br />Filters surrounding air<br />Provides habitat for native species<br />
    31. 31. RAILWAY<br />TO<br />GREENWAY<br />Roof and Framing<br />ASTM E 2391: Standard Practice for Determination of Dead Loads and Live Loads Associated with Green Roof Systems<br />National Design Specification for Wood Construction <br />4” x 12” Joists @ 16” O.C.<br />
    32. 32. RAILWAY<br />TO<br />GREENWAY<br />
    33. 33. RAILWAY<br />TO<br />GREENWAY<br />Cost Estimate<br />
    34. 34. RAILWAY<br />TO<br />GREENWAY<br />References<br />Lewisburg, PA Zoning Ordinances, Union County<br />A Policy on Geometric Design of Highways and Streets: 2004. Washington, D.C.:, 2004. Print.<br />1999 Guide for the Development of Bicycle Facilities: American Association of State Highway and Transportation Officials. Print.<br />ASTM E 2397: Standard Practice for Determination of Dead Loads and Live Loads Associated with Green Roof Systems<br />National Design Specification for Wood Construction (1997 Edition)<br />
    35. 35. RAILWAY<br />TO<br />GREENWAY<br />Questions?<br />
    36. 36. RAILWAY<br />TO<br />GREENWAY<br />Acknowledgements<br />Professor Gabauer<br />Professor McGinnis<br />Professor Salyards<br />Sustrans (Greenway/Cycling NGO)<br />Kate and William<br />