Archives for posts with tag: map

The tunnel becomes an organizational spine for a series of transfer opportunities [shown as red bars along the dotted tunnel line].  I have identified 3 unique conditions [in yellow] where each would have a different type of complexity, expansiveness and engagement to its adjacent community.

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The problem of the traveling salesman is a useful approach to determine the most efficient [shortest length] routes to take within a given transportation network.  In this exploration, I used the streets of downtown Rochester as the network and all the intersections as start and end points of a desired route.

Giulio Piacentino with McNeel Europe created a Grasshopper component that attempts to solve this problem.  Here is the aerial image of downtown Rochester:

Below are all the intersections:

…and from the intersections is the network of street.  This network includes all the possible routes one could take  from any intersection to another.

The simple grasshopper definition below allows testing of almost an endless number of paths.

This animation demonstrates a selection of random start and end points [connected by a yellow line], and draws the shortest route from one to the next by following the streets [red lines].

Rochester | shortest street routes from 2 points from Jie Huang on Vimeo.

There is so much redevelopment activity happening in Rochester right now.  In addition to the plan to replace the current Amtrak station in Rochester, a new bus terminal in downtown is also in the works.

Since I am investigating a network of intersections as transfer stations, I thought it would be best to map the current transit systems/routes in downtown.  They include the river, train, bus and bike.

river + city streets

river + city streets + train

river + city streets + train + bus routes

river + city streets + train + bike routes

river + city streets + train + bike routes + bus routes

river + city streets + train + bike routes + bus routes + newly proposed train and bus station

My current interest lies in the intersection of transportation infrastructures, both historic and imagined.  They could support various modes of transportation as well as other support systems such as places of exchange and gathering.

Rochester’s statistics:

population: 209,000 [2008]

median household income: $29,975 [2008]

New York State median household income:  $56,033 [2008]

building vacancy rate: 9200/96,000 household units = 10% [2009]

total vacancy rate >10%

It’s disheartening to see an entire map of Rochester’s vacancies [black filled = vacant buildings, green fill = vacant land].  Over the next couple of months, I will attempt to make use of this and other information and sort out my scope of intention.

map source:  http://www.cityofrochester.gov/article.aspx?id=8589941695

To get a general sense of pattern in Rochester, I began by using the Google aerial below to generate some urban graining through Grasshopper [GH].

By using a bitmap image, GH assigns values to points based on black and white values.  From those points, a Voronoi diagram [red] is created to get the following [thin green curve = approximate subway line]:

With further GH mappings, a series of estimated influence points began to populate the subway line, creating an interesting pattern of impact:

In 1920, the Erie Canal became obsolete.  In 1921, the mayor of Rochester proposed an ordinance for the construction the subway system, which put the canal bed to use.  The proposed line extended 8.5 miles with 1.5 miles of it underground.  It ran in a northwest to southeast direction which also connected to various railways in the city.

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Lipman, Andrew D. “The Rochester Subway: Experiment in Municipal Rapid Transit,” City Historian, Vol. 36, No. 2 (April 1974), pp. 1-24.