Urban Design Portfolio
Urban Design Portfolio
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Dave Munson
Contents 6
4. Boston: Beyond the Car, page 14 Redesigning Boston for pedestrians, cyclists, and transit users.
5. West Poplar Infill Plan, page 22 Tracking and planning for change in a Philadelphia neighborhood.
6. Hammarby Sjรถstad, page 26 Analyzing TOD in a redeveloped Stockholm neighborhood.
7. Jeddah Form-Based Code, page 30 7
Regulating building form in an area ripe for new development.
8. Lower Northeast Plan, page 34 Working with the City of Philadelphia to plan innovative solutions for this district.
9. Wilmington TND, page 38 1. Malvern Transit-Oriented Development, page 4 Transit-oriented development scenarios in a small town.
2. 5M Project, page 6 A development for the new economy.
3. Rio Waterfront, page 10 Repurposing an industrial waterfront for a post-industrial city. Urban Design Portfolio
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Creating traditional urbanism in an underdeveloped neighborhood.
10. Personal Projects 7 Illustration and rendering techniques, page 42. Creating a series of Baroque axes across Philadelphia, page 44. Redesigning Phoenix to be more climateadaptive and transit-supportive, page 46. Applying the San Francisco Better Streets Plan to Spanish Fork, Utah, page 48. 3
Malvern TransitOriented Development
View of the station area from King Street.
Company: Whitman, Requardt & Associates Partners: Adrienne Eiss, Brad Giresi, Jeff Riegner Client: Borough of Malvern, PA Date: January 2013–Present Location: Malvern, PA
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The Borough of Malvern is an old railroad suburb of Philadelphia, with a well-developed main street just south of its train station. However, the north side of the tracks is currently an underutilized industrial park. My job was to come up with conceptual designs of what could be built on that north side to take greater advantage of the transportation opportunities at the site. I proposed several concepts which included high-density residential development and solutions for shared parking between the station users and residents.
Dave Munson
•Concept 2 Some larger buildings with a shared parking structure.
Concept 1• Smaller mixeduse buildings built over parking with liners.
Urban Design Portfolio
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5M Project
The development will take advantage of underutilized parking lots and be in scale with recent new development in the area (image by team).
Company: SiteLAB Urban Studio Partners: Laura Crescimano Client: Forrest City Development Date: November 2012–January 2013 Location: San Francisco, CA
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The 5M Project, at 5th and Mission in SoMA, San Francisco, is a new kind of work space. Branded as “a place for artists, makers, students, changemakers, entrepreneurs, tech, and food,” it is designed for the new economy, with the sort of amenities that attract young, creative workers. I researched cowork spaces and amenities such as food trucks in cities across the country, and designed infographics to show how they compare.
Dave Munson
The growth of cowork spaces and food trucks are indicators of the new creative economy. Urban Design Portfolio
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Dave Munson
NYC Midtown
NYC Chelsea
NYC Dntn Brooklyn
NYC Midtown
NYC Chelsea
NYC Dntn Brooklyn
LA Downtown
SF SoMa
resident to employee ratio (.5 mile)
SF SoMa
residents employees
Maps population (.25 mile) Though other cities may have more of these types of facilities, San 15K Francisco often has more cowork spaces and food trucks per capita 10K than competing markets. SF Downtown
Chicago River North
Santa Monica
LA Downtown
NYC Dntn Brooklyn
NYC Chelsea
SF SoMa
Chicago Loop
NYC Midtown
SF Downtown
resident to employee ratio (.25 mile)
5K Graphs In the top two graphs, compare the traditional downtown districts on the left of these graphs with the creative neighborhoods on the right窶馬eighborhoods that are growing often have a more balanced mix of residents and workers. The lower two graphs compare population (.5 mile) populations for each district.
20K 10K
LA Downtown
30K SF Downtown
Chicago River North
Santa Monica
LA Downtown
NYC Dntn Brooklyn
NYC Chelsea
SF SoMa
Chicago Loop
NYC Midtown
SF Downtown
40K
residents employees population (.25 mile)
Santa Monica
Chicago Loop
Chicago River North
Santa Monica
Chicago Loop
Chicago River North
LA Downtown
NYC Dntn Brooklyn
NYC Chelsea
NYC Midtown
5K
SF SoMa
10K SF Downtown
Chicago River North
Santa Monica
LA Downtown
15K
population (.5 mile)
Urban Design Portfolio
LA Downtown
NYC Dntn Brooklyn
NYC Chelsea
10K
SF SoMa
20K
NYC Midtown
30K SF Downtown
Chicago River North
Santa Monica
LA Downtown
40K
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Rio Waterfront Plan
Development in the old port area would scale down from a peak where the Canal do Mangue meets the port to the existing 3-story scale at the edges.
Company: University of Pennsylvania Partners: Connie Chang, Adam Childers, Adrian Fine, Jeff Harris, Lizzie Hessmiller, Aaron Kurtz, Anne Leslie, Ben Phillips, Natalie Robles, Maurie Smith, Andy Wang Client: City and State of Rio de Janeiro Date: January–May 2012 Location: Rio de Janeiro, Brazil
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The Port of Rio de Janeiro in the city’s North Zone has long been the dirty back door of the city, as opposed to the sandy beaches of Ipanema and Copacabana in the South Zone. But new opportunities, including shifting economic interests and development opportunities as a result of the upcoming 2016 Olympic Games, have changed the landscape of the port and its environs. Our task was to find ways to channel these opportunities into a plan for the area. Our proposal included streamlining port operations, job training to allow residents to clean up the bay, creating connections to neighborhood services, and creating a development plan, which was my focus as part of the project.
Dave Munson
New highrise development and improved public spaces will create wonderful views, both along the port and towards the mountains (including Christ the Redeemer) to the south.
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Infill Zone
Caminho Overlay
Redevelopment Zone
Parcels
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Pedestrian Access
Dave Munson
Articulation and Parking
Guidelines will help future development to smoothly transition into the existing fabric while maintaining a high standard of design.
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Boston: Beyond the Car
Improvements at Gately Square would connect two existing transit lines via a proposed third line, create a grand new station with natural light, create infrastructure for an expanded bike network, and create public spaces which would encourage interaction between the Symphony Hall and its neighbors.
Company: University of Pennsylvania Partners: Barrett Lane, Andy Wang, Hadley Yates, Caitlin Zacharias Date: September–December 2011 Location: Boston, MA
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Working with a team of urban designers, we imagined what Boston would look like if it were to move beyond the car as the principal means of transportation. We imagined a city where, instead of cars, bikes and transit were given the priority on streets. After developing ideas for how this would work on the citywide scale, we then selected speciďŹ c sites to work on; I focused on Gately Square, the area between the Symphony Hall and the Orange Line stop on Massachusetts Avenue.
Dave Munson
BOSTON: BEYOND THE C AR Issues and and Strategies Strategies Issues Center
Issues
Squares
RADIAL
CONGESTED
CONCENTRATED
Solutions
Network
LATERAL
RESPONSIVE
BALANCED
The major issues facing Boston are the radial nature of its transit network, the congestion in the center caused by cars, and the concentration of walkable squares in the center. We proposed creating radial transit links, responsive systems in the center, and new squares throughout the city (images by team).
BOSTON: THE C AR Expanded bike network: highwaysBEYOND and wideways
The major issues facing Boston are the radial nature of its transit network, the congestion in the center caused by cars, and the concentration of walkable squares in the center. We proposed creating radial transit links, responsive systems in the center, and new squares throughout the city (images by team).
A system of car-free “bike highways” Location: Gately Square,to Boston, MA would correspond Date: December 2011 major transit routes Media: Photoshop, Illustrator, SketchUp, Maxwell (image by team). Partners: Barrett Lane, Andy Wang, Hadley Yates, Caitlin Zacharias
Working with a team of urban designers, we imagined what Boston would look like if it were to move beyond the car as the principal means of transportation. We imagined a city where, instead of cars, bikes and transit were given the priority on streets. After developing ideas for how this would work on the city-wide scale, we then selected specific sites to work on. A partner and I worked on Gately Square, the area between the Symphony Hall and the Orange Line stop on Massachusetts Avenue. Here, the proposals we made about how to move beyond the car were made concrete.
DAVE MUNSON • 3512 LANCASTER AVE APT 2E, PHILADELPHIA, PA 19104 • (724) 316-3919 • DMUNSON@DESIGN.UPENN.EDU
Bike highway Bike wideway
A system of car-free “bike highways” would correspond to major transit routes (image by team).
Urban Design Portfolio
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The components that make up an ideal public square, if bicycles and transit were given priority over cars.
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Dave Munson
Existing squares, in blue, possess many features of an ideal square and are concentrated in central Boston and its university fringe. Sites throughout the rest of the city, in orange, are identified for improvement using the model, and are concentrated along existing or proposed transit lines.
Harvard Square
Copley Square
Andrew Square
Gately Square Urban Design Portfolio
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These images illustrate the major features of the proposal that will make Gately Square a more walkable, transit-friendly part of Boston’s network of squares.
Seating Spaces 18
Main Statio Dave Munson
Park
Lightwell Crescendo
Day Light
Mid Light
Low Light
Natural Light Transition
on Urban Design Portfolio
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Daytime The square would be open to transit and cyclists.
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Dave Munson
Nighttime The square would be closed to transit, and cycling would be limited to a certain area, so pedestrians can have free reign of the square.
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West Poplar Infill Plan
Major corridors are where growth is currently focused, while vacant land in the north of the neighborhood present an opportunity for future development.
Company: University of Pennsylvania Partners: Brooke Fotheringham, Jesica Youngblood Date: October 2011 Location: West Poplar neighborhood, Philadelphia, PA
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West Poplar is a changing neighborhood in North Philadelphia where my team made recommendations for infill development. After visiting the site and interviewing residents on the street, I made a series of images describing the major corridors, existing characteristics, and areas of opportunity in the area, and how the residents felt that development was “taming” the neighborhood. From this our team created a development plan and proposed streetscape improvements.
Dave Munson
According to local residents, the “wild” nature of West Popular is being “tamed” by development encroaching from major corridors.
Change in racial composition shows growth in the south of the neighborhood, especially among non-African Americans.
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The maps on the left show the current characteristics of the community.
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Dave Munson
As shown above, new housing is built in vacant areas, and urban agriculture, which was practiced in the area until the community garden was given up for new condos, is brought back. Other areas are sites for rehabilitation of existing housing.
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Hammarby Sjรถstad
Areas of redevelopment in Stockholm are tied to access to transit or are planned in coordination with extensions of transit lines.
Company: University of Pennsylvania Date: September 2011 Location: Hammarby Sjรถstad, Stockholm, Sweden
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Stockholm has many areas that have moved beyond a reliance on the car, and has many lessons for other cities. An analysis of transit-oriented development in Stockholm, particularly Hammarby Sjรถstad, illustrates how land use is integrated with transit and provides for different circulation based on transit mode, with pedestrians having the greatest access. Dave Munson
The bike/ped network (top) is more continuous than the car network (middle), which often comes to T-intersections at the main street. Land uses (bottom) are at their highest intensity adjacent to tram stops.
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Hammarby Alle, the main street in Hammarby Sjรถstad, prioritizes transit and allows through access to pedestrians but not cars.
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Dave Munson
Babordsgatan, a side street, calms car traffic while providing pedestrians with numerous paths accessing green space and water.
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Jeddah Form-Based Code
Retail/Office/Hotel Retail/Office/Residential Multifamily Townhouse Single Family Open Space Public/Institutional
Map of building types at Al-Mahatet, a new transit-oriented neighborhood in central Jeddah, Saudi Arabia.
500 Feet
N
Fig. 25 - Site Plan.
Company: University of Pennsylvania Date: 39 | SITE PLANMay 2011 Location: Former airport, Jeddah, Saudi Arabia
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The Kingdom of Saudi Arabia is planning on building train stations in Jeddah to connect it to Mecca and Medina. The site is near one future station which is on the largely undeveloped former airport site, and is an ideal place for a new transit-oriented development. To better understand the local flavor, I explored the building traditions that are unique to Jeddah or to the larger Hijaz region of western Saudi Arabia. I created two street types, a residential and commercial street, as well as four building types. The plan for Al-Mahatet (The Station) is inspired by traditional ideas in the Arab world regarding privacy, while still providing access to nearby amenities and a variety of housing choices.
Dave Munson
To become better acquainted with the city, I conducted pen on vellum studies of traditional forms. These include a street scene in Al-Balad, the old city (above); a local minaret (top right); and an ornate mashrabiya, a common window screen in Jeddah (bottom right).
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HIJAZ HOUSE
Based on the tall, narrow houses found Yemen, this townhouse model provides of smaller, younger families. Although co not typical of this building type within th quite common in other parts of the Ar the option is available as shown. Roof a important, especially if the courtyard is that families can have access to the fres outdoors.
Fig. 39 - Axonometric drawing of the Hijaz House.
53 | BUILDING AND STREET TYPES
As illustrated in these pages from the book I produced for the form-based code, street standards use local plants and patterns to create comfortable, lively shopping streets, while modern high-density buildings employ traditional motifs such as screened roof terraces, internal courtyards, and mashrabiya window covers.
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Dave Munson
d in Jeddah and s for the needs ourtyards are he region, it is rab world, and access is not included, so sh air of the
Street Regulations Total ROW Width
95 ft.
Minimum Sidewalk Width
18 ft.
Through Lane Width
10 ft.
Parking Lane Width
7 ft.
Planter Width
5 ft. curb edge to curb edge
Light Spacing Pattern
Symmetrical 45 ft. apart
Irrigation and Green Infrastructure
Drip irrigation system; planters double as bioretention
Recommended TrafďŹ c Management System
Signalization
Required Furniture
Shade structures, benches, trash cans
Fig. 27 - Plan drawing showing planting, lighting and shade patterns.
BUILDING AND STREET TYPES | 46
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Lower Northeast Plan
The major interventions for this project are located along Roosevelt Boulevard, and inlcude Oxford Circle, a new public space and transit center, and the Tower Center, a former strip mall updated to a mixed-use TOD.
Company: University of Pennsylvania Partners: Connie Chang, Aaron Kurtz, Sandy Ngan, Michael Ruane, Rachel Strauss, Hadley Yates, Jesica Youngblood Client: Philadelphia City Planning Commission Date: March 2011 Location: Philadelphia, PA
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The Lower Northeast District is a planning district in northeast Philadelphia. We conducted a detailed analysis of the historical development and current trends in the district, and identiďŹ ed a number of issues, including a lack of green space, transit connections, and transit-oriented development. Our solutions ďŹ ll these gaps as well as maximize existing potential.
Dave Munson
Today (top), Oxford Circle is an open chasm over Roosevelt Boulevard with little recreational value. Capping the interchange at Oxford Circle could provide for more green space in the neighborhood while providing for comfortable, protected stations for a future bus rapid transit system.
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Phase 1
Phase 2
Phase 3
Phase 4
The Tower Center, currently a car- oriented strip shopping center, could be redeveloped as a mixed-use area with shops, ofďŹ ces and residences oriented toward a new BRT station along Roosevelt Boulevard.
Final Buildout 36
Dave Munson
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Wilimington TND
Company: University of Pennsylvania Date: February 2011 Location: Philadelphia, PA
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I used Wilmington as an experimental site to test different design aesthetics, including traditional design, as seen here. While I maintained connections to major roads outside the site, as well as Wilmington’s grid pattern, I made adjustments relative to the river. I used building typologies based on a form-based code to populate the model and used measurements from the Smartcode. Streets were designated as A or B streets, determining which streets had unbroken facades and which ones had parking.
Dave Munson
Using a form based code, I developed models for various building types in ďŹ ve architectural styles. I take these models and drop them into projects for quick 3-D visualization and massing, as can be seen on the Wilmington project.
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Wilmington’s grid is adjusted to changes in the landscape and certain corridors are emphasized as mixed-use shopping streets, while other areas host green space in the form of traditional squares and a large waterfront park (above).
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Dave Munson
Traditional development allows for multiple scales of streets, buildings, and open spaces, as can be seen in this birdseye view (above) and street level image (left).
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Personal Projects
This house is based on principles from Christopher Alexander’s “A Pattern Language.”
Company: Munson’s City (munsonscity.wordpress.com) Date: September 2010–present Location: Philadelphia, PA
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Design is not only something I do as part of assigned projects, but also something I take a personal interest in. I have studied traditional building types and city forms, studied design processes, and worked to improve my visual skills on my own time. Some of these works are projects I did for fun, and many have appeared on my blog.
Dave Munson
Architectural Drawings This pavilion (left) was an experiment in how complex geometry can create beautiful forms. It creates an interesting way to mark the convergence of these two paths. This apartment building (below) started as a redesign of a building I lived in and became an experiment in contemporary architecture and rendering programs and techniques.
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Existing
Major Landmarks
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Dave Munson
Connecting Axes
Philly Baroque’d These images come from a blog post about Baroque city planning and show how a series of axes could connect Philadelphia’s major landmarks and cut through the existing urban fabric.
New Urban Fabric
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Comparing block patterns in desert cities
Dubai, UAE
Monterrey, Mexico
Phoenix, AZ
Why No One Rides the Train in Phoenix These images are from a blog post about light rail in Phoenix, Arizona. Phoenix isn’t designed like other major cities in desert areas, and it can learn from their development patterns (left). Step-by-step improvements (above) can take an overly wide suburban arterial and turn it into a sustainable, mixed-use transit corridor.
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Adjusted Width
300 East
800 East
Main Street
Existing
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Dave Munson
Small-Scale Street Improvements
Large-Scale Street Improvements San Francisco Better Streets Plan This series of images was for a blog post where, to show the wide applicability of the standards supported in the San Francisco Better Streets Plan, I applied them to a different SF; the small town of Spanish Fork, Utah. Improvements include street furniture, bus bulbouts, and conversion to a parkway.
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