Level Up Thesis Project Manual

THE FUTURE OF SUBWAY TRAVEL Interior Architecture Thesis Emily Shaw

TABLE OF CONTENTS

01

02

RESEARCH

SITE ANALYSIS

1.1

Abstract

1.2

Research Paper

1.3

Precedent Studies

1.4

Inspiration/Metaphors

1.5

White Papers

(EXISTING BUILDING)

2.1

Building Information

2.2

Site Analysis

2.3

Existing Plans

03

04

PRE-DESIGN

SCHEMATIC DESIGN

3.1

Project Proposal

4.1

2D and 3D Studies

3.2

Conceptual Inspiration

4.2

Schematic Diagrams

3.3

Initial Programming

4.3

Preliminary Sketches

3.4

Adjacency Matrix

3.5

Terms of Criticism & Icons

04 05

04 06

DESIGN DEVELOPMENT

FINAL DESIGN

5.1

Code Analysis

6.1

Final Presentation Slides

5.2

Construction Drawings

6.2

About the Designer

5.3

Custom Object Drawings

5.4

Final Plans & Renderings

5.5

Interior Finishes

01 RESEARCH

ABSTRACT 1. Aarts, H., Dijksterhuis, A., & Midden, C. (1999). To plan or not to plan? Goal achievement or interrupting the performance of mundane behaviors.

European Journal of Social Psychology, 29(8), 971–979. doi: 10.1002/(sici)1099-0992(199912)29:8<971::aid-ejsp963>3.0.co;2-a QUOTES: The present experiment investigated cognitive and behavioral effects of planning (i.e. forming implementation intentions) on goal pursuit during the performance of mundane behaviors.

“The achievement of goals the wish or desire to perform an action associated with the anticipation of some kind of outcome is fundamental to human functioning” (p.

971).

“Research on effective goal pursuit suggests that the mere act of planning the ability to anticipate a course of action intended to culminate in the achievement of a goal may help to interrupt the proceeding of habitual, mundane behaviors” (p.

972).

SUMMARY: This journal by Henk Aarts, AP Dijksterhuis and Cees Midden explores the idea of planning and making plans as a means to reduce mundane activity. The journal connects planning directly to the pursuit of goals and other general human functions. It explains how planning can grow overtime into a goal that exceeds others--the interruption of the habitual. Various tests are practiced to lead to conclusions in this article to test the theories. These experimental tasks allowed the researchers to understand what exactly leads to people desiring certain lifestyles that may actually be damaging their health due to monotony.

EVALUATION: This source is helpful when it comes to understanding users and how they approach their goals. Although goal setting seems to be entirely positive, this journal explains how long-term goal setting can lead to monotony as well. The authors of this journal are affiliated with the Eindhoven University of Technology, which makes them very credible to be conducting surveys and evaluating results.

This source is relatively old, but it does not address anything that has changed during today’s day and age. It was written at the beginning of a time period and the projected outcome was just as expected. The journal does not seem very biased, as it simple states data and synthesizes it.

2. Aelbrecht, P. S. (2009). How can Urban Design Bring Strangers Together?

Design Principles and Practices: An International Journal—Annual Review, 3(4), 191–206. doi: 10.18848/1833-1874/cgp/v03i04/37710

QUOTES: “The contemporary city seems to be facing a problem concerning the relation between urban environment and public socialization. The public spaces of the city as social centers are being destroyed, abandoned or replaced by suburban living rooms, to become only places to move, not to be in, for observation and passive participation. They no longer seem to provide the framework for a significant public and informal social life” (p. 191). “...people’s urban perception is composed of five spatial elements: paths, nodes, edges, landmarks and districts” (p. 195).

“For the micro scale social analysis, it is required to ‘zoom in’ to eye level using direct observation, and to select randomly social encounters, in particular the ones that are seen to be initiated” (p. 200).

SUMMARY: This journal by Patricia Simoes Aelbrecht focuses on bringing strangers together in public spaces and finding ways to make them comfortable while doing so. She discusses various psychological and architectural theories by famous psychologists such as Cavan, Goffman, Loftland, and more. Aelbrecht describes macro-social environments in comparison to micro social environments and the benefit of each to the user. She explains that urban design in general is in need of a more encouraging approach to thoroughly facilitate user interaction with themselves, the environment and others.

EVALUATION: This is an incredibly important resource for any reader looking to improve urban spaces. It discusses the main concept of user experience, provides a list of theorists, and gives visual information about social interactions in public spaces.

Patricia Simoes Aelbrecht is a professor at the Bartlett School of the University College London, making her a credible author to be discussing various theories and drawing conclusions from them. The source is from 2009, which is relatively recent considering the lack of change in subway stations. The source does not contain bias, as it explains the theories of various different psychological and architectural theorists.

3. Barnett, C. (n.d.). The Death of Graffiti: Postmodernism and the New York City Subway. Popular Culture Association in the South, 16(2). Retrieved from http://www.jstor.org/stable/23413729 QUOTES: “It was an unwritten code of an unofficial club whose membership was determined not by race, gender, or class (none of which could be determined, and none of which predominated), but by writing on trains—a code that anyone who sought acceptance would follow. “ (p. 27). “[Graffiti} unites people who would never otherwise meet each other—people who may never know each other except as the writing on the walls—into a unified group with a sense of purpose and being…” (p. 31).

SUMMARY: This journal written by Claudia Barnett focuses on graffiti and how it is viewed in different cultures. She discusses negative opinions of graffiti as a result of its inherent threat to those who do not understand. However, Barnett also explains why graffiti is important to certain groups of people and why the death of graffiti has negatively affected these groups.

Barnett explores the idea that graffiti did not see race, gender, or class and allowed people from different areas of the city to see others’ art. Additionally, she mentions that graffiti writers were very respectful of other writers, and never covered another’s work. Those not in favor of graffiti were afraid of the intentions behind it, but once graffiti was used in art galleries placed in picture frames opposed to being on public structures, it was widely accepted by these groups.

EVALUATION: This journal is helpful because it explores the effects of vandalism and how that can in turn make users uneasy in subway stations. The author of this journal, Claudia Barnett, is a professor of English at the Middle Tennessee State University.

She is very credible when it comes to exploring psychological effects of events.

This source is fairly recent, making it relevant to current subway design implications. There does not seem to be much bias in this article because there are negative and positive reactions explored.

4. Belloni, N., Holmquist, L. E., & Tholander, J. (2009). See you on the subway.

Proceedings of the 27th International Conference Extended Abstracts on Human Factors in Computing Systems - CHI EA 09. doi: 10.1145/1520340.1520697

QUOTES: “In-between-ers” or commuters are people who are on the move from one place to another, mostly between work and home, and who during the transitions engage in different activities such as reading books, newspapers, emails or playing video games” (p. 4544).

“We believe that location-aware social applications can create possibilities for new and exciting human interactions in what is now often viewed as a solitary kind of activity” (p. 4548).

SUMMARY: This source tests the ability of social media when it comes to connecting users on the subway. Writers Nicolas Belloni, Jakob Tholander and Lars Erik Holmquist explore the potential that a new, multi-faceted software has to improve the in-between moments of everyday life.

Those involved with the study focused very heavily on connecting users, but failed to realize that different users require different levels of connection-some wish to find their companions while others wish to keep to themselves.

Regardless of their findings, the writers of this journal believe that applications with focuses on location are the beginning of a growth of experience for users of public transportation.

EVALUATION: This source is helpful because it explores the ways in which social media can benefit subways and the experience that users have while on them. The authors of this journal are all immersed in the design world with large understandings of the technology that is entering built environments today. The source is relatively recent, making it relevant to current studies of technology.

There does seem to be bias in this article in favor of technology being used.

5. Burnett, J., & Pang, A. Y.-H. (2004). Design and Performance of Pedestrian Subway Lighting Systems. Tunnelling and Underground Space Technology, 19(6), 619–628. doi: 10.1016/j.tust.2004.03.001 QUOTES: “Lighting performance in these subways depends on the choice, layout and installation arrangements of lumi-naires and the reflectance of wall and floor surfaces. Given the capital outlay and cost of maintenance, environmental factors that affect the performance of subway lighting systems are important design consider-ations” (p. 620) “The installed lighting in a subway is designed to achieve a particular level of horizontal illuminance at floor level. However, the vertical illuminance measured near eye level is an important factor in the ability to recognize the faces of other users, and is likely to in-fluence the subjective opinions of users as to the lighting quality” (p. 624).

SUMMARY: This journal by John Burnett and Alex Yik-him Pang explores lighting quality in subway stations. They focus on the light quality and layout while also surveying subway users about their thoughts regarding the lighting conditions and their perceived safety as a result. They created surveys for passengers that allowed them to directly ask these questions, and the results were, for the most part, successful. Their results showed that there is a direct correlation between user comfort and lighting solutions, particularly in regards to lighting volume, color, temperature, and durability. They also discuss the use of reflective materials and bright colors to bounce light around subway stations in a costeffective way. They conclude that current subway stations tend to use the bare minimum lighting solutions allowed legally in order to save money or other resources despite evidence showing that users are in need of more specific lighting solutions.

EVALUATION: This journal is very useful because it explores the user experience in regard to lighting. It gives insight about what solutions are best for user comfort as well as the needs of the station itself. However, it is not specific to New York, as it is located in Hong Kong. It describes similar conditions to American subway systems and, upon research, it is clear that they are very similar when it comes to lighting solutions. The source is also dated in 2004, which could make things slightly different for today’s users. However, subway stations themselves and their lighting conditions have not significantly improved since the writing of this journal. The authors of this article are both from Hong Kong and work at the accredited Hong Kong Polytechnic University. The journal does not seem to have any apparent bias, as they gather their findings from their research and evaluate the stations based on standard codes that are required.

6. Could This Subway Car Save NYC Transit? Cheddar Explains. (2019, May).

Cheddar.

QUOTES: “The layout of the subway car has a huge affect on the commutes and rides of billions of people each year” (0:30).

“According to data from the MTA, the governing authority of the New York City Subway System, it’s not just the machinery behind the 114 year old system to blame, but also overcrowding” (0:58).

SUMMARY: This video by Cheddar is incredibly beneficial when it comes to better understanding seating arrangements in subway cars and how daily users interact with them. The video explains that there used to be various train companies competing for users, which is the main reason now that various cars are different from one another. The source also suggests that removing seating can add anywhere from 80-100 additional passengers. There is a focus in this article on the fact that most subway users prefer to travel alone, which also causes them to avoid interactions such as the center of the car, the middle seat, and more. The video also proposes the idea of asymmetrical entrances to subway cars and how that might lead users to not all crowd in one spot while standing. Additionally, this source explores the R-11 subway car designed in 2012 that is about to be rolled out in 2020. This car, according to the video, utilizes various new elements such as branched hand rails.

EVALUATION: This source is very helpful when it comes to imagining the improvements that could happen to the subway cars themselves. It gives physical examples of user experience compared to the seating environment that they are in. The creators of this video are a part of Cheddar, a news and media outlet that reports on various topics in New York. The video could have a slight bit of bias against today’s current subway car design. However, it is very beneficial to students looking to learn about physical solutions to everyday problems in the subway. This source is also incredibly recent and helps me to understand what changes are about to be made.

7. Du, Z., Yang, B., & Liu, J. (2017). Understanding the Spatial and Temporal Activity Patterns of Subway Mobility Flow. Cornell University. Retrieved from https://arxiv.org/abs/1702.02456 QUOTES: “Interestingly, if there are more food-related facilities (but no more than 1563) near the starting station, people are more likely to slow down their trip to avoid travelling discomfort” (p. 2) “The results show that the flows change at different times of day, but the patterns are similar on each working day. Recognising these dynamics will help to predict human movements between stations on spatial-temporal scales, which may help planners to efficiently schedule subway cars” (p. 6) “According to this theory, railway stations can act as urban catalysts and have positive effects on their surroundings, but are also influenced by their surroundings. Therefore, a boom in living/business buildings or popular locations around a subway station can increase its traffic flows, as appears to be the case in Shanghai, Seoul, Kun Dae Yeok and Toronto” (p. 6).

SUMMARY: This source examines patterns of time and masses in the subway system.

Writers Zhanwei Du, BoYang and Jiming Liu focus on 17 different subway stations, monitoring the users at each time of day and their inherent speed. They conducted this test via social media locations with applications like Twitter.

The results of this study found that there is a greater mix of different communities in the evening at subway stations. Additionally, they found that travelers are more likely to slow down on their journey if there are sources of food along the way.

EVALUATION: This source is helpful because it gives insight into the use of subway stations and when passengers frequent the area. The authors of this journal are all very prominent in the world of design research, making them credible when it comes to gathering data and analyzing it. The source is relatively recent, making it relevant when it comes to numbers of passengers using the stations and when.

There does not seem to be any bias in this journal as it is strictly factual.

8. Ganz, A., Schafer, J. M., & Tao, Y. (2015). PERCEPT Based Interactive Wayfinding for Visually Impaired Users in Subways. Journal on Technology and Persons with Disabilities.

QUOTES: “Sixty-one million Americans are considered to be at high risk of serious vision loss if they have diabetes, or had a vision problem, or are over the age of 65” (p.34).

“Unlike a typical office building, a subway station has no general flow or layout.

Moreover, the subway layout can change, depending on the time of day” (p. 34).

SUMMARY: This source by Aura Ganz, James Schafer and Yang Tao explores the implementation of an audio application on cellular phones to direct visionallyimpaired users through subway stations. They use PERCEPT based software instead of wifi or cellular data to ensure that locations and time stamps are accurate.

Their tests of the application showed a positive reaction from users, and the navigation seemed very seamless. The use of touch points at the entrances to each station to scan with the app was particularly successful because it ensured that the right location was tracked and there were no glitches in the system.

EVALUATION: This source is important for research about subway stations because navigation for impaired users is an important aspect to any space, especially those that are crowded and public. The use of audio to direct users with impaired vision is an interesting solution and provides inspiration subway design. Aura Ganz and James Schafer are professors of electrical and computer engineering at the University of Massachusetts, and Yang Tao is a professor in the Fischell Department of Bioengineering of the A. James Clark School of Engineering at the University of Maryland. The source does seem to have some bias towards those who are in need of hearing assistance in these stations. The source is relatively recent and relevant to subway research today.

9. Gershon, R. R. M. (2005). Health and Safety Hazards Associated with Subways: A Review. Journal of Urban Health: Bulletin of the New York Academy of Medicine, 82(1), 10–20. doi: 10.1093/jurban/jti004 QUOTES: “Increasing the visibility of police and lowering the level of disorder on subways, by limiting disorderly conduct (e.g., graffiti, aggressive panhandling, loud boom boxes, public drunkenness, etc.), reduces the climate for crime, as well as the fear of crime. Additionally, various aspects of the subway environment can be managed to reduce crime, such as using graffiti resistant materials and limiting access to unmanned areas, such as public restrooms” (p. 14).

“Prevention of disease transmission includes maintenance of ventilation systems to lessen the likelihood of respiratory transmission of diseases and adequate sanitation of the system, including periodic disinfection of subway surfaces for other types of pathogens” (p. 17).

SUMMARY: This source by Gershon focuses on the dangers of the subway, both health dangers and physical risks. Gershon touches on suicide, homicide, terrorism, air quality, loud sounds, and more. He also briefly addresses possible solutions to these problems.

Gershon backs up these facts with statistics from scientific studies.

Additionally, he clarifies how certain fears that users have when using the subway are far less practical than other fears that they should have.

EVALUATION: This source is very helpful because user safety is a priority in any space, especially one that is crowded and public. The explanations and statistics provided in the source are helpful to understand the nature and impact of these dangers to subway users. It would have been helpful for the studies to be based in New York City, but the information outlined in the source is fairly universal across subway stations..

The author, R.R. Gershon, is a Clinical Professor of Epidemiology at New York University, making him very credible when it comes to safety evaluations. The source is relatively recent, making it relevant to subway design studies today.

There does not seem to be any bias in this journal.

10. Gershon, R. R. M., Neitzel, R., Barrera, M. A., & Akram, M. (2006). Pilot Survey of Subway and Bus Stop Noise Levels. Journal of Urban Health, 83(5), 802–812. doi: 10.1007/s11524-006-9080-3 QUOTES: “...noise-induced hearing loss (NIHL) is a global problem of significant magnitude, especially in urban settings in industrialized nations (p. 803).

“These include sound dampening acoustical materials placed in particularly noisy sections of a subway line and repair and improved maintenance of tracks, braking mechanisms, and equipment in general. Newer subway systems can be and are designed and engineered to reduce noise through the use of rubberized rails, acoustical tiles, and other effective techniques” (p. 809).

SUMMARY: This journal by Robyn Gershon, Richard Neitzel, Marissa Barrera and Muhammad Akram focuses on the effect of noise exposure in subway stations.

They conducted their experiment in New York City, examining sound levels from various locations in the station and car itself to determine if the levels are healthy.

They discover that the noise levels associated with New York’s subway stations are a health hazard because they are high enough to cause noise-induced hearing loss (NIHL). They explain that NIHL is a very large problem around the globe for industrialized areas. With the mass amounts of people utilizing subway stations daily, they encourage finding a solution to improve this problem. They give some suggestions for a solution such as sound-absorbing materials, maintenance, and more.

EVALUATION: This journal is a great resource based on its study of noise levels. Also, the design suggestions to improve noise in stations is beneficial when studying the topic of improving the health of these spaces. It is important to know the importance of health problems related to these problems in order to fully invest in design decisions. This source is from 2006, but the information has not changed since in regards to subways themselves making noise. The authors of this source are all very credible in different ways. Robyn Gershon is a researcher for environmental and occupational health, and Richard Neitzel is an exposure scientist with a focus on levels of noise. Marissa Barrera is a Speech Language Pathologist who provides therapy for adults and children, and Dr. Muhammad Akram is president at EHS (Environmental Health and Safety) International in New York. This source is also very relevant because the studies were done in New York City. The language in this source was confusing towards the middle of the journal, where it became very scientific. This made it difficult to understand the information being presented, but it was easy to understand the conclusions being made based on the findings.

11. Gershon, R. R., Pearson, J. M., Nandi, V., Vlahov, D., Bucciarelli-Prann, A., Tracy, M., Galea, S. (2008). Epidemiology of subway-related fatalities in New York City, 1990-2003. Journal of Safety Research, 39(6), 583–588. doi: 10.1016/j.jsr.2008.10.004 QUOTES: “Mass transit, which includes all multiple occupancy vehicles (e.g., buses, heavy and light rails, cable cars, and tramways), is a critical infrastructure element in urban settings, providing affordable, con-venient, and rapid transportation to millions of urban dwellers” (p. 583).

“In the field of safety, the most effective method of reducing the risk of injury and fatality in dangerous environments is through the application of structural design elements and barriers that essentially serve to “engineer out” risk (Haddon, 1980).

In the subway environment, this would include adequate lighting, well-functioning and structurally sound equipment (including elevators and escalators, as well as subway cars and rails), clear egress paths, easy to follow signage, effective communication systems, good housekeeping, and other standard environmental controls that improve safety outcomes” (p. 586).

SUMMARY: This source by Sandro Galea explores the various dangers of subway stations as well methods to reduce these dangers. Examples of dangers include disease, terrorism, physical attacks, and falling onto tracks by accident. Galea not only explains these risks, but also includes statistics about how rare these accidents are compared to the mass amount of public transportation users.

The two major solutions that Galea offers to reduce the danger of the train tracks themselves are physical barriers and drainage pits. Although expensive, this source explains that physical barriers lined up with the doors of the train car entrance have proven to significantly reduce the amount of accidental deaths in subway stations. Additionally, it shares that the use of drainage pits can not only aid in draining, but also for providing extra space below for people to avoid the train when they have fallen onto the track.

EVALUATION: This source is very helpful because user safety is a priority in any space, especially one that is crowded and public. The explanations and statistics provided in the source are helpful to understand the nature and impact of these dangers to subway users. These dangers could apply to any subway station in the world, but the source focuses directly on New York City. The author, Sandro Galea, is the Robert A. Knox professor and dean at the Boston University School of Public Health and is the former Chair of Epidemiology at the Columbia University Mailman School of Public Health. The source is fairly recent and relevant to public health studies today. There does seem to be some bias in the article against a lack of safety precautions.

12. Han, J., Kwon, S., & Chun, C. (2016). Indoor environment and passengers’

comfort in subway stations in Seoul. Building and Environment, 104, 221– 231. doi:10.1016/j.buildenv.2016.05.008

QUOTES: “Unlike other indoor spaces, subway stations are representative of semi-opened spaces and transitional spaces. In these subway stations, both the physical environment and the bodies of subway users are in fluctuating states. The stations are also spaces where people stay for a short time, move, and walk about. These characteristics of subway stations make them a different indoor environment compared to other buildings, and we need to investigate and control stations’ indoor environment with an approach that is different from what is used for other buildings” (p.3).

SUMMARY: This source by Jieun Han, Soon-bark Kwon and Chungyoon Chan is a case study about a subway station in Seoul that explores subway stations as indoor environments. They developed a questionnaire that they proceeded to provide to users as a subway station in their location. From there, they gathered information about the experience that people using the station are undergoing. The specific points of research included air quality, light quality, heat, acoustic and general user comfort. The results of the experiment were rather neutral, which suggested that the users are not happy with their environment, but that they also do not understand the benefits that could come from an elevated space.

EVALUATION: This source is helpful when trying to generate a questionnaire that will help a researcher better understand the environment that they are researching.

Addressing the user directly in an environment that they frequent can be very beneficial when it comes to gathering knowledge on these topics. The authors of this journal have doctorates in research and are very credible when it comes to developing the correct questions to guide their gathering of information. This source does not seem to have any bias in it. Additionally, this source is rather new and relevant to today’s subway experience.

13. Hart, T. (1998). Inspiration: Exploring the Experience and its Meaning.

Journal of Humanistic Psychology, 38(3), 7–35. doi: 10.1177/00221678980383002 QUOTES: “Experiences described as the absence of inspiration seem to correspond to common mental health complaints” (p. 7).

“Inspiration is described as a fullness, a sense of hope, purpose, or guidance” (p.

9).

“There was a universal and distinct description of being ‘opened In some way” (p. 15).

SUMMARY: This source by Tobin Hart dives into the idea of inspiration and how it connects to a person’s wellbeing. He explains various feelings such as openness, clarity, energy, cultivation and more. He also connects the idea of inspiration to a more spiritual level. The focus of this article is to explore how inspiration applies to ordinary people who are undergoing monotony or the mundane. Hart explains that the addition of inspiration into daily life can drastically improve the mental state of everyday people.

EVALUATION: This source is useful when it comes to understanding the impact of adding inspiration into spaces. Adding inspiration is very important when improving subway stations, as monotony is a serious issue that plagues subway users daily.

Although this article does not focus on public transport specifically, it does provide insight on everyday, average people. The author of this source is a professor of psychology at the University of West Georgia, making him knowledgeable about the topic of mental health and inspiration. The source is relatively old, but the content that it explores is not time specific. The topic of inspiration affecting mental health is a timeless idea. The journal does not seem to be biased, as it simply states scientific facts connecting act and reaction.

14. Hespanhol, L., Sogono, M. C., Wu, G., Saunders, R., & Tomitsch, M. (2011).

Elastic experiences. Proceedings of the 23rd Australian Computer-Human Interaction Conference on - OzCHI 11. doi: 10.1145/2071536.2071559 QUOTES: “It is often a deliberate outcome of the design process: 1) Interaction focused primarily on individuals; 2) Interaction focused primarily on crowds; 3) Interaction providing similar behaviour regardless of the audience size; 4) Interaction catering for different (“elastic”) experiences” (p. 148).

“People act differently when they are alone versus when they are in a group; in fact, an entire branch of psychology – crowd psychology – deals with this phenomenon” (p. 149).

SUMMARY: This source by Luke Hespanhol, Maria Carmela Sogono, Ge Wu, Rob Saunders and Martin Tomitsch explores public art installations and how they can be designed in order to engage with both the installation and with each other.

They describe the term: elastic experience, where the user is flowing in-between individual experiences and experiences with one another. To do this, they built their own installation that included interactive visuals, water mist, sound, and more.

The result of this installation was a triangle shaped interaction zone. The extension of the installation through the mist allowed people to vary the space between themselves and the facade of the installation. Additionally, the inclusion of music allowed users to observe from an even farther distance. The interactive facade that showed the users auras through light allowed them to connect their auras with each other, encouraging strangers to interact with one another.

EVALUATION: This source was very interesting. Since users are so busy, focused, and often stressed during their subway commute it can be beneficial to have the option to be more aware of people and surroundings. Luke Hespanhol is a lecturer in design and computation at the University of Sydney, Ge Wu is an assistant professor of finance at the Robins School of Business at the University of Richmond, Rob Saunders is a professor of computational creativity at Falmouth University and a Senior Research Fellow at Sydney University, and Martin Tomitsch is an associate professor and Chair of Design at the University of Sydney School of Architecture, Design and Planning. The source is very recent and relevant to public art installations today. There does seem to be bias in favor of these installations in the journal.

15. Hofstede, G. (1984). The Cultural Relativity of the Quality of Life Concept.

The Academy of Management Review, 9(3), 389. doi: 10.2307/258280 QUOTES: “...personal choices are affected by the cultural environment in which people are brought up” (p. 389).

“Culture can be defined as the collective programming of the mind which distinguishes the members of one category of people from those of another” (p.

389).

“Uncertainty avoidance, as a characteristic of a culture, defines the extent to which people within a culture are made nervous by situations that they consider to be unstructured, unclear, or unpredictable” (p. 390).

SUMMARY: This source by Geert Hofstede explores what culture is and how it contributes to quality of life. Specifically, this journal focuses on what people tend to find uncomfortable and what tends to make people have a higher quality of life.

Hofstede touches on the idea that people are conditioned to be a certain way and that this conditioning can lead them to be uncomfortable in various situations. He describes what is called the Quality of Life Concept, which explains all of these characteristics in greater detail. The journal deeply involves the idea of patterns regarding values.

EVALUATION: This source is beneficial when it comes to understanding things that make users feel comfortable and uncomfortable. More importantly, this source focuses on work environments, which is a topic of interest when it comes to daily subway users. Additionally this source is written by Geert Hofstede from the Institute for Research on Intercultural Cooperation in the Netherlands, which makes her have the credibility needed to explain these theories. There does not seem to be a great deal of bias in this article as it is simply explaining charts about human experience.

Additionally, this source is very old. However, this particular theory has been around for a while, so older sources are needed in order to better access the content.

16. How Did New York's Trains Get so Bad? (2018, January). The New York Times.

QUOTES: “The New York subway now has the worst on-time performance of any major rapid transit system in the world” (0:30).

“The MTA brings in a lot of money and the state has used that money as a piggy bank for other priorities” (5:40).

“People know that the system is old, but I don’t think they realize just how old it is.

It’s not just the architecture that’s a hundred years old, it’s a lot of the basic technologies” (7:24).

SUMMARY: This video by The New York Times is very informative when it comes to the history of the New York Subway system. It explains how overtime, New York’s subways have had extreme changes in reputation, and how politicians have had a great deal to do with these changes. It shares that the subways were virtually unusable in the 70s due to appearance and lack of maintenance. However, this video dives into the 80s and how rapidly the reputation of New York’s subways excelled due to maintenance. The source also dives into the idea of the old mechanisms that are still used today to run the trains and the dangers behind having these procedures in place as opposed to something more modern.

EVALUATION: This is an incredibly important resource for any reader looking into the history of New York’s subways in order to gain a better understanding of what has failed or prospered in the past. This particular video is accompanied by an article with a further explanation of the history that New York has endured with regards to public transit. This source allows the reader to better understand the financial situation that will directly impact the design of train and subway stations. The creators of this video are writers for the New York Times, which gives them a great deal of credibility when it comes to sharing facts about New York. This source does not seem biased because it explains both the good and bad aspects of the MTA without avoiding any necessary information. The source is also incredibly recent.

17. Law, C., Yip, P. S., Chan, W. S., Fu, K.-W., Wong, P. W., & Law, Y. (2009).

Evaluating the Effectiveness of Barrier Installation for Preventing Railway Suicides in Hong Kong. Journal of Affective Disorders, 114(1-3), 254–262. doi: 10.1016/j.jad.2008.07.021 QUOTES: “In 2002, the world's first PSD installation pro-gramme took place in an operating underground railway network in Hong Kong (MTRC, 2002). The primary purpose of the programme was to conserve energy by keeping the cool air in the underground stations. Meanwhile, this has also introduced a much safer environment that prevents injuries by intentional or accidental fall on railway tracks” (p. 255).

“Actually as shown in this study as well as the studies on drainage pits in London (Cocks, 1987; O'Donnell and Farmer, 1994; Coats and Walter, 1999), such modification to the physical environment could also bring about economic benefit in other aspects, especially in avoiding any delay of service when an incident occurs” (p. 260).

SUMMARY: This journal is a case study that evaluates the effectiveness of platform screen doors (PSDs). It describes the origin of these doors in Hong Kong as well as how successful they have been in preventing railway suicides and accidents as a result of open railways. Through research, they found that the installation has reduced the suicide rate from 59.9% to .71% in just 11 years from 1997 to 2007. It also explores the fact that most suicides are committed in these areas due to people who are undergoing psychotic meltdowns, and that the screen doors cannot eliminate suicide completely. This source also weighs the benefits against the high cost of installing PSDs at all subway stations. However, it does suggest that the benefit of adding these screens would improve the economic status of stations over time.

EVALUATION: This journal is a great resource because it explains a massive effort for subway safety. It is important to learn from a case study about topics like this. This source does not seem biased at all, because it weighs the benefits with the disadvantages of the solution. However, the large amount of evidence suggesting that PSDs are able to prevent subway suicide and accidents is undeniable in this journal. Something that was difficult about this source was the language towards the middle of the article explaining mathematical solutions to determine these percentages. The authors of this journal are all involved with the University of Hong Kong, making them scholarly writers and knowledgeable about Hong Kong’s subway systems. Overall, it is a very beneficial case study for subway improvement projects.

18. Lucan, S. C., Maroko, A. R., Sanon, O. C., & Schechter, C. B. (2017).

Unhealthful Food-and-Beverage Advertising in Subway Stations: Targeted Marketing, Vulnerable Groups, Dietary Intake, and Poor Health. Journal of Urban Health, 94(2), 220–232. doi: 10.1007/s11524-016-0127-9 QUOTES: “...exposure to food-or-beverage ads gen-erally, and to “less-healthful” ads particularly (specifi-cally ads in Spanish, directed at youth, and/or featuring minorities), was directly correlated with poverty, lower high-school graduation rates, higher percentages of Hispanics, and/or higher percentages of children in sur-rounding residential areas” (p. 1).

“Studies of subway-stations ads have found more ads for alcohol in stations in high-poverty neighborhoods [8], with likely substantial exposure for public school children [9]. Beyond alcohol advertising though, it is not clear to what extent ads for other beverages or for foods are found in subway stations, how placement of ads may relate to subway ridership, or what the associations might be with diet and diet-related health in surrounding communities” (p. 2).

SUMMARY: This journal by Sean Lucan, Andrew Maroko, Omar Sanon and Clyde Schechter focuses on unhealthy food-related ads in urban spaces and the affect that they have on the users of these spaces. Specifically, this journal focuses on those who are more vulnerable such as the poor. They state that such marketing is linked with lower IQs and inability to secure jobs. The authors of this journal express their interest in removing unhealthy advertisements in order to benefit the surrounding area and allow them to thrive without compromise.

EVALUATION: This source is beneficial because it touches on the topic of food and how advertisements can affect the users in a space drastically. The authors of this source are experts in the field of medicine, making them very credible to be speaking about the matter. This source is very recent as well, which makes it easy to connect to today’s problems more closely. This journal does seem to exhibit a bit of bias against unhealthy advertisements for food. However, there is a great deal of factual evidence used to support these claims.

19. Marzouk, M., & Aty, A. A. (2012). Maintaining Subway Infrastructure Using BIM. Construction Research Congress 2012. doi: 10.1061/9780784412329.233 QUOTES: “The emergence of Building Information Modeling (BIM) has offered us a great opportunity to develop better asset management plans. BIM introduces a lot of benefits concerning asset/facility management: 1) full integration between information and components which was hard to implement using CAD drawings, 2) Information sharing between stakeholders and last but not least 3) Better visualization of facility or asset” (p. 2321).

“Users can have limited access to BIM model of the stations through a web service so they can state the condition of the station regarding these criteria in an accurate real time mode. Users can select a certain station and rate its cleanliness and other services. These rates can be used to indicate customer satisfaction. Figure 3 shows examples for some criteria that can be assessed by users (passengers) and asset managers” (p. 2327).

SUMMARY: This journal by Mohamed Marzouk and Ahmed Abdel Aty explores the various benefits of Building Information Modeling (BIM) in subway stations. They explain various users who would benefit from the software including but not limited to contractors, engineers, owners and users. A main focus of the journal is assisting with maintenance because BIM models have a high level of information that could allow those performing maintenance on the stations to thoroughly understand the problems with various systems and easily access their manufacturers for assistance. They also explain the benefits of having BIM models for the user of subway stations, because they can use it for navigation, current station information, and more.

EVALUATION: This journal is relevant because it explores using BIM modeling in order to help the user navigate through urban space, specifically subway stations. The journal does touch on this topic, but the focus is on the benefits of BIM for those who work at subway stations and carry out renovations and maintenance. This source does provide some valuable ideas, including a rating system that allows the user to rate their experience and also let maintenance know of any problems within the station. The authors of this source are qualified in this area of research.

Dr. Mohamed Marzouk specializes in construction engineering and management, and Ahmed Abdel-Aty is a part of the department of Pesticide Chemistry and Technology at the World Journal of Agricultural Sciences. The source is relatively current and although it is not based specifically on New York subway stations, it does speak about them in general. This source is not the most helpful because it focuses so much on maintenance as opposed to user experience.

20. McClain, N., Molotch, H. (2014). Below the Subway: Taking Care Day In and Day Out. In Against Security (pp. 50–83). doi: 10.1353/book.32884 QUOTES: “Understanding the mundane is the best route for addressing the spectacular” (p.

78).

“One of the 1nost famous lines of universal design products are Oxo Good Grips kitchen tools, first developed to aid people with limited hand capacity but then found to be better for everyone” (p. 81).

“Starbucks lets pedestrians come in off the street to use the toilet and provides sofas and electricity for laptop users” (p. 82).

SUMMARY: This chapter by Harvey Molotch and Noah McClain is about the various problems associated with the subway and various solutions for improvement.

Focuses of this source are lighting, noise, subway card readers, wayfinding, equipment and more.

Some of the solutions suggested include noise reductive materials, functioning speakers, and regular maintenance. Most interestingly, this chapter suggests a new environment for subway stations that has touch downs and comfortable environments as well as donation pay instead of non-universally designed card readers. McClain suggests that this will lower crime rates and improve comfort as people feel more trusted and taken care of. He theorizes that this would lead to 75% of the typical income, but it would lead to more forward thinking.

EVALUATION: This source is very important because various problems that occur in subway stations are discussed. The authors, Harvey Molotch and Noah McClain, are professors of sociology at New York University and the Illinois Institute of Technology respectively. The journal does seem to have a bias towards a better maintenance of subway stations taking place. The source is very recent, making it relevant to studies of subway stations and their needs today.

21. O’Donnell, B., & Macfarlane, E. C. (2006). Completing the Circle. Civil Engineering Magazine Archive, 76(7), 48–55. doi: 10.1061/ciegag.0000081 QUOTES: “Columbus Circle is a major transfer point between the ind and irt subway lines on the west side of Manhattan. The subway station there is the third busiest in New York City, serving hundreds of thousands of passengers each day” (p. 52).

“The reconstruction of Columbus Circle achieves the project goals of maintaining the circle as a transportation resource, improving pedestrian circulation, and establishing the circle as a significant addition to the public realm of New York City” (p. 55).

SUMMARY: This journal by Brian O’Donnell and Eric Macfarlane explains the history of Columbus Circle, giving a detailed description of its changes over time. They also describe the program of the surrounding area. The main focus of the journal is the changes that were made to the circle over a stretch of many years in order to make it more accessible to pedestrians while also keeping city traffic organized. They explain that the circle was once unused by pedestrians and was not enjoyed fully because it was hard to access and there was no benefit was gained from approaching it. However, after many trials, this journal explores how Columbus Circle is now a high-functioning, monumental part of New York City.

EVALUATION: This journal is relevant to New York City’s Columbus Circle station. It explains in depth the history of Columbus Circle, which is critical to know when planning to build underneath it. This journal was written many years ago, but because of the historical focus this isn’t relevent. The authors of this journal are very credible for the topic that they are discussing. Brian O’Donnell is a senior principal at Stantec--he is responsible for engineering the Columbus Circle.

Additionally, Eric Macfarlane is the lead of the New York City Department of Design and Construction. There seems to be no bias in the journal because it is strictly factual. It also includes full of images of Columbus Circle throughout time, which gives great insight into the development of the area and the values of the community. The source also touches on what the major surrounding buildings include, which makes it easier for the reader to understand the users of this particular subway station.

22. Poole, S. (2019). Bringing the subway to columbus circle. Financial History, (128), 11. Retrieved from https://search.proquest.com/docview/2186679839?accountid=43872 QUOTES: “Named for the landmarked monument of Christopher Columbus at its center, Columbus Circle is a busy traffic circle located at the intersection of Eighth Avenue, Broadway, Central Park South and Central Park West at the southwest corner of Central Park” (p. 11).

“The circle was constructed from 1868–1870 as a part of the original plan for Central Park and was known simply as “the circle” or the “grand circle” prior to the installation of the monument in 1892. The monument, sculpted by Ital-ian artist Gaetano Russo, was installed to commemorate the 400th anniversary of Columbus’ landing in the Americas and was constructed with funds raised by the Italian language newspaper, Il Progresso” (p. 11).

SUMMARY: This journal by Sarah Poole gives a brief insight into the meaning behind certain elements of Columbus Circle and how the subway was brought into the mix. It focuses on the monumental aspect of the circle and how it was originally sculpted to honor Columbus’ arrival to America on the 400th anniversary. Poole explains that the circle was renovated in order to add the subway station underneath, and that it has since become one of the most populated subway stations in New York, averaging more than 73,000 users each day of the week.

EVALUATION: This journal is extremely recent, so it is very relevant to research about the Columbus Circle. It shares unbiased research about the history of the circle and how it still functions today. Author Sarah Poole is the Collections Manager at The Museum of American Finance, making her very knowledgeable about the history of the area. She also has a degree in history. Additionally, this source explains how the subway was brought to this location, which allows the reader to understand the history and meaning behind the location. This source, although very useful, is short and has limited information in it. For this reason, it is not the most enriching source about the history of Columbus Circle. However, it does bring forward facts that are not seen in other sources about the history of this specific location.

23. Reddy, A. V., Kuhls, J., & Lu, A. (2011). Measuring and Controlling Subway Fare Evasion. Transportation Research Record: Journal of the Transportation Research Board, 2216(1), 85–99. doi: 10.3141/2216-10 QUOTES: “Poorly controlled evasion creates perceptions of an unsafe or insecure transit system for some patrons, which leads to ridership declines” (p. 85)...

“Treatment of quality of life issues, such as evasion and pan-handling, creates an orderly environment and may deter more serious crimes according to some law enforcement personnel” (p. 85).

“NYCT has four basic types of fare control equipment: low turnstiles, including agent-operated special-entry turnstiles; high entrance–exit turnstiles (HEETs); high exit turnstiles; and gates, including emer-gency exit gates (EXG), agentoperated gates, and autonomous fare-card access system gates for wheelchair access” (p. 88).

SUMMARY: This journal by Alla Reddy, Jacqueline Kuhls and Alex Lu gives insight into the problem of fare evasion in subway stations. They describe the various types of fare control and different methods that people use in order to evade them. They give a detailed description of each method including images and the downfalls of these methods of fare control. They also explore other factors involved, including money loss for the facility, safety concerns for passengers, general discomfort due to fare control, and more. The source also dives into the issue of quality of life, analyzing the use of police and other workers in subway stations to create a sense of security.

EVALUATION: This journal is relatively recent and applicable to studies of subway station improvement. It gives unbiased facts about subway fare control as well as ways in which they are evaded on a daily basis. This source gives good insights about what methods are more successful than others. It also touches on the ways in which fares can affect overall feelings of safety in subway stations. This source does focus more on the money loss for authority than it does on the safety of the user, but it does touch on both. Alla V. Reddy is the Deputy Chief of Data Research and Development. For New York City Transit, Jacqueline Kuhls is the Authority’s Chief Budget Officer for New York Transit, and Alex Lu is a banking analyst for New York Transit. All three authors are credible for the topic that they are talking about.

FINAL PAPER Cities are growing at a rapid pace. Commute times are increasing, and subway systems are becoming increasingly necessary for inner-city travel. In 2018 alone, 5,437,587 people rode the New York subway from any given station each weekday, amounting to 1,680,060,402 subway riders throughout the year (MTA, n.d.). For millions of people, the New York subway is a vital part of their daily journey. Despite the considerable amount of people interacting with subways, very little has been done to improve user experience and safety. The New York subway system has the worst onschedule performance of all other major cities due to an overwhelming demand combined with a lack of design improvements (New York Times, 2018). Problems remain not only in the functionality and effectiveness of the system, but also in the psychological effects that the system has on its users. An individual’s daily mundane interaction with public transportation directly impacts their overall wellbeing, putting them at a disadvantage in their daily lives due to fear, health problems, frustration, and a lack of inspiration. An epidemic of monotony is taking over our cities, contributing to general negativity and poor wellbeing. This problem can only be improved if all of these issues are addressed in our subway systems through design.

A visual of New York City’s growth from the 1940s to 2019 (Zhang, 2018) Arguably the most urgent issue to address in subway systems is user safety.

Crowds, theft, heinous crimes, and the trains themselves are all sources of danger and unease for subway users. In social psychology, there are three theories about the perception of safety: the Availability Heuristic, the Representative Heuristic, and uncertainty avoidance. The Availability Heuristic refers to the individual’s immediate association of a topic depending on their previous similar experiences. Subway stations tend to have a negative Availability Heuristics for most users due to the stigma surrounding the subway system. The Representative Heuristic is very similar, but relies more heavily on aesthetics and visual cues. Both heuristics are imperative research points in combating the perception of subway station safety (Dolinsky, 2019). Researchers have coined the term “uncertainty avoidance” as a cultural characteristic that people are made nervous by any given situation that appears to be “unstructured, unclear, or unpredictable” (Hofstede, 1984). In order to reduce fear, uncertainty avoidance must be addressed through design.

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Users have such perceived notions about the subway system because these dangers do exist and have occurred in the past. The most prevalent safety concern in subway systems is spatial safety. Crowds occur each day in stations, making them the most common hazard. This occurs because mass transit is such an integral part of urban settings. The subway system is not only affordable for inner-city users, but it is also the most convenient method of getting around (Gershon, et al. 2008). During peak commuter hours, subway stations and their cars become crowded to an extent that users are unable to move or see around themselves. This is incredibly dangerous, because in an emergency scenario, users are unable to properly evacuate the space or be made aware of said emergency.

Peak hours lead to the risk of theft, which becomes most prevalent either in large crowds or in extreme isolation (Gershon, 2005). Oftentimes, theft in crowds is categorized as pickpocketing, while isolated theft can be as aggressive as a robbery. The theory of deindividuation explains that theft tends to occur when the criminal feels as though they can commit a crime without being caught. This can be caused by crowds, low lighting, or any other element that hinders visibility in an environment. Increasing police visibility and decreasing signs of disorderly conduct such as graffiti or loud music can reduce the climate for crime (Dolinsky, 2019). Deindividuation can also be counteracted by using graffiti-resistant materials and limiting access to unmanned areas, such as public restrooms (Gershon, 2005). Theft can also be reduced through perceived trust and freedom. It has been proven that the more freedom the user receives, the more they respect the system in turn (Reddy, Kuhls, & Lu, 2011).

The same theory stands true for more heinous crimes. Subways have been known to house personal dangers such as assault, rape, harassment, hate crimes, and homicide.

During peak hours crowds of people are confined in loud, overly-heated environments, while off-peak hours lend way to dangerous isolation. (Gershon, 2005). The structural design of subway stations also influences deindividuation that can lead to crime, typically regarding areas that allow for additional isolation. An example of this would be niches, as they provide an opportunity for users to be hidden away from others. (Gershon, 2005).

These crimes occur most frequently in isolated areas where criminals believe they are not being watched. Reportedly, nearly 12,000 cases of violence such as homicide, arson, rape, larceny and aggravated assault in the US yearly. (Gershon, 2005). This number is relatively small compared to the billions of people who use public transit, but is still cause for concern.

In addition to these personal crimes, there are also tragedies as a result of the trains themselves. There are many accidental deaths and suicides every year in which a moving train with minimal protection is at fault. Subways are known to have the highest fatality rate of all other transit methods, most likely as a result of poor underground conditions (Gershon, 2005). Accidental deaths at the fault of trains could be limited by using a drainage system below train tracks that allows space for people who have fallen onto the tracks. Granted, this is only proven to help the problem on occasion as it is not entirely effective. A more effective method is platform screen doors (PSD), which have been very successful in stopping many users with psychiatric problems from being able to reach the tracks. (Law, Yip, Chan, Fu, Wong, Law, 2017). In general, physical barriers are most effective in order to prevent these problems from happening, as they engineer away

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any risks. (Haddon, 1980). Beyond physical barriers, there are also other concrete methods to reduce safety risks. Some additional methods include adequate lighting, updated equipment, functional signage, effective modes of egress, and regular maintenance.(Gershon, et al. 2008).

Some of these methods, such as updated equipment and regular maintenance, can also be effective when addressing the problem of health in the subway system. There are many health risks in relation to public transportation both for users and the environment-some of the most notable include hearing risks, air quality, ADA accessibility, and environmental damage. Hearing problems are especially prevalent in subway environments because of the loud noises and vibrations that occur. Noise-induced hearing loss (NIHL) has become increasingly notable in everyday subway users.

(Gershon, Neitzel, Barrea, & Akram, 2006). This hearing loss has become extremely significant in these urban settings, and it needs to be addressed as it has been proven that hearing problems can have a negative impact on human communication, life quality and other work-life issues (Gershon, et al. 2006).

Urban settings are also known for having negative effects on users' health. Subway stations are often known for being overly warm, but there are actual health implications to the inherent air quality that users experience. Air of this quality is typically due to a lack of proper ventilation in the stations or lack of maintenance for these systems. This can lead to various illnesses such as the common cold, staph infections, the flu, and gastrointestinal diseases being transmitted between users. Air quality can be improved by general disinfection of surfaces in order to remove pathogens (Gershon, 2005).

Antibacterial materials can be used on various surfaces in subway cars such as handrails and seats. Hong Kong is a great example of clean subway systems because they are hyper-aware of disease-preventatives after the deadly outbreak of Severe Acute Respiratory Syndrome they experienced in the 2000s (Martin, 2018). Because of this, Hong Kongâ&#x20AC;&#x2122;s Mass Transit Railway applies anti-bacterial coating to surfaces in their subway cars and escalators to stop the spread of germs. (Martin, 2018). Using this method in New York could drastically limit the spread of diseases and illness.

Another method utilized by Hong Kong that would be beneficial to New York is accessibility. A lack of ADA accessibility can lead to certain groups of people becoming singled out and unable to access certain locations. Currently, there are 550,000 New York residents who do not have full walking ability (Patel, 2019). Although this number may seem insignificant in comparison to the millions who reside in New York, it is incredibly important. It has been reported that in New York, only a quarter of the subway stations have elevators for those who are unable to use stairs--one of the lowest percentages throughout all subway systems in the world. People who are in a wheelchair, using strollers, or unable to walk simply cannot use many of New Yorkâ&#x20AC;&#x2122;s subway stations (Patel, 2019). Malaysia Goodson, a mother in New York City, for instance, recently died by falling down stairs due to her struggle to navigate one of these elevator-less stations while using a stroller for her child (Patel, 2019). Such inconvenience and tragedy can and needs to be avoided when designing subway travel for the future.

Factors to be avoided when redesigning the subway system also include negative health impacts. While public transportation is typically more sustainable for our environment compared to the carbon emissions associated with individual car travel,

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improvements that can be made to the system in order to further benefit the health of the environment. As transportation switches over to electric, it is important that mass transportation follows suit. The basic technologies that the subway system currently uses have not been evaluated regarding environmental impact or sustainability over time (New York Times, 2018).

Nor have subways been reassessed when it comes to their emotional impact.

Feelings associated with public transit are typically very negative due to a lack of understandability. Minimal organization can lead to extreme frustration for the user.

Because of this, it is important to address problems such as train schedule feasibility and wayfinding throughout stations at the beginning of the design process. One method currently being explored to improve usability of subway stations is Building Information Modeling (BIM). Building information modeling is a 3D visualization tool that can be an asset because of its abilities to inform users beyond 2D mapping. It also has benefits for stakeholders and those doing maintenance on the stations because these models can include detailed information about the mechanisms being used to keep the subway stations running (Marzouk & Aty (2012).

This form of technology can also be applied to train scheduling--a major challenge for all subway systems. Subway cars can often be delayed due to the outdated mechanisms that are still used today to track the trains underground. Shockingly, the mechanisms used to track subway cars still exist from when the very first subway stations were created, and are unable to track where subway cars reside on the tracks. The governing authority of the New York City Subway System (MTA) has shared that their trains often fall behind schedule because of overcrowding (Cheddar, 2019). The lack of existing station space combined with a growing need for public transport has caused a massive crowding issue in subway stations. Subway stations do not have a general flow or layout like that of an office building, and they are simply not equipped for the mass amounts of users that arrive at peak hours. Predicting when the stations will become crowded is nearly impossible because there are so many factors beyond the typical work day that bring crowds in (Ganz, Schafer, & Tao, 2015). Patterns exist, however, and they are incredibly important to utilize based on specific stations when redesigning.

Attempting to predict human movement and behavior could be a major factor in improving subway car efficiency and scheduling (Du, Yang, Liu, 2017).

Scheduling concerns can be made better by improving feasibility through the use of proper wayfinding elements. Effective wayfinding can significantly accelerate the entire subway experience, yet the majority of stations lack sufficient signage for users to be able to understand where they need to go. In addition to this, stations are ill-equipped to support users with visual and auditory impairments. Sixty-one million Americans are at high risk of developing hearing or vision lossâ&#x20AC;&#x201D;a number that rivals the total number of yearly subway riders in New York City alone (Ganz, Schafer, Tao, 2015). It is imperative that wayfinding elements are heavily considered as a prominent design feature in order to improve scheduling and reduce crowding.

Design features not only have the ability to be informative, they can also improve user experience. People who use the subway every day are subjecting themselves to a discomfort that makes them less excited for their endeavors beyond their daily commute.

A lack of inspiration can actually be detrimental to a personâ&#x20AC;&#x2122;s mental health (Hart, 1998).

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There are many ways to address inspiration in subway stations, ranging from addressing human behavioral characteristics to improving the general environment. People who find themselves in enriching environments tend to be more goal-driven, a mentality that is fundamental to human functioning and helps to eliminate mundane behaviors (Aarts, Dijksterhuis, & Midden, 1999).

A significant factor to take into consideration when studying inspiration is how people behave as a result their environments. A big proponent of human behavior is human interaction; the social influence theory explains that social pressure from one person to another can have a profound impact on the aura of a space (Dolinsky, 2019).

However, it has become difficult to use this knowledge in order to improve function. Most public spaces are not designed to allow for interaction and public socialization within the urban environment has become increasingly subdued. Social centers within cities have become places only to move through, not to experience. Cities no longer seem capable to provide a space that leads to any form of social interaction (Aelbrecht, 2009). There are various studies on crowd psychology that prove humans are influenced by those around them and will act differently when they feel as though they are being watched (Hespanhol, Sogono, Wu, Saunders, & Tomitsch, 2011). In order to accommodate the various needs in a public space, it is important to consider different group dynamicsâ&#x20AC;&#x201D; individual interactions and crowd interaction (Hespanhol, et al. 2011).

While social pressure leads to actions based off of a form of dominance struggles, there are also ways to influence human behavior by connecting the user with the space itself. Users need to be able to trust a space, particularly public ones like subway stations.

Trust can be built using various methods, notably the inclusion of personal space. The average person desires a certain amount of personal space that subway stations and cars tend to lack. Personal space, whether it is perceived through a physical barrier or mental indignation, could make the subway experience much more comfortable. The Familiarity Theory explores how users feel more comfortable in a space because it contains things that they recognize as safe, such as the smell of food, a comfortable sound, or through materials. (Dolinsky, 2019).

Materiality in subway stations can play a role in the level of engagement that users experience. If the materials used are unkempt and dreary, it is difficult for the user to feel comfortable enough to engage with their surroundings. Illumination should be a priority in the materiality of subway stations and cars because i has been found that vertical, illuminated surfaces make subway users feel safe underground (Burnett & Pang, 2004).

Subsequently, proper lighting is very important for improved engagement. There are many factors that make up sufficient lighting in these spaces, including maintenance and the specific environment of the lighting (Burnett & Pang, 2004). Some lighting can be unconventional in the form of monitors or advertisements.

Advertisements are an integral part of most public spaces, and positive messages, as expected, lead to positive outcomes. Oftentimes, subway cars and stations are filled with unhealthy advertisements like nutrition or unobtainable beauty archetypes. These forms of advertisement can harm the user when observed over extended periods of time; notably those that are aimed towards youth or minorities, which aid in the development and progression of poverty. There have been correlations found connecting unhealthy public advertisements with low high-school graduation rates. (Lucan, Maroko, Sanon,

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Schechter, 2017). Advertisements are necessary for the system to have supplemented revenue, but it is also necessary to consider how these advertisements can truly influence users. Positive advertisements can lead to a greater overall appreciation of the space, making it more safe (Dolinsky, 2019). Interactive advertisements can help greatly in enriching the static time that occurs while users are waiting for their trains.

Enriching static time in subway stations is important for an improved design. While the end goal is speed and efficiency, there is no way to guarantee these factors based on the sporadic nature of human beings. Filling free time can allow the user to relax, since stress usually forms as a result of becoming static and feeling as though time is being wasted. An effective way to fulfill these moments is through positive psychology and exploring how life can be improved. For example, gratitude exercises have become more prevalent in the field as psychologists have been searching for ways to improve daily experiences (Dolinsky, 2019). It could be incredibly interesting to find a way to connect users with themselves and others through gratuity.

Interactive art installations can be used to enrich static time. They can create levels of interaction between users while also enabling them to explore their own creativity. James Patten’s interactive lift design is an example of a successful art installation. Lift is a motion-sensing light fixture that mimics the idea of cause and effect in natural environments. When the user stimulates the fixture, it creates a ripple all the way down it’s long, horizontal body. This then encourages other users to try the same, making their ripples interact with one another. Interactive art like this is not only functional, it allows strangers to share similar exciting experiences in an otherwise drab place. Light fixtures that imitate nature are uncommon so it creates a unique experience that users will desire to learn more about. Memorable moments like these can cause positive interactions between people who otherwise would not have noticed one another.

Adding such natural elements to spaces adds an extra layer of comfort to users that cannot otherwise exist in an underground subway station (Aldhahi, 2017). Successful art installations lead to what is called an “elastic experience” in which the user is drawn into and away from the art, allowing them to explore a triangular circulation between the art, themselves, and others around them. (Hespanhol, Sogono, Wu, Saunders, Tomitsch, 2011). This could lead to the discovery of the perfect engagement levels between users, themselves, and the environment around them.

Subway systems are becoming more popular as time progresses, though those in charge of these facilities have done very little to evolve the spaces and technology along with this intense growth. Due to the various risks that are currently associated with subway stations regarding safety, health, cognition and engagement, it is necessary that these environments be reshaped on a global scale to more appropriately serve daily users.

The daily commute on the subway does not have to be dreary, uninspiring, and frightening. It does not have to be awkward, cramped, or unsafe. The New York subway could become an experience that people desire to partake in, making their daily lives more inspiring and fulfilling. The subway does not have to be our perceived idea of what it has been, but rather what we wish it would become.

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7 References

Aarts, H., Dijksterhuis, A., & Midden, C. (1999). To plan or not to plan? Goal achievement or interrupting the performance of mundane behaviors. European Journal of Social Psychology, 29(8), 971–979. doi: 10.1002/(sici)10990992(199912)29:8<971::aid-ejsp963>3.0.co;2-a Aelbrecht, P. S. (2009). How can urban design bring strangers together? Design Principles and Practices: An International Journal—Annual Review, 3(4), 191–206. doi: 10.18848/1833-1874/cgp/v03i04/37710 Aldhahi, M. (2017, April 10). Bringing strangers together through interactive design.

Magenta. Retrieved from https://magenta.as/bringing-strangers-togetherthrough-interactive-design-3354a32e58b8 Burnett, J., & Pang, A. Y.-H. (2004). Design and performance of pedestrian subway lighting systems. Tunnelling and Underground Space Technology, 19(6), 619–628. doi: 10.1016/j.tust.2004.03.001 Could this subway car save NYC transit? Cheddar Explains. (2019, May). Cheddar.

Dolinsky, B. (2019) Phone interview.

Du, Z., Yang, B., & Liu, J. (2017). Understanding the spatial and temporal activity patterns of subway mobility flow. Cornell University. Retrieved from https://arxiv.org/abs/1702.02456 Ganz, A., Schafer, J. M., & Tao, Y. (2015). PERCEPT based interactive wayfinding for visually impaired users in subways. Journal on Technology and Persons with Disabilities.

Gershon, R. R. M. (2005). Health and safety hazards associated with subways: A review. Journal of Urban Health: Bulletin of the New York Academy of Medicine, 82(1), 10–20. doi: 10.1093/jurban/jti004 Gershon, R. R. M., Neitzel, R., Barrera, M. A., & Akram, M. (2006). Pilot survey of subway and bus stop noise levels. Journal of Urban Health, 83(5), 802–812. doi: 10.1007/s11524-006-9080-3 Gershon, R. R., Pearson, J. M., Nandi, V., Vlahov, D., Bucciarelli-Prann, A., Tracy, M., Galea, S. (2008). Epidemiology of subway-related fatalities in New York City, 1990-2003. Journal of Safety Research, 39(6), 583–588. doi: 10.1016/j.jsr.2008.10.004

Final Thesis Research Paper

8

Hart, T. (1998). Inspiration: Exploring the experience and its meaning. Journal of Humanistic Psychology, 38(3), 7–35. doi: 10.1177/00221678980383002 Hespanhol, L., Sogono, M. C., Wu, G., Saunders, R., & Tomitsch, M. (2011). Elastic experiences. Proceedings of the 23rd Australian Computer-Human Interaction Conference on - OzCHI 11. doi: 10.1145/2071536.2071559 Hofstede, G. (1984). The cultural relativity of the quality of life concept. The Academy of Management Review, 9(3), 389. doi: 10.2307/258280

How did New York's trains get so bad?(2018). Retrieved from

https://www.youtube.com/watch?v=COLMODzYX7U

Law, C., Yip, P. S., Chan, W. S., Fu, K.-W., Wong, P. W., & Law, Y. (2009).

Evaluating the effectiveness of barrier installation for preventing railway suicides in Hong Kong. Journal of Affective Disorders, 114 (1-3), 254–262. doi: 10.1016/j.jad.2008.07.021 Lucan, S. C., Maroko, A. R., Sanon, O. C., & Schechter, C. B. (2017). Unhealthful food-and-beverage advertising in subway stations: Targeted Marketing, Vulnerable Groups, Dietary Intake, and Poor Health. Journal of Urban Health, 94(2), 220–232. doi: 10.1007/s11524-016-0127-9 Martin, W. (2018, January 6). I rode Hong Kong's amazing subway where it's impossible to get lost — now I'll never look at the London Underground in the same way.

Business Insider. Retrieved from https://www.businessinsider.com/hong-kongmtr-better-than-the-london-underground-new-york-subway-2018-1 Marzouk, M., & Aty, A. A. (2012). Maintaining subway infrastructure using BIM. Construction Research Congress 2012. doi: 10.1061/9780784412329.233 Patel, J. K. (2019, February 11). Where the subway limits New Yorkers with disabilities.

The New York Times. Retrieved from https://www.nytimes.com/interactive/2019/02/11/nyregion/nyc-subwayaccess.html?action=click&module=Top Stories&pgtype=Homepage?smid=fbnytimes&smtyp=cur&fbclid=IwAR14vk2qSKEoufY5SXTty6oLyNZ08Afujv2EqZxSBePf8Cl7Do3qfbhVEU Zhang, M. (2018). Retrieved from https://www.youtube.com/watch?v=f6U7YFPrz6Y&feature=emb_title

1.3

ARCHITECTURAL PRECEDENT

THE PROMENADE

Tel Aviv, Mayslits Kassif Architects Continuity of form Various forms of opportunity Attention to user needs Sweeping architecture

1.3

AESTHETIC PRECEDENT

BAR NOU

Barcelona, MAIO Architects Strong graphics Warm materials Lighting exploration Geometric forms

1.3

PROJECT PRECEDENT

Hong Kongâ&#x20AC;&#x2122;s Subway Barcelona, MAIO Architects

Antibacterial coatings for health Sufficient amounts of handholds Floor wayfinding and signage Safety screens throughout stations

The story of

1.3

INSPIRATION/ METAPHORS

you

VERBAL

Celebrating Individuality

PHYSICAL

VISUAL

Creating Choice

Honoring Different Paths

WHITE PAPERS EXPERIENCE MODES The Gensler Experience Index identifies what the “X factor of design is” and how we can keep our spaces current as designers. Gensler has determined that single-use spaces are becoming increasingly obsolete as time progresses, and that we must make our spaces multifaceted to keep users interested. To do this, we must acknowledge that in today’s environments, “everyone is doing everything everywhere.” It has been found that the experience depends entirely on a user’s intention—the reason they have come to a space. As designers, the goal is to exceed these expectations. There are five modes of intention that today’s user travels with—task, social, discovery, entertainment, and aspiration. In task mode, users have something specific that they are looking to achieve.

In subway stations, this would refer to the direct need to get on a subway car as fast as possible or obtaining tickets in a timely manner. Task mode is different from all the other modes because it is less experiential and typically not as enjoyable. Social mode is when the user’s intention surrounds engaging with others, whether it be friends or new connections. In general, “places that support community and social connection perform better.” Discovery mode refers to when the user is traveling without a concrete plan but rather just exploring to kill time. It has been found that “people who take time to reflect and unplug have better experiences” overall. Entertainment mode is like discovery mode, but there is more of a focus on being entertained by various factors than discovering new things. Lastly, aspiration mode refers to when the user is looking for methods to find personal growth, such as joining a gym. There are studied percentages for each mode in public spaces, but it is important to find specific percentages for each location when designing.

There are six major factors that typically make spaces exceed the user’s expectations. These factors are beauty, novelty, authenticity, clarity, inspiration, and a sense of welcome. Beauty focuses mostly on a first impression of a space and lends way to users’ perception of the value of a space. Novelty refers to the ‘wow’ moments in a space that are uniquely designed. Authenticity matters when it comes to the holistic experience and how the user perceives the importance of the location. Clarity can be found in the efficiency of wayfinding, signage, and layout. Inspiration in spaces is when the space aids in the user’s creativity. Inspiration can be found in technology, as users often view new technology as a “powerful symbol of innovation.” Lastly, a sense of welcome has to do with the users’ comfortability in a space and how much ownership they feel over the space.

Source

â&#x20AC;&#x153;Experience Index: Gensler Research Institute: Research & Insight.â&#x20AC;? Gensler, December 1, 2017. https://www.gensler.com/research insight/genslerresearchinstitute/experience-index.

PROXEMICS The need for personal space is constantly increasing as society becomes more individually focused. Particularly in America, people hate to be touched. There is an unspoken societal rule that we must not touch each other, and we must not face each other directly. These unspoken rules reside deep in our unconscious—they are not things that we actively think about, but rather are just methods that we are conditioned to be accustomed to. The United States population is increasingly growing with over 300 million residents.

With this growth, “urban corridors becoming denser and people with wealth searching for new ways to separate themselves from the masses” (Rosenbloom, 2006). A desire for personal space during these crowded times is intensifying significantly. In America, people feel as though they have a right to personal space because we live in a culture based on privacy, independence, and capitalism.

A natural human instinct has developed in which eye contact must be avoided at all costs to maintain a feeling of personal space. It has also been found that personal space involves not only the “invisible bubble” of space that the user requires around their body, but also all their senses combined (Rosenbloom, 2006). A violation of the personal bubble may occur not only with close quarters, but also with uncomfortable sounds and smells.

Proxemic distances have been studied based on their connotations and comfortability. The various distances can be described as: “intimate distance (6 to 18 inches); personal distance (18 inches to 4 feet); social distance (4 to 12 feet); and public distance (about 12 feet or more)” (Rosenbloom, 2006). It has been found that public large interactive displays (PLIDs) are “rapidly being adopted for public interactions due to their ability to deliver dynamic content to a broad audience, to support interactions by groups of individuals, and their increasing affordability” (Ghare, 2018). These public displays are a design element that can decipher the proxemics of a space.

These findings have major implications when it comes to designing public spaces.

It has been found that consumers will leave something that they were interested in at a store if they feel as though they are in too close of quarters with another customer. This information allows retail environments to know the dimensions that suit user comfort when shopping to keep them from leaving without purchases. The same holds true for public spaces such as subway stations. Once we can recognize the distances that increase discomfort and find a way to design a space to not only have enough space but also to encourage users to provide personal space for one another, we can create an environment with minimal hostility and maximum comfort. When a user is comfortable, they can focus on themselves and grow as a person beyond their environment (Rosenbloom, 2006).

Sources

Ghare, Mojgan, Marvin Pafla, Caroline Wong, James R. Wallace, and Stacey D. Scott.

“Increasing Passersby Engagement with Public Large Interactive Displays.”

Proceedings of the 2018 ACM International Conference on Interactive Surfaces and Spaces - ISS 18 , 2018. https://doi.org/10.1145/3279778.3279789.

Rosenbloom, Stephanie. “In Certain Circles, Two Is a Crowd.” The New York Times. The New York Times, November 16, 2006. https://www.nytimes.com/2006/11/16/fashion/16space.html.

NATURE IN URBAN ENVIRONMENTS

Indoor environments tend to lack proper daylight, typically due to safety and hygienic reasons. Subway stations in particular lack all forms of daylight because of their underground location. It is incredibly important to implement a substitution for daylighting in order to “reduce feelings of monotony, isolation, and entrapment” (Canazei et. al, 2017). It has been proven that human beings need daylight in order to feel and perform well in any indoor environment.

Studies have been conducted to test user reaction to spaces with and without a simulated skylight--fluorescent lamps being the control. The results found have been overwhelmingly in favor of the artificial skylight. The results have shown that participants felt more lively, less tense, and more connected to nature in the space with a simulated skylight. Participants also reported “lower feelings of tension, anxiety, and claustrophobic symptoms, and a higher positive mood state” (Canazei et. al, 2017).

Additionally, participants were able to make riskier, more selfish decisions for their own benefit when they were in the space with the simulated skylight. Overall, with the simulated skylight, moods improved, anxiety lowered, and claustrophobic feelings subsided.

There are theories connected to this idea of nature improving health and wellbeing. The psycho-evolutionary theory “proposes that exposure to natural environments initiates an immediate positive affective response.” The attention restoration theory explains that “‘softly’ fascinating environmental stimuli, typically perceived in natural environments, promote feelings and thoughts of being-away-fromdaily-routines, and thus, they have a restorative effect” (Canazei et. al, 2017).

A real-life example of simulated nature being implemented into the subway environment is in the Seoul metropolitan area. In Seoul, they have practiced utilizing indoor gardens in conjunction with resting spaces, libraries, and snack bars. The vegetation they use is often either native plants, exotic plants, foliage plants, or flowering plants. Seoul city planners believe that subway stations are incredibly important aspects of society because large groups of people are forming in these areas. As rapid urbanization occurs, it is important to make sure that these spaces are “pleasant places to move through and use” (Yoon et. al, 2015). Beyond the implementation of skylights and plants, it is also important to consider the “ceiling height, size of indoor garden, flooring, lighting and illumination” (Yoon, et. al, 2015).

Sources

Canazei, Markus, Wilfried Pohl, Harald R. Bliem, Markus Martini, and Elisabeth M. Weiss.

“Artificial Skylight Effects in a Windowless Office Environment.” Building and Environment 124 (2017): 69–77. https://doi.org/10.1016/j.buildenv.2017.07.045.

Yoon, Junhyuck, Hyeoncheol Shin, Sumin Choi, Jaesung Yun, and Kyoungok Choi. “A Scenery Preparation Situation and Improvement Plan of Indoor Gardening in Subway Stations - Comparison with Seoul Metropolitan Area and Other Metropolitan City.” Journal of Recreation and Landscape , 2015, 53–57. http://db.koreascholar.com/article.aspx?code=314678.

02 SITE ANALYSIS (EXISTING BUILDING)

2.1

BUILDING INFORMATION

Columbus Circle Station New York City hub on the corner of central park & various office buildings

Existing Site

54,623 USF

Ground Level 1,120 USF Entrances Lower Level 1 20,105 USF Red line service Lower Level 2 9,461 USF Connection & turnstyle Lower Level 3 22,025 USF Blue line & yellow line service Stairs 1,912 USF

2.2 SITE ANALYSIS CENTRAL PARK TIME WARNER CENTER TRUMP INTERNATIONAL TOWER

LOCAL ATTRACTIONS

BROADWAY MUSEUM OF ART & DESIGN HEARST TOWER TURNSTYLE COLUMBUS SCULPTURE GLOBE SCULPTURE MISCELLANEOUS SHOPPING

HUDSON RIVER

WORK BUILDINGS

SHOPPING

ATTRACTIONS CENTRAL PARK

2.3 EXISTING PLANS

RED LINE PLATFORM BLUE LINE 3D DIAGRAM BY CANDY CHAN

YELLOW LINE

STACKING

' 137

' 124

' 264

11' 11'

LOWER LEVEL 1 - RED LINE PLAN

4 - RED LINE Existing 1/64"1/64” = 1'-0" = 1’-0”

2.3 EXISTING PLANS

The existing station was not ADA compliant, so stairs were relocated and excavation was necessary in order to add additional elevators.

121'

74'

74'

121'

1

2 - PLATFORM Existing 1/64" = 1'-0"

2 - PLATFORM Existing 1 LOWER LEVEL 2 - PLATFORM 1/64" = 1'-0"

1/64” = 1’-0”

319'

26'

26' 17'

17' 26'

26'

319'

1 - YELLOW AND BLUE Existing 2 LOWER LEVEL 3 - BLUE 1/64" = 1'-0" 2

1/64” = 1’-0” 1 - YELLOW AND BLUE Existing 1/64" = 1'-0"

& YELLOW LINE PLAN

03 PRE-DESIGN

3.1

PROJECT PROPOSAL

PROJECT STATEMENT The city-dwellerâ&#x20AC;&#x2122;s daily, mundane interactions with public transportation can be improved by reexamining the format of the subway experience, focusing on technology, social factors, and enriching static time.

Problems that need to be addressed through design include safety, health, organization and engagement.

Safety Risks

RESEARCH SUMMARY Cities are growing at a rapid pace. Due to this sprawl, many people spend a large portion of their daily life dealing with public transportation. Current problems with subway stations include:

- Pre-journey planning - Branded retail - Improved navigation - Improved train function - Platform screen doors - Hearing/Visual aid

Health Hazards Lack of Engagement

We need to consider...

TECHNOLOGY

Organizational Problems

RECOGNIZING SOCIAL FACTORS - Allowing for variation - Perceived trust - Personal space - Familiarity theory - Deindividuation - Social influence

ENRICHING STATIC TIME - Positive psychology - Gratitude exercises - Retail opportunities - Interactive art - Wayfinding elements

PROJECT PROPOSAL

3.1 USER PROFILE

commuters

locals

40%

staff

38%

needs:

22% needs: 5% task 20% social 25% entertainment 40% discovery 10% aspiration

needs:

80% task 10% social 5% entertainment 1% discovery 4% aspiration

facts about locals

tourists

20% task 30% social 20% entertainment 5% discovery 25% aspiration

median age: 38.2 years predominant race: white median income: $56,100 average rent: $1,965 technologically savvy care for environment high number of same-sex couples

“predominantly single, well-educated professionals in business, finance, legal, computer, and entertainment occupations.”

USER NEEDS

task

40%

social

20%

entertainment

15%

discovery

13%

aspiration

12%

activities:

activities:

activities:

activities:

activities:

QUICKLY MAKE TRAINS QUICKLY GRAB COFFEE PREPARE FOR MEETING GRAB CONVENIENCE ITEM SWIFTLY EXIT FIND RESTROOM PURCHASE TICKET FIND CORRECT TRAIN

RELAX / SIT WITH FRIENDS GRAB COFFEE TOGETHER EXPLORE TOGETHER MEET NEW PEOPLE INTERACT WITH STAFF LEARN ABOUT OTHERS GRAB FOOD TOGETHER FEEL PRESENCE OF OTHERS

SEE A PERFORMANCE SEE GRAPHIC SHOW INTERACT WITH ART HEAR MUSIC SEE PHYSICS

TRY SOMETHING NEW SHOP FOR FUN EAT LOCAL FOOD SEE LOCAL ART LEARN ABOUT LOCAL AREA HAVE A PLACE FOR ITEMS

LEARN ABOUT HEALTH TRY HEALTHY FOOD GRATITUDE EXERCISES SET GOALS LEARN ABOUT LANDMARKS WORK WITH OTHERS LOOK INTO FUTURE LEARN ABOUT ONESELF

SEE TRAIN SCHEDULE KNOW WEATHER HEAR LOCAL NEWS

GATHER WITH OTHERS

3.2

CONCEPTUAL INSPIRATION BOARDS

TASK 40%

3.2

CONCEPTUAL INSPIRATION BOARDS

SOCIAL 20%

3.2

CONCEPTUAL INSPIRATION BOARDS

ENTERTAINMENT

15%

3.2

CONCEPTUAL INSPIRATION BOARDS

DISCOVERY

13%

3.2

CONCEPTUAL INSPIRATION BOARDS

ASPIRATION

12%

INITIAL PROGRAMMING

3.3 INCUBATION SPACES

35%

APPROXIMATELY 19,110 SF

FIXED SPACES

20%

APPROXIMATELY 10,920 SF

CORE SPACES

15%

APPROXIMATELY 8,190 SF

LOCAL RETAIL LOCAL FOOD LOCAL ART LOCAL PERFORMANCE INTERACTIVE ELEMENTS

*ALL MODULAR SPACES

7,020 SF

VENDING MACHINES

500 SF

COFFEE TO GO

100 SF

GRATITUDE EXERCISES

2,000 SF

CONVENIENCE SHOPPING

500 SF

WORK TOUCHDOWNS

100 SF

RENTABLE STORAGE

500 SF

SEATING AREAS

200 SF

COMMUNITY TABLES

2,000 SF

RESTROOMS

1,390 SF

STORAGE

800 SF

STAFF LOUNGE

700 SF

SECURITY SPACES

1,000 SF

TURNSTYLES

300 SF

INFORMATIONAL BOOTHS

1,000 SF

ELEVATORS

1,000 SF

STAIRS

3.4

5/12/2020

ADJACENCY MATRIX

adjacency-matrix-diagram.svg

Tap Zones TAPInIN ZONES

Primary Adjacency PRIMARY ADJACENCY

Incubation SpacesSPACES INCUBATION

SECONDARY ADJACENCY Secondary Adjacency

Rentable Storage RENTABLE STORAGE

UNDESIRED ADJACENCY Undesired Adjacency

Interactive ElementsELEMENTS INTERACTIVE Subway CarCAR Entrances SUBWAY ENTRANCE Cafe CAFE Multi-height Cafe Tables MULTI-HEIGHT CAFE TABLES Seating SEATING Work Spaces WORK SPACES Security SECURITY Staff Lounge STAFF LOUNGE Restrooms RESTROOMS Storage STORAGE Stairs/Elevators STAIRS/ELEVATORS

3.5

TERMS OF CRITICISM

The design will address user safety, allowing them to utilize the subway system without the fear of accidents, theft, or general discomfort.

The design will be as healthy as possible for the user in regards to hearing health, visual health, mental health, and more.

The design will be understandable for the user and provide them with an organized outlook for their daily lives.

The design will encourage exploration and engagement with other people, whether familiar or not.

The design will activate unutilized space in order to maximize the potential of the space and enhance user activities.

The design will inspire the user to explore their potential and find purpose in their daily lives.

The design will minimize monotony and provide opportunity to utilize different forms of space depending on the userâ&#x20AC;&#x2122;s mood.

3.5 DESIGN ICONS

RECOGNIZING SOCIAL FACTORS acknowledging various social needs, creating zones for both interaction & solitude to enhance comfort

VISIBILITY designing with clear visual paths, utilizing transparent & bright materials as well as proper lighting for a sense of safety

ACCESS TO NATURE Including natural elements such as greenery, simulated sunlight & air flow to create a healthy environment

PLACE ATTACHMENT providing familiar elements such as graphics, textures & scents to enhance a sense of belonging

THOROUGH WAYFINDING utilizing technology, color & signage to create an understandable experience & eliminate overcrowding through zones

3.5 DESIGN ICONS

UNIVERSAL DESIGN designing with all 7 universal design elements in order to create a space that accepts all users & their abilities

PERCEIVED SAFETY using various protective elements to create a safe space such as physical barriers, zoning & enhanced security

ACOUSTICS utlilizing acoustical elements to enhance user comfort & health such as acoustical paneling, textures & physical barriers

EXPLORATION designing for continuous exploration of the environment through modular, adaptable spaces & elements

ENRICHING STATIC TIME including various interactive elements for users to view while waiting for trains such as viewing, touching, or listening

04 SCHEMATIC DESIGN

4.1 2D & 3D STUDIES

ENRICHMENT TRAVERSE

TRANSPARENCY

PERSONALIZED

EXPLORATION

WATERING HOLE

2D CONCEPT STUDY

3D CONCEPTUAL MODEL

4.2

SCHEMATIC DIAGRAMS

KEY WOW MOMENT (GRAPHICS) SAFETY SOLUTION SOMETHING TO WATCH TRAIN SCHEDULE GREENERY HEARING AID WAYFINDING TECHNOLOGY FRESH AIR / HVAC ACOUSTICAL SOLUTION SIMULATED NATURAL LIGHT TRANSPARENCY

ABBREVIATIONS IS - INCUBATION SPACE PB - PHONE BOOTH RR - RESTROOM ST - STORAGE COMM. - COMMUNITY SEC. - SECURITY VEND. - VENDING MACHINE IM - IG MOMENT GE - GRATITUDE EXERCISES

4.2

SCHEMATIC DIAGRAMS

BLOCKING DIAGRAM

Journey Mapping Commuters Locals Tourists Staff

4.3

PRELIMINARY SKETCHES

modular acoustical panels

inspiring graphics

transparency

instagrammable moment

work space

4.3

PRELIMINARY SKETCHES

spaces of choice

mounted phone booth

modular elements

perceived privacy

simulated sunlight

implementation of greenery

04 05 DESIGN DEVELOPMENT

5.1 CODE ANALYSIS GENERAL INFORMATION BUILDING TYPE TYPE 1 ICC BUILDING CLASSIFICATION A-3 (ASSEMBLY) M (MERCANTILE) A-2 (RESTAURANT) B (BUSINESS) D-1 (INSTITUTIONAL) S-1 (STORAGE) STORIES INCLUDED 3 SPRINKLERED YES

REQUIRED # OF EXITS MAXIMUM TRAVEL DISTANCE ALLOWED MINIMUM EXIT WIDTH

INTERIOR WALL & CEILING CLASSIFICATION INTERIOR FLOOR FINISH UPHOLSTERY CODE REQUIRED

4 75 44"

CLASS A CLASS A CLASS A

5.1 CODE ANALYSIS OCCUPANCY LOAD SQUARE FOOTAGE *Not including stair square footage

48,560.20

MAXIMUM FLOOR ALLOWANCE PER OCCUPANT

9.68 SF

LOWER LEVEL 1 A-3 (ASSEMBLY) M (MERCANTILE) A-2 (RESTAURANT) B (BUSINESS) D-1 (INSTITUTIONAL) ASSEMBLY (NO SEATS)

SF 376.63 1181.07 112.51 1480.13 306.84 14789.59

LOAD FACTOR OCCUPANCY LOAD 30N 12.55 60G 19.7 15N 7.5 100G 14.8 100G 3.1 7N 2112.8 TOTAL 2170

LOWER LEVEL 2 A-3 (ASSEMBLY) M (MERCANTILE) A-2 (RESTAURANT) B (BUSINESS) D-1 (INSTITUTIONAL) S-1 (STORAGE) ASSEMBLY (NO SEATS)

SF 8.74 971.12 200.72 869.39 157.4 144 5938.5

LOAD FACTOR OCCUPANCY LOAD 30N 0.3 60G 16.19 15N 13.38 100G 8.7 100G 1.57 300G 0.48 7N 848.36 TOTAL 888

LOWER LEVEL 3 A-3 (ASSEMBLY) M (MERCANTILE) B (BUSINESS) D-1 (INSTITUTIONAL) S-1 (STORAGE) ASSEMBLY (NO SEATS)

SF 405 7459.76 832.43 247 433.95 12645.42

LOAD FACTOR OCCUPANCY LOAD 30N 13.5 60G 124.33 100G 8.33 100G 2.47 300G 1.45 7N 1806.5 1956 TOTAL

TOTAL OCCUPANCY LOAD

5016

Toilet Lavatory

Women SPACE TYPE CODE FIXTURE # MAX USERS M (Mercantile) 1 Per 500 1 96 M (Mercantile) 1 Per 750 1 96

Toilet Urinals Lavatory

Men SPACE TYPE CODE FIXTURE # MAX USERS M (Mercantile) 1 Per 500 1 96 PLUMBING M (Mercantile) 33% 1 96 M (Mercantile) 1 Per 750 1 96

Drinking Fountain Janitor's Sink

Combined SPACE TYPE CODE FIXTURE # MAX USERS M (Mercantile) 1 per Floor 1 N/A M (Mercantile) 1 per Floor 1 N/A

5.1 CODE ANALYSIS

*Toilets are not required in subway station code due to safety concerns. All restrooms provided in my design are locked and for personnel or emergency use.

CONSTRUCTION DRAWINGS

5.2

5' 5'

6'

5'

5'

4'

5' RE EG SS WID TH 12'

5'

5'

5' 7'

RE EG SS WID TH 12'

5' RE EG SS WID TH 12'

5'

5'

6'

5' 5' 5'

LOWER LEVEL 1 - RED LINE 4 - Red Line Plan Final ACCESSIBILITY PLAN 1/64” = 1’-0” 1/64" = 1'-0"

LOWER LEVEL 1 - RED LINE 4 - Red Line Egress Length EGRESS PLAN 1/64” = 1’-0” 1/64" = 1'-0"

FL

R OO

ND PLA

A ON IAG

L 58

1'

FL

R OO

ND PLA

A ON IAG

L 58

1'

CONSTRUCTION DRAWINGS

5.2 5'

5'

5'

3'

5' 5'

EGRESS WIDTH 10'

4'

5'

5'

4'

5'

5'

3'

5'

5' 4'

4'

4'

5'

2 - PLATFORM Final 1/64" = 1'-0" 2 - PLATFORM Final 2 LOWER LEVEL 2 - PLATFORM ACCESSIBILITY PLAN 1/64” = 1’-0” 1/64" = 1'-0"

'

3' 5'

3' 6'

4'

6'

5'

4'

5'

5' FLOOR PLAN DIAGON

5'

3'

EGRESS WIDTH 10' EGRESS WIDTH 6'

AL 334'

7' 5'

5'

5'

334' FLOOR PLAN DIAGONAL

7'

3'

EGRESS WIDTH 6'

3'

5'

5'

5'

LENGTH OF TRAVEL

5'

5' 5'

34

5'

5'

3'

EGRESS WIDTH 6'

7'

5'

EGRESS WIDTH 6'

EGRESS WIDTH 6'

EGRESS WIDTH 6'

7'

6'

5'

5'

6'

5'

EGRESS WIDTH 7' EGRESS WIDTH 6' EGRESS WIDTH 6'

5' 8'

5'

5'

4'

EGRESS WIDTH 7'

5' 8'

5' 5'

2 - PLATFORM Egress Length 1 1/64" = 1'-0"

L1

4'

EGRESS WIDTH 10'

5' 5'

5'

A ON IAG

2 - PLATFORM Egress Length 1 LOWER LEVEL 2 - PLATFORM EGRESS 1/64” = 1’-0” 1/64"PLAN = 1'-0"

'

EGRESS WIDTH 4'

34

EGRESS WIDTH 4'

N P LA

L1

EGRESS WIDTH 4'

R OO FL

NA GO D IA

ND P LA

5'

5'

2

R OO FL

5' EGRESS WIDTH 7'

EGRESS WIDTH 4'

5'

5' EGRESS WIDTH 10' EGRESS WIDTH 12'

5'

EGRESS WIDTH 7'

EGRESS WIDTH 9' 3'

EGRESS WIDTH 10'

EGRESS WIDTH 8'

EGRESS WIDTH 12'

5'

EGRESS WIDTH 10'

5'

4'

EGRESS WIDTH 8'

EGRESS WIDTH 9' 3' 5'

1

1LOWER - YELLOW AND Plan Final LEVEL 3 - BLUE YELLOW & BLUE ACCESSIBILITY 1/64" = 1'-0" PLAN 1/64” = 1’-0” 1 - YELLOW AND BLUE Plan Final 1 1/64" = 1'-0" FLOOR PLAN DIAGON

AL 334'

LENGTH OF TRAVEL

334' FLOOR PLAN DIAGONAL

FLOOR PLAN DIAGON

2

5'

5'

5' 5'

AL 334'

LOWERAND LEVEL 3 - YELLOW & BLUE 1 - YELLOW BLUE Egress Length EGRESS 1/64" = 1'-0" PLAN 1/64” = 1’-0”

FLOOR PLAN DIAGON

2

1 - YELLOW AND BLUE Egress Length 1/64" = 1'-0"

AL 334'

5.3

My custom object for this project is the modular pieces that are used to create unique incubation spaces within subway stations. These pieces can be rearranged and reconnected as needed to create a sense of choice and ownership for those who choose to rent at the stations.

CUSTOM OBJECT DRAWINGS

5.3

CUSTOM OBJECT DRAWINGS

PERFORM

SELL GOODS

SCREEN SHARE

SELL FOOD

These are a few prescribed ideas for how incubation spaces could be laid out, but the possibilities are endless.

LOUNGE

1' - 7"

1 1 1/2" SECTION = 1'-0" SIDE

2

1' - 7" 1' - 7" 1' - 7"

1' - 7"

2' - 5"

1' - 7"

1' - 7"

5' - 2"

10' - 0"

1' - 7"

Side Section 1/2" = 1'-0"

2' - 5"

1' - 7"

1' - 7"

5' - 2"

10' - 0"

1' - 7"

1' - 7"

2' - 5"

2' - 5"

2' - 5" 2' - 5"

2' - 5"

INCUBATION SPACES ARE ALL 10X10 OR LARGER TO ACCOMMODATE ANY 1' - 0" 1' - 2" DESIRED 1' - 2" COMBINATION

3' - 3"

3' - 3"

1' - 2"

Side Dimensioned 1/2" = 1'-0"

1/4” = 1’-0”

10' - 0"

Side Dimensioned Front Dimensioned

2 3 1/2"ELEVATION = 1'-0" 1/2" = 1'-0" SIDE

3

Front Dimensioned 1/2" = 1'-0"

1/4” = 1’-0”

1' - 2"

1' - 0"

1' - 7"

1' - 2"

1' - 7"

SHELF INSERTS MADE OF DURABLE PLASTIC MATERIAL

1' - 7"

2' - 5"

2' - 5"

1' - 7"

1' - 7"

5' - 2"

1' - 7"

5' - 2"

10' - 0"

5' - 2"

10' - 0"

1' - 7" 1' - 7" 1' - 0" 1' - 2"

1' - 7"

2' - 5"

1' - 7" 1' - 7"

2' - 5" 1' - 7"

2' - 5"

2' - 5"

1' - 7"

5' - 2"

10' - 0"

5' - 2" 1' - 7"

10' - 0"

1' - 7"

1' - 7"

USER-FRIENDLY SNAP JOINTS TO CONNECT PIECES

Side Section

10' - 0"

1' - 8"

2' - 5"

1' - 8"

DETACHABLE EXTERIOR SYSTEM FOR USE OF TABLES

1' - 7"

2' - 5"

SHELF INSERTS MADE OF DURABLE PLASTIC MATERIAL

1' - 7"

CUSTOM OBJECT DRAWINGS

5.3

3' - 3"

3' - 3"

1' - 7"

Front Dimensioned 1/2" = 1'-0"

4

5' - 2"

3' - 3"

Level 1 - Plan Section 1/2" = 1'-0"

5

PLAN SECTION

Level 1 1/2" =

1/4” = 1’-0”

3' - 3" 3' - 3"

3' - 3"

1' - 2"

1' - 0"

1' - 2" 1' - 2"

1' - 7"

1' - 2"

1' - 0"

2' - 5"

1' - 7"

1' - 7"

10' - 0"

3

3' - 3" 10' - 0"

10' - 0"

3' - 3"

3' - 3"

10' - 0"10' - 0"

3

Level 1 - Plan Section Front 4 Dimensioned

1/2" = 1'-0" 1/2" = 1'-0" FRONT ELEVATION

1/4” = 1’-0”

3' - 3" 10' - 0"

3' - 3"

10' - 0"

Level 1 - Plan View 5 4 Level 1 - Plan Section 1/2" = 1'-0" 1/2" = 1'-0"

PLAN VIEW 1/4” = 1’-0”

5

Lev 1/2

5.4 FINAL PLANS

RR RS

RR RS

RS

SEC RS

RS TD

TD

SEC

RAMP TO PLATFORM RS

RS

RS RS

SEC

RS

RR

LOWER LEVEL 1 - RED LINE FINAL FLOOR PLAN 1/64” = 1’-0”

KEY IS TD RS SEC ST RR

INCUBATION SPACE TOUCHDOWN RENTABLE STORAGE SECURITY STORAGE RESTROOM POINT OF ENTRY SUBWAY CAR ENTRY SUBWAY TRACK

5.4 FINAL PLANS

RR

ST

CAFE

SEC

IS

IS

ST ST

IS

IS

RS RAMP TO RED

STAFF

LOWER LEVEL 2 - PLATFORM FINAL FLOOR PLAN 1/64” = 1’-0”

IS

RR

IS

ST.

IS

IS

TD

SEC

IS

TD

RS

TD TD

IS

TD TD

TD

SEC

TD

IS

IS

ST.

RS

TD TD

TD

TD

IS

IS

IS

IS

SEC

IS

IS

IS

IS

TD

TD

TD TD

RR

LOWER LEVEL 3 - YELLOW & BLUE FINAL FLOOR PLAN 1/64” = 1’-0”

KEY IS TD RS SEC ST RR

INCUBATION SPACE TOUCHDOWN RENTABLE STORAGE SECURITY STORAGE RESTROOM POINT OF ENTRY SUBWAY CAR ENTRY SUBWAY TRACK

FINAL PLANS HEART CENTER

5.4

RR

ST

CAFE

SEC

IS

IS

ST ST

IS

IS

RS RAMP TO RED LINE

LOWER LEVEL 2 - PLATFORM FINAL FLOOR PLAN NTS

KEY IS TD RS SEC ST RR

INCUBATION SPACE TOUCHDOWN RENTABLE STORAGE SECURITY STORAGE RESTROOM POINT OF ENTRY SUBWAY CAR ENTRY SUBWAY TRACK

STAFF

5.4

FINAL PLANS HEART CENTER

LOWER LEVEL 2 - PLATFORM REFLECTED CEILING PLAN NTS

RCP LEGEND Pendant linear Recessed linear Recessed can Ceiling wayfinding lights Round pendant

The screen ceiling that simulates a false sky and sunlight makes the space feel more open while connecting users to nature. It can make them feel as though they are not underground.

5.4 FINAL RENDERINGS

AXONOMETRIC VIEW

KEY Point of Entry Incubation Spaces Heart Center

5.4 FINAL RENDERINGS

ARROW LIGHTS UP AT NIGHT FOR EASY LOCATING SCREENS FOR INFORMATION BEFORE ENTERING STATION

ENTRANCE FRONT

ENTRANCE BACK

Creating a uniform exterior to begin the subway experience that utilizes thorough wayfinding and interactive elements can enhance the confidence of the user throughout their entire interaction with the station.

5.4 FINAL RENDERINGS

PLACES TO REST ARE AN IMPORTANT ASPECT OF PUBLIC SPACES

ENTRANCE STAIR

TAP IN EXPERIENCE

The old school turnstyle approach to subway stations is not universally designed. Providing a more interactive screen and seethrough, extra-wide openings can make the user feel as though the space is tailored to their needs. Those in wheelchairs would be able to easily navigate through this new tap in experience.

5.4 FINAL RENDERINGS

HEART CENTER

SCREENS ALLOW FOR EASY LOCKER RENTALS SIMILAR TO AN ATM

RENTABLE LOCKERS PROTOTYPE

5.4 FINAL RENDERINGS

GATHERING SPACE

POWER LOCATED AT SEATS FOR PHONE / COMPUTER CHARGING

“LIVE” WALL PROTOTYPE

SEEING OTHERS SUCCEED & BE HAPPY CAN BE CONTAGIOUS

“LIVE” WALL DESIGN

5.4 FINAL RENDERINGS

TYPICAL STAIR

WHITEBOARD WALLS FOR QUICK MEETINGS - FREQUENTLY MONITORED BY ADJACENT SECURITY

FLOOR INDICATES FAST / SLOW LANES TO AVOID SOCIAL DISCOMFORT

TOUCH DOWN SPACES

Daily gratitude exercises on an app will help to bring these positive experiences beyond the station.

STAIR SEATING

5.4 FINAL RENDERINGS

HEART CENTER

SCREEN SHARE

PERFORM

5.4 FINAL RENDERINGS

PRODUCT INCUBATION - LOWER LEVEL 3

SELL GOODS

SELL FOOD

5.4 FINAL RENDERINGS

FOOD INCUBATION - FIXED

Fixed incubation spaces can be used for startups looking to sell perishables because they provide refrigeration and plumbing.

5.5

INTERIOR FINISHES

Acoufelt Log Cabin

Scuffmaster AD10335

Subway Ceramics 62 Acoufelt WHIT600

Subway Ceramics A2

Subway Ceramics A1

Matte Black Metal CMC Assent Grey

Subway Ceramics 10

Armstrong WoodWorks Lumicor Bermuda

Lumicor Sunflower Lumicor Sunset

Poured Concrete

The material palette is based off of the colors of the subway lines that leave from this specific station. At other stations, colors would vary.

5.5

DESCRIPTION

APPLICATION Flooring

INTERIOR FINISHES

MANUFACTURER: Creative Materials Corporation PRODUCT NAME: Assent Tile COLOR: Grey CERTIFICATIONS: 20% Recycled, Commercial Grade FINISH: Natural

Flooring

MANUFACTURER: N/A PRODUCT NAME: Poured Concrete, See Architectâ&#x20AC;&#x2122;s Sample COLOR: N/A CERTIFICATIONS: N/A FINISH: Glossy

IMAGE

5.5

DESCRIPTION

APPLICATION Durable Paint

INTERIOR FINISHES

MANUFACTURER: Scuffmaster PRODUCT NAME: Durable Paint COLOR: AD10335 CERTIFICATIONS: 13,100 Scrubs, CommercialGrade FINISH: Light Texture

Wood Paneling

MANUFACTURER: Armstrong PRODUCT NAME: Woodworks COLOR: Custom CERTIFICATIONS: Sound-Absorbing, Commercial-Grade FINISH: N/A

IMAGE

5.5

DESCRIPTION

APPLICATION Acoustical Ceiling Panels

INTERIOR FINISHES

MANUFACTURER: Acoufelt PRODUCT NAME: WoodBeQuiet COLOR: Log Cabin CERTIFICATIONS: Noise-Cancelling, CommercialGrade FINISH: N/A

Acoustical Ceiling Panels

MANUFACTURER: Acoufelt PRODUCT NAME: Full Color Acoustic Panel COLOR: WHIT600 CERTIFICATIONS: Noise-Cancelling, CommercialGrade FINISH: N/A

IMAGE

5.5 APPLICATION Wall Tile

DESCRIPTION MANUFACTURER: Subway Ceramics PRODUCT NAME: Subway Tile COLOR: 10 CERTIFICATIONS: Commercial-Grade FINISH: Natural

Wall Tile

INTERIOR FINISHES

MANUFACTURER: Subway Ceramics PRODUCT NAME: Subway Tile COLOR: 62 CERTIFICATIONS: Commercial-Grade FINISH: Glossy

IMAGE

5.5 APPLICATION Wall Tile

DESCRIPTION MANUFACTURER: Subway Ceramics PRODUCT NAME: Subway Tile COLOR: A2 CERTIFICATIONS: Commercial-Grade FINISH: Natural

Wall Tile

INTERIOR FINISHES

MANUFACTURER: Subway Ceramics PRODUCT NAME: Subway Tile COLOR: A1 CERTIFICATIONS: Commercial-Grade FINISH: Glossy

IMAGE

5.5

DESCRIPTION

APPLICATION Resin

MANUFACTURER: Lumicor PRODUCT NAME: Solid Surface Resin COLOR: Bermuda CERTIFICATIONS: Commercial-Grade FINISH: Matte

Resin

INTERIOR FINISHES

MANUFACTURER: Lumicor PRODUCT NAME: Solid Surface Resin COLOR: Sunflower CERTIFICATIONS: Commercial-Grade FINISH: Matte

IMAGE

5.5

DESCRIPTION

APPLICATION Resin

INTERIOR FINISHES

MANUFACTURER: Lumicor PRODUCT NAME: Solid Surface Resin COLOR: Sunset CERTIFICATIONS: Commercial-Grade FINISH: Matte

Metal

MANUFACTURER: N/A PRODUCT NAME: Black Finger-Printless Metal, See Architectâ&#x20AC;&#x2122;s Sample COLOR: Black CERTIFICATIONS: N/A FINISH: Finger-Printless

IMAGE

04 06 FINAL DESIGN

6.1

FINAL PRESENTATION SLIDES

These slides are from my final in-class presentation. They provide a quicker snapshot of my project.

6.2

ABOUT THE DESIGNER

Emily Shaw graduated Summa Cum Laude from Endicott College with a BFA in Interior Architecture and a minor in Dance. She was the Head of the IIDA Fashion Show Committee and a member of the Repertory Dance Ensemble at Endicott.

Emily has a passion for graphic design and interior design strategy, so she wanted to incorporate these elements into her thesis project. Researching user experience has always been an interest of hers, and it only grew stronger while working on this project. Emily chose to study subway stations because of the experiences she had when she spent 10 months commuting into the city while interning at Gensler Boston. Experiencing the lack of inspiration that these spaces can cause inspired her to want to make a difference.

She is very excited to share her findings and would love it if you would follow her design journey through her website for more interior design and freelance graphic design work! You can also find links to her portfolio, Etsy and Redbubble shops through her website.

Visit her website here: www.emilyrayna.com View her ISSUU to see various project examples: www.issuu.com/emilyrayna

6.2

PROJECT ADVISORS

TOPICAL

DESIGN

THEORY

Candy Chan

Alfred Byun

Beverly Dolinsky

Senior Associate Designer at Gensler Boston

Doctor of philosophy in social psychology

Founder of Project Subway NYC

THANK YOU!