M.Arch - Thesis - Alinea: A Paradigm Transportation Connection Network - By Ivan Hu by Ivan Hu

AlinĂŠa Ivan Hu

AlinĂŠa

A Paradigm Transportation Connection Network

A Thesis Presented to the Graduate Faculty of NewSchool of Architecture & Design

In Partial Fulfillment of the Requirements for the Degree of Master of Architecture

By Ivan Hu San Diego, CA 2019

ABSTRACT By: Hu, I Alinea - A Paradigm Transportation Network NewSchool of Architecture and Design Prof. Len Zegarski - Head of Architecture Program

Los Angeles was a city built around automobiles, with roads leading from city centers to the suburbs. As the population continues to grow, housing developments respond by continuing to build houses in sprawl manner, the sole accessibility utilizing roads and freeways. Without access to public transportation, people rely on cars to get to work, school, or their destination every day, resulting in an abundant increase to cars on the road, leading to constant traffic congestions, environmental pollution, and unhealthy life styles. The purpose of this study is to rethink the notion of public transportation can be utilized to bring optimal commute and transportation lifestyle while simultaneously reducing the environmental impact due to the excessive cars on the road. Through analyzing case studies, historical timeline and trends, and previous reports and investigative studies of transportation methods and implementations throughout the world, and reviewing what elements attribute to its success or failure, this thesis incorporates these fundamental properties. With interviews and conversations to city officials, transportation planners, urban planners, and local residents, the focus is to incorporate and visualize a new system and identity of transportation in an urban environment through a mutliscale intervention proposal. The focus on revitalizing public transportation system was found to be a sound solution to reducing the number of cars on the road. In addition, due to the current social lifestyle of people using cars in Los Angeles, a multilayered multimodal system is proposed to intervene in different scales of public transportation needs in different scales of density, from local neighborhoods to densified urban regions. The application of public realms within transportation infrastructures can help alleviate traffic congestions on the road while connecting cities throughout the Greater Los Angeles Region.

AlinĂŠa

A Paradigm Transportation Connection Network

A Thesis Presented to the Graduate Faculty of NewSchool of Architecture & Design

In Partial Fulfillment of the Requirements for the Degree of Master of Architecture

By Ivan Hu San Diego, CA 2019

AlinĂŠa

A Paradigm Transportation Connection Network

NewSchool of Architecture & Design

Ivan Hu

Approved by:

Len Zegarski: Head of Architecture Programs

Date

Vuslat Demircay, Ph.D: Thesis and Research Advisor

Date

Dan Manlongat: Thesis Committee Member

Date

DEDICATION

Scarlett You made me savor every moment You follow me towards my ambitions You taught me to smile And say its okay to cry When I am busy showing you knowledge I didnâ&#x20AC;&#x2122;t realize you were instilling me wisdom You quietly support me in the background Understanding my vision and stood by my side every second You believe me even when I doubt myself You know how to pick me up when I fall Calm me when I lose my state of mind Encourage me when I lose focus For every moment I canâ&#x20AC;&#x2122;t spend with you... This thesis is for you and made possible because of you Thank you I.H.

ACKNOWLEDGMENT

The completion of this thesis would not have been possible without the encouragement, participation, and assistance of various people. Their support mentally, physically, or from their willingness to share their wisdom, I am eternally grateful. First and foremost, my family who were patiently waiting for me to find my path, and support me in the shadows to attain my architectural degree. To my instructor Vuslat Demircay, Ph.D. who challenges me, questions me, and shares her insight throughout this whole process. To my mentor D. Michael Hamner, FAIA who shine a light towards architecture and build the foundation of what I know in design today. Dan Manlongat who keeps me focused, engaged, and maintain a curious mind. Annie Lin, Vist Kyaw, and Jay Yang, the emotional support you guys gave throughout these years are incalculable. You all have made such an impact towards my success in your own way. Thank you.

Introduction Statement of the Challenge Background of the Problem Thesis Statement Introduction

4 6 10 20

Theoretical Framework Review of Literature Research Studies

27 34

Precedent Studies Urban Theory Site Selection Site Inventory Contextual Analysis Programming Design Research

44 64 66 74 76 78

CONTENTS

Process Design Concept Neighborhood Scale Local Scale Transit Scale Cross Station/Regional Scale Design Process

84 86 88 92 96 100

Conclusion Conclusion

124

References Glossary of Terms List of Figures Appendices Annotated Bibliography Building Code & Zoning Presentations Biography Back Matter

128 130 132 135 136 140 142 156

â&#x20AC;&#x153;Most people spend more time and energy going around problems... ...than in trying to solve themâ&#x20AC;? Henry Ford

INTRODUCTION

PREFACE

This thesis is taking an architectural position in proposing metropolis regions into utilizing multi-modal transit as a way to improve city transit and commute congestion. The intention of this thesis is not the purpose of having a singular solution that solves the issues caused by transit, urban expansion, or population growth. This thesis focus on transportation as one of the many piece of the puzzle that is commonly investigated and discussed to create a better outcome of our future. The population growth of this world, was not a steady incremental increase throughout the years, but has become an immense exponential rise especially in highly developed cities. When development focuses on individual houses, it cause the expansion of the city, commonly known as the suburban sprawl. It wasnâ&#x20AC;&#x2122;t until recently we see the damage we have caused due to the rapid developments and is currently in the push to reverse the damages we have implemented. Urban density, responsible materials, sustainability, open source developments and occupation, every industry is solving the problem we caused in their own perspective ways. This thesis will be a discussion in creating a solution to reverse the negative impact we have caused through the study of past successful projects, current implementations worldwide, and possible future vision that can be utilized. This project will look at political, economical, and environmental involvements throughout history and propose changes to policy where it seems fit.

INTRODUCTION

Figure 1.01: Traffic Jam on Randolf Street in 1909 (PacificPeonies, 2014)

Growth of cities are imminent, with growth of population and economical needs. The problem that comes with city growth comes with the disconnection between social and urban developments with proper transportation infrastructure planning. We are currently under the issues of overpopulation with a mixed trend of both, suburban sprawl and urban density. With the change in typology in the way people live, we are in a the midst of understanding how our built environments are changing the way we live. While we are busy trying to solve the issue of housing people, we often find ourselves in a conundrum of forgetting social values, From designing suburban houses with picket fences separating one another, to urban settings where the only connection we have with our neighbors is through the hallways, we are secluded within the confines of our house.

With the introduction of automobiles, the primary focus and solution for transit is through high speed roadways such as highways, freeways, and interstates roads. As city continue to expand, the effect of relying on private automobiles become evident through environmental impact, economical expenditures, time allocation, and lifestyle consequences. Issues with automobiles, is that we become in isolation when we are on the road, and as population continues to grow, and more cars are evident in our commute, we become individuals trapped in our vehicles staring at others in the same scenario. Once again, social interactions are destroyed within the confines we put ourselves in.

This study addresses the problems of urban transportation comprehensively by identifying current issues and conditions while establishing potential alternatives, to analyzing a proposed approach to transportation. This will also look into reasons why public transportation is not being utilized, and what possible scenarios can make a strong impact to reintroduce public transit to people, but more importantly, bring social interaction and urban activities back in our daily lives.

PROBLEM STATEMENT

Transportation development grows with the expansion of the city. With population continue to grow, citizens are faced with making the decision of where they live. Either close to conveniences of living, proximity to work, or other reasons, one common problem many faces are how they travel within the city. Although there are multiple modes of transportation available to people, many succumbs to using their automobiles. As more and more cars further fill our highways and freeways, we are resulted with traffic congestions, which are finding its way not just in city centers, but into the suburbs and surrounding areas of the city, creating gridlocks everywhere. Looking at Southern California, this problem surpasses that of the national average with the average person in experiencing +/- 30 minutes in commute time, compare to the national average 23 minutes (Bureau, 2018). City like Los Angeles, where population grows at tremendous pace, citizens are plagues by urban unsustainability where automobile is the focal point of transport. To further add to the problem, the infrastructures in the city are not enough to accommodate the thousands of commuters every day with inadequate roadways, underused public transits, and uncoordinated system of transportation. Proposals and transit implementations have gone underway, but their impact has been minimal in solving the congestion issues, with little preparedness to future expansion of the city.

Figure 1.02: SD Traffic Congestion (San Diego Union-Tribune, 2018) edited by Author

1 Train (8 Carriages) : 500 ft.

15 buses: 650 ft. 8

250-1000 cars: 3,750 - 15,000 ft.

Figure 1.03: The City Roads, by Author

Everyday, majority of us are required to step out of the comfort of our own home to commute to work, to school, or even to do our daily errands. The common mode of transportation that majority of us rely on is the use of our automobiles. As population increase, congestion issues continue to rise; what normally takes a few minutes can increase exponentially in commute time. The irony of this issue is, many of us recognize the problem, yet we yield our time and comfort as we continue to sit in traffic instead of engaging on a solution. Looking beyond our own country, we see other countries providing infrastructures and options to help ease congestion issues. Evidently, the solution revolves public transportation, which has been around for centuries dated back to the 17th century in Nantes, France (Papayanis, 1996). Like the famous saying, â&#x20AC;&#x153;reinventing the wheelâ&#x20AC;?, the solution may not be creating something radically new, but provide a radical solution with something that exists and optimizing its use.

BACKGROUND OF THE PROBLEM

Transportation plays among one of the most vital roles in the growth of societies. The different modes of transportation exhibit a close relationship to the formation of cities, style of life, and range of activities in a daily basis. Advances in transportation have been pivotal to the expansion and advancement to cities throughout history, but as this prosperity grows exponentially, we are

experiencing both positive and negative effect in present times. Due to the different modes of transportation, and the introduction of automobile-based transportation, we have been able to traverse farther distance, but with repercussion effect to economic impact, mental health, and ecological ramification.

Figure 1.04: The Death of Public Transport (LA Times, 1956)

Historical Timeline Looking at public transit infrastructure in different cities, the urgent need for these systems have created issues that arise through mediocre planning and design. Throughout history, transportation systems and routes have greatly influenced on the lifestyle of human beings. Transportation is a crucial element that affects how people live and where they live; like the effect of Egyptian civilization in relationship to the Nile River, the compact cities in the Eastern part of United States in result to pedestrian and animal-based mode of transportation, the train system allowing goods and people to go across cities and countries. (Nguyen, 2017)

Figure 1.05: The Birth of the Downfall (GM Authority, 1948)

In the early 1900â&#x20AC;&#x2122;s, the mass production of automobiles has brought along more possibilities to people around the world, especially to the United States. With automobile systems allowing people to longer and further travel distances, the typology of cities also changed. (Eckermann, 2001) Due to the efficiency of automobiles, highways and wider roads were built that travel further away from city centers, creating suburban that extends that city edge many miles further.

While automobiles were crucial to the explosive growth to many nations in the world, cities like New York and Los Angeles deal with thousands of cars on the road each day. This reliance of personal transportation as their primary mode of transit have create a big problem for everyone within the city in the form of traffic congestion. This along with lack of proper infrastructure, have caused a complex phenomenon with daily life in traffic. With growing population, limited space for expansion of roads and infrastructure, and reliance of automobiles in our everyday lives, the solution to this conundrum does not seem to be apparent.

This problem of traffic congestion has been investigated in many avenues, and one solution that have been explored is looking at public transit again. The problem with our public transportation in the United States at its current status is the lack of attention and planning in the past decades because the inadequate use of these services compared to automobiles. Another factor that public transportation is not considered normally, is its shortcoming to accommodate the commute needs to suburban areas where the spread has surpassed the growth of transit infrastructure. Public view of public transportation has also been viewed as inconvenient and a mode of transit for welfare, leading to minimal funding to maintain and operate these infrastructures. (Stromberg, 2015) This caused transit stops, hubs, and stations to be underutilized and unwelcome spaces for the public. (Small, 2007)

Current Condition This study focuses at transportation in the United States, primarily in Southern California. Unlike many other cities around the world that have been around for hundreds to thousands of years, cities in United States are comparatively young, yet the cities have grown exponentially throughout the past decades. The largest issues that the United States experience is congestion, where five out of ten cities in the world are ranked as the worst in traffic congestion (INRIX, 2017). In America, looking at the top 25 cities within 108,000 traffic congestions hotspots, we are costing over $480 billion due to wasted time, fuel, and emission. Los Angeles, ranking first of the list, alone have an estimated $90.9 billion cost in congestion, along with San Diego at ranked 13th with $12.5 billion and Santa Barbara at ranked 25 with $1.1 billion, three major region that makes up Southern California (DataUSA, 2019).

Global Statistics

Southern California is the focal of this research due to its cost to the city due to congestion, and also the average time spent in traffic at over 100 hours annually (McCoy, 2018). Many cities of Southern California have also grown into suburban sprawls that reached 56,512 square miles with over 22 million in population, 60% of Californiaâ&#x20AC;&#x2122;s population. In a micro scale of Los Angeles, it contains over 500 miles of freeway and expressways with over 220 million automobiles that drives through it annually. Within the population that commutes every day, 79.5% uses automobiles (67.8% drives alone and 11.7% carpools) compared to 10.3% that utilizes public transportation. This imbalance proportion use of private and public transit within its high population rate compared to its social impact creates a complex problem that needs to be solved for the wellbeing of the city (US Department of Transportation, 2019).

Problem with Southern California

73% Decrease in Carbon Emission through Switching from Automobile to Public Transportaiton

4.16 Billion Gallon of Gas Conserved through Public Transportation vs. Automobile

$308 Billion Annual Cost Spent Due to Congestion in the U.S. Compared to Non-Peak Hours

$98 Billion Annual Government Fiscal

Annual Expenditures

Spending on Public Transportation

Peak Hours

L.A. 9% : 70% 3.8 million 102 hours

ATL. 11% : 67% 486k 70 hours

Figure 1.06: Global Statistics, by Author

N.Y. 56% : 22% 8.3 million 91 hours

CHI. 28% : 49% 2.7 million 57 hours

S.F. 34% : 34% 885k 79 hours

Population

Public Transit Drive Alone

S.D. 4% : 75% 1.4 million 48 hours

Region Statistics

Figure 1.07: The City of Cars (Gov Tech, 2016) edited by Author

Los Angeles and Automobiles

Through the given data, Los Angeles is experiencing a problem with commute and traffic congestion daily, and while this issue is evident, solutions proposed such as public transportation are not utilized and the reasons are not definitive. In 2018, the average distance Los Angeles commute to work is 16 miles (DataUSA, 2019). Looking at different modes of transportation, an average automobile in traffic at a thirty-minute interval travels a distance of 5 miles while utilizing public transportation such as light rail allows commuter to reach a distance of 13 miles in the same bracket of travel time. This translate that by switching over to public transportation, the average commute can be reduced to half the time.

The question still remains on why people in Los Angeles still prefer to use automobiles instead of public transportation. With no clear answer that describe this lifestyle, many factors may attribute to this. Mentioned before, public transportation is commonly viewed as a transit of welfare or those of lower statusquo. Los Angeles, a city known as the global capital of entertainment industry, a developed system of hyper-local art reflecting the diversity of the region, and private philanthropy is a city of individual status (BOP Consulting, 2018). This is the city that opposed several expansions of the Los Angeles light rail, the Metro, to certain part of the county due to city’s highincome population influence and their viewpoint of incorporating public transit may devalue their city’s property value in general. In 1985, the city of Beverly Hills opposed the subway towards the West Los Angeles, and after years of debate, no plans came to fruition, instead a new route, the Red Line, went under Hollywood then north to the Valley, avoiding Beverly Hills (City of Santa Monica, 2006). By 2006, after the endorsement of Cedars-Sinai Medical Center and UCLA, plans to extend the subway line pass Beverly Hills was passed and start undergoing construction 2012 of the Purple Line.

Another factor that may account for the lack of public transportation use is the inadequate hubs and stops that accommodate for the wide sprawl of the suburban typography of Los Angeles. The effect of this sprawl resulted to decline in urban densities and increasing consumption of land resources by urban dwellers (S. Habibi, 2011). This diminished continuity of the builtup areas of cities and fragmentation of open space creates an imbalance of volume and mode of transport demand. The extent of the city’s boundaries outgrew the capability of implementing public transportation infrastructure, instead relying on automobiles to access these different parts of the city. With population continue to escalate, family sizes increasing, and the further people live away from city centers or their work, the reliance of automobiles grows and the need for public infrastructures becomes a secondary option instead of primary solution.

Looking at the public transit infrastructure in different cities in the world, we see many issues that arise through mediocre planning and design. In the United States, we see the reliance on personal transportation being the primary transit mode, mainly automobiles. Although utilizing cars was considered the most efficient transportation method in a direct path from departure to destination, it has in the recent decades became more inconvenient due to traffic congestion and a major contributor to the negative impact to our environment from emission (Urbanized, 2016).

There are infrastructures in place for public transits currently; subways, bus, dockless transit, lightrail, etc., but they are underutilized, and poorly planned. In consideration of the criterias needed to accomodate different modes of transportation, adapations in structure and architecture are required. Current infrastructures are designed to harbor the basic needs of each mode of transit, without preparation for any future expansion and oncoming innovations in transportation. These structures are mainly used for the sole purpose of transit and lack the public interest to their communities and neighborhood, furthering the interest of utilizing these systems.

Figure 1.08: The Undesirable Metro Rail (LA Times, 2018) edited by Author

THESIS STATEMENT

Figure 1.09: Paradigm Network (DeviantArt, 2017) edited by Author

This study investigates the different methods of transportation currently used and modes of transit being proposed in the immediate future in its objective to propose a redesign in transit usage and connection to alleviate traffic congestions while simultaneously reduce the negtive impact to our environment. This thesis research subsequently focus on transit centers being a connection to the public realm it serves, reversing the cynicism Los Angeles has on public transportation. Through implementation of a new paradigm infrastructure of transportation, as apart of the staple to the public realm in its community, will create a healthier lifestyle and subsequently decrease the congestion of traffic through the use of multi-modal interconnecting transportation. These infrastructures will act as a continuous third place, a pertinent component to support social lifestyle, city-wide mobility, and sustainable ecology.

â&#x20AC;&#x153;Plans are of little importance, but planning is essential.â&#x20AC;? Winston Churchill

RESEARCH STUDIES

Continuation: Moving from point A to point B is a linear process through time. The design implementation will explore the different realms that is involved in between the travel and redefine how our time is spent.

Balance: The relationship between psychosocial, physical, and environement is explored to create homeostasis environments that engages and responds to the benefit of the user and urban environment.

SOCIAL

TIM

TH AL

26 SUSTAIN.

TRANSPORTATION

Capacity: Sustainable development need of present and future through economic efficiency and environmental responsibility through flexible form of transportation and urban mobility needs. Figure 2.01: Theoretical Framework, by Author

ECOLOGY

THEORETICAL FRAMEWORK

Many factors have been assumed to be influential and detrimental to the design analysis and process of this research. The study of transportation involvest multi-disciplinary subjects such as social, political, and economical as explained in previous assessments. As many factors have determined the outcome of the way transportation has been utilized and designed, the state of transportation also influence the change and development of surroundings directly and indirectly which has been analyzed in this study. Due to many aspects and elements that can be uncovered through this study, the scope of analysis is set to focus on controlled and variable components in which the design wishes to assess upon. The framework is focused on three research variables: social lifestyle, transportation method, and ecological influence. The interconnection between these three variables have been a primary ramification due to over congestion of traffic caused by the imbalanced used of automobiles to public transit. From these three primary factors it leads to three sub-categories through its integration. The common factor between social lifestyle and transportation caused a change in perspective of time. The interconnecting factor between transportation and ecology is the pollution and greenhouse effect due to carbon monoxide exhaust to our ozone. Lastly the effect of ecology in its connection to our lifestyle has been the decline of health and increase of stress and mental issues.

Social Lifestyle

Daily, commuters go through countless minutes to hours stuck in traffic. Looking at a tail-light going on and off, while you are merely a few feet away from the bumper of their car. Till you see an opening on the next lane that seems to be going faster, just enough for your car to switch to, only to be stuck once again to another car. While symbolically, owning a car feels like freedom, the ability to go anywhere we please; being in traffic becomes the cage in the open world, but worse, without the capability to close your eyes or stand up and stretch your legs. From this, it is not uncommon for us to just shut our car, and just walk the remaining distance on foot. It may take longer, but at least we are constantly moving. The question remains, why would we recede of this freedom, so we can sit in our car.

Figure 2.02: Internal Struggle (INRIX, 2017) edited by Author

The impact of traffic congestion reaches farther than just the superficial effect of stuck in a vehicle, but it affects us physically and mentally. In a study published in the American Journal of Preventive Medicine, commuting distance and time was adversely associated with physical activity, cardiorespiratory fitness, adiposity, and indicators of metabolic risks (Barlow, Hoehner, Allen, & Schootman, 2012). The stress everyone goes through commuting every day, and knowing the following day will not differentiate by much is borderline depressing. That stress of commuting has serious public health and social implications (Legrain, Eluru, & El-Geneidy, 2015). By comparing the stress level between multiple modes of transportation, results show that driving is the most stressful mode of transportation.

Figure 2.03: Empty Attention (Instagram Feed, 2019), edited by Author

With negative impact physically and mentally to commuters from congestion, the need for car is still encouraging when one must determine travel time. The direct connection from home to our place of work or school through automobile is favorable, even if congestion is strongly associated with dissatisfaction (Ye, 2017). Rather than finding better alternatives, we maintain the same lifestyle of automobiles, but regain our dopamine level through physiological high from getting attention through social network, showcasing our life in traffic instead. This output we have through medias like Instagram and Twitter allows us to externally gaze into the world that we cannot change and have no impact or power over, instead of internally gazing into our own worlds which we have complete control and power over (Harvey-Jenner, 2017).

Transportation Method The spectrum of transportation modes ranges from physical powered bicycles to combustion engine automobiles, land transit of trains to air travel of airplanes. Depending on our need, we have a stock of choice of what mode we prefer to use to get to our destination. Focusing on just everyday commuting, the most common method of travel of driving is still preferred in the United States. Over 76% of commuters drive alone, with another 9% of people carpooling (INRIX, 2017).

We do not have to reinvent the wheel but figure out how to better use it. In small scale, commute through bicycles, dock-less scooters, or mopeds are increasingly being used. In a larger scale, we have commute bus, shuttles, and light rail trams. In a study by Sydney Transport looking at 1000 people on the road, it takes 1 train of eight carriages or fifteen buses for those 1000 people to commute, when it can take anywhere from 250 to 1000 cars to do the same task (Transport, 2016). In the average city of United States where its an average 1.5 person per car, that is around 667 cars on the road, taking close to 2 miles of length on the road, not counting in-between space. The issue with transferring drivers to utilizing public transit is not as simple, when everyone has a different destination. This proposes to focus public transit as not just one mode of transportation but thinking it as a multi-modal network. Even with new proposed transit line, it seems that we are a far way from removing automobiles completely. Knowing the ecological impact exhaustion or price hike of fossil fuel, our continued decision to use cars did not change, instead we found solution base on adjusting cars: hybrid cars, self-driving vehicles, or even to plug-in electric vehicles (Romero, 2014). Removing cars is not the full intention, but balance the scale of prominent reliance on automobiles. We have to look at other alternatives, both from the past, and what the future holds. This thesis also looks ahead of transportation infrastructures and preparing these transit network to accommodate for these future transportations. As of 2018, research is being done of automatic transit shuttle pods in Heathrow, London, high speed rails are being tested in different parts of United States, and lightning trains being studied all over the world. The ways we commute is evolving and changing, and the distance we can travel in a period of time is increasing. Utilizing multiple modes of transit, we can relieve traffic congestion on the road, and make commuting more feasible.

neighborhood Bike Pedestrian

local Ride Share Dockless Transit Taxi

regional Light Rail Bus Subway

terrestrial Express Train High Speed Rail Bullet Train

Figure 2.04: Connecting Multi-Modal, by Author

32 Figure 2.05: Traffic Pollution (Travel Wise, 2016), edited by Author

Ecological Influence Environmental sustainability has been discussed universally, where many countries are implementing tactics to reverse ecological damage that we have been contributing in the past decades. Different sectors in the nation are putting their effort in making a difference, from utilizing renewable energy, better construction and renovation practice, water management, to pollution prevention. In December 2018, the state of California becomes the first state in the nation to require homes built in 2020 and later to be solar powered, following a vote by the Building Standards Commission. (Penn, 2018) Furthermore, California law requires at least 50 percent of the stateâ&#x20AC;&#x2122;s electricity to come from non carbon-producing sources by 2030.

RESEARCH FRAMEWORK Ecological Influence

Air quality, fossil fuel consumption, and greenhouse gases emission are major topics of national and international agreements. The environmental effects from road transports include air pollution, energy consumption, and noise pollution. Both vehicle emissions and noise can have adverse effects on human health. (Cappiello, 2002) Due to traffic congestions, the increase of automobile density on the road are correlated to increase of emission into the air. The frequency of constant acceleration and braking transition in traffic also generates more emission. Transportation being the highest greenhouse gas emission, with personal automobiles being the highest source of contribution within transportation. (EPA, 2016) Emission from vehicle exhaust are being reduce by introducing new hybrid automobiles or new engine technology, yet with the growth in population, the contribution from road transport is considerably high, leading to environmental degradation.

Currently, limited transit options impact commuters from reaching their destination becomes the reason people still prefer automobiles as their mode of transportation. Many cities are adopting to transit developments in the past decades to control the sprawl of the city, connecting people to different parts of the city. Many of these plans deal with a single approach due to immediate financial feasibility, instead of looking to into optimal combined transit. (Arrington, 2017) Through this research, its goal is to investigate a solution through interlinking multi-modal systems along with urban context to create an alternative way for people to commute.

Ecology

Sustainability is more than just a phase in our society today, but a crucial integration in our everyday lives. To support and create a sustainable ecosystem, we must place a prominent focus on environmental protection. The focus on this project was based on the education of sustainable means by reducing the need for private transportation such as automobiles. Looking at road based transportation as being an essential means to the social role of the growth of the city reveals a necessity to creating a sustainable model in the infrastructure (Cappiello, 2002). By looking at multiple policies implemented throughout many different countries and studying the pros and cons of every model allows the recreation of a transportation model to be efficient and succinct (Tsay, 2013).

When replacing automobiles, we result to utilizing public transportation such as bus, light rail, and trains. Although these modes of transportation have been around for centuries, and are still efficient today, we need to start preparing on the evolution of technology and foresee the modes of transportation changing around us. We are witnessing small scale of public transportation such as dockless transit, ride sharing, and designated shuttles. In 2016, companies such as Tesla and Jacobs are investigating rapid transit reaching over 700 miles+ miles/hour (LA Times, 2016). We cannot continue to design for the present without realizing the change in the future. The study continues to implement similar methods of measurements of decongestion and environmental impact in a macro and micro scale. Through the implementation of transportation framework and control variables of time, location, and carbon emissions, this will minimize the negative environmental impact (Thoth-Szabo, 2011). Sustainability is important for a simple reason; we are not able to maintain the quality of life, and the growth of humanity without embracing the ideology of sustainability (Penn, 2018). The root of this change will be understanding and pushing different means of sustainable methods through the means of transportation (Kenworthy, 2016)

Transit within a city is an intricate investigative process, from local planning, to mass transit. To decide what is the best method, we have to look at type of transportation, along with the distance and time (Gilbert, 2010). Not all solution will work, and there is not one solution that fixes all. The different scale we are accommodating, to the difference between peak and off-peak hours dictates the viable solution that is available to design and incorporate.

LITERATURE REVIEW

Figure 2.06: Pedestrian Travel Biking Downtown (ATMTX, 2014), edited by Author

Transportation The growth of Los Angeles was made possible through the use of automobiles, but as the city continues to grow at exponential rate, we are seeing the negative impact that has given us. The utilization of public transportation has been around decades before automobiles, yet we are unable to fully utilize them in sprawl cities. Public transportation can help transform communities and spur economic development (Dickerson, 2014).

Automobile oriented sprawl is destroying undeveloped parts of Los Angeles, and even parts that has been erected in the last decades. With change in transportation to transition to multi-modal systems, the way we get around are about to change. We already witness incremental changes in existing technologies through efficiency improvements and shifts in use of energy within our infrastructures (Tosa, 2013). Technological shifts are also underway in transportation system in parallel (Arrington, 2017). Autonomous vehicles are slowly populating our roads, and developments of high speed rails and vacuum sealed friction travel are happening under our foot (Toderian, 2014). Can we prepare for this change while simultaneously support the needs of transportation presently? The largest concern is the convenience that automobiles has brought us, and how other public transportation can replace that. We often see public transit as a slowpaced vehicular mode that does not directly take us to our destination (Ye, 2017). The pace that we choose to live our life persuade us that every minute counts and that time spent away from our destination or our home is time wasted. This also causes the way we react in congested traffic scenarios, along with environment, weather, and noise factors (Vanderbilt, 2008). The disappearance of cars is not in the foreseeable future, because the convenience of what automobiles can do, cannot be replaced. This research is not looking at a complete overhaul of automobiles to public transit but looking at a fully integrative that allows us to not fully rely on one mode of transportation, but looking at these other way to travel as alternatives, and not second-rate backup solutions. It is changing the current perspective of the different ways to travel, along with introducing new programmatic needs that makes older modes of transit able to fulfill the needs and wants of peopleâ&#x20AC;&#x2122;s lives today.

Figure 2.07: Life of Cars (LA Times, 2016), edited by Author

Social Humans are by nature social animals, and yet, we see ourselves trapped in the confines of our automobiles in traffic time over time. Our need and crave for other human beings can be seen through the popularity growth of social media like Facebook and Twitter (Harvey-Jenner, 2017). However, instead of physically engaging with one another, we prefer the security we believe we have through our computers and phones. Only now, we are experiencing false confidence and increased stress level because our psychological output is not being met (Legrain, 2015).

How does transportation come into the equation? Like mentioned before, we are trapped in our cars during one of the most stressful activity we do everyday, commuting. Being stressed in time, being stressed in pollution, or even being stressed because of road condition, we are constantly enclosed by unintended environmental stress (Hoehner, 2012). This brought the success of ride sharing in modern times. Outside of being professional drivers such as taxi or bus, Uber or Lyft drivers have the platform to interact with different people everyday, while making it as an occupation for them (Romero, 2014). This platform allows common people, who may have a day job, or a student, a stay at home mom, or many other scenarios to come out and meet others, who may be in situations such as themselves. This intimate social interaction became a stronger appeal than calling these ride sharing another occupation. The idea of creating stress free environment is not theoretical, but is being implemented at our house, our work, school, and even in public. A common principle that all of these incorporate is the use of social space and collaboration (BM-GMA, 2015). The psychological value with the presence of another physical being, instead of just interaction with another screen, can bring positive mental reinforcement to ourselves. Bringing this same methodology to transportation, including space of interaction and space of social needs, we can improve the mental stability of commute and provide a cohesive stress free environment; from our homes, to our work or school, and everything in between.

Figure 2.08: Social Life on the Road (Uber, 2016), edited by Author

â&#x20AC;&#x153; A great building must begin with the immeasureable, must go through measurable means when it is being designed... ... and in the end must be unmeasured.â&#x20AC;? Louis Kahn

DESIGN RESEARCH

PRECEDENT STUDIES

To prepare the framework and basis of this thesis design, program, and proposals, case studies are essential tools for exploration and investigation. These case study became conceptual examples and precedant exploration to understand what design works throughout the past, present, and future have succeeded or failed. The precedent studies chosen were related to the typology of transit in different scale, but revolves around urban context. It is crucial to also study projects that have not been successful in the past to understand what situations this design need to consider to make a thorough explorative process. The main component these case studies focused on were program, concept, and urban context.

“

Study the past if you would define the future.

” - Confucius

Arnhem Transit Hub

Architect:

UNStudio

Project Location:

Stationsplein Arnhem, The Netherlands

Size:

234,115 square foot

Completion:

2015

A project that took twenty years to come to fruition due to intricate program planning, and urban transit interconnection link between other countries such as Germany, Belgium, and Netherlands (Archdaily, 2016). UNStudio create a transit hub that connects the city to other parts of Europe through this station; connection through terminal for intercity trains, center bus station for the city, with program planning to consist of commercial areas, conference centre, offices, and retail.

While many public transit in the United States are experiencing issues with usage and efficiency, European cities have centuries of experience of well designed urban and transit planning. This project provides design criteria that proved to be relevant in todayâ&#x20AC;&#x2122;s transit issues and capable of adapting to future growth. With multi-modal transit programming, this station provides careful planning of transit oriented development in consideration of a bigger masterplan. An extraction for this thesis is the consideration of transit masterplanning, and the program use of multimodal system.

Figure 3.01: Arnhem Transit Hub (Archdaily, 2017), edited by Author

Figure 3.02: Arnhem Transit Connection (Archdaily, 2017), edited by Author

San Francisco Transit Hub Architect:

Pelli Clarke Pelli Architects

Project Location:

Beale St. / Mission St. Arnhem, The Netherlands

Size:

1.2 million square foot

Completion:

Phase 1: 2018

Pelli Clarke Pelli Architects vision a Grand Central Station for the Bay Area, serving three different scale of transit: Local, Regional, and future plans for Terrestrial travel. The megasturcture is filtered down through the use of a five acres green roof garden that serves as a public realm for the city a â&#x20AC;&#x2DC;gardenâ&#x20AC;&#x2122; for the high-rise buildings nearby (Clarke, 2018). The building will serve as an urban public space with a acentral Grand Hall with series of light columns that bring natural light through multiple levels, with retail and office spaces are in the future phases planned to finish by 2025.

The Salesforce San Francisco Transit Center is a prime study of a design that surpass designing transit need for the current needs, but predictive future developements within its design. Situated in a high density area, close to other high populated adjacent cities, this building provides insight and elements that can be utilize in other metropolis such as New York City, Los Angeles, San Diego, etc. The framework of this thesis is providing a transit station programming in developed metropolis with a cohesive design for future developements.

Figure 3.03: Salesforce Transit Center (Archdaily, 2018), edited by Author

Figure 3.04: Salesforce Transit Center Axonometric (Archdaily, 2018), edited by Author

Denver Union Station Architect:

Skidmore, Owings, and Merrill

Project Location: LoDo District Denver, CO Size:

1,623,000 square feet

Completion:

2014

The Denver historic Union Station was commissioned to become a major regional transportation hub that matches with the cityâ&#x20AC;&#x2122;s central business district. SOM converted the former rail yards into an urban transit district that orchestrates light rail, commuter and intercity rail, cicycle, and bus routes, with pedestrian pathways into an intuitive intermodal hub (SOM, 2015). In the middle of the LoDo district, the station matches to the nearby trendy shopping and dining scent, with its beaux arts-style transit hub.

Taking a historic site and strong adjacent context, the Denver Union Station redevelopment figure how to utilize an existing rail yard to produce the new regional transportation hub. Working with multi-level design and within an urban design, this project has brought substantial public investment and catalyzed waves of private-sector activities. Urban concepts and respecting adjacent context will be crucial to this thesis development. 50

Figure 3.05: Denver Union Station (Archdaily, 2018), edited by Author

Figure 3.06: Denver Union Station Multi-Level Connection (Architect, 2018), edited by Author

Rotterdam Central Station Architect:

Benthem Crouwel Architects

Project Location: Rotterdam Centraal Rotterdam, Netherland

Size:

430,556 square feet

Completion:

March 2014

Rotterdam new Central Station is a public transport terminal that re-anchored the city center. Integrated with European transit network hub of high speed rail, it has bencome an international Grand Station (Benthem Crouwel, 2015). The city is drawn to the new station by compacting the small-scale urban fabric round about. With the redesign of the entrance, the entrance of the central station become part of the urban gathering space, making the station dominantly pedestrian friendly.

One of the fundamental challenges of Rotterdam Centraal Station was the difference in the urban character of the north and south side of the station. The entrance is designed gradually connects the difference in the two parts of the city. Windows with 130,000 solar cells , the station is energy sufficient with enough energy for over 100 household. A sustainable station connecting the adjacent residential and commercial demographic, is the intented goal through the implementation of this thesis.

Figure 3.07: Rotterdam Centraal Station (Archdaily, 2016), edited by Author

Figure 3.08: Rotterdam Centraal Station Plaza Master Plan (Archdaily, 2016)

Penn Station

Architect:

McKim, Mead, and White

Project Location:

Pennsylvania Station New York City, NY

Size:

348,480 square feet

Completion:

1964

New York and the Tri-State Region is a prominent public transit city, with Penn Station as a regionâ&#x20AC;&#x2122;s gateway. It also serves as the primary entrance to Madison Square Garden, a indoor arena with a 20,000 capacity (Regional Plan Association, 2012). Hundreds of thousands of people pass through the station everyday, but the station is currently having issues handling all the commuters. Serverly overcrowded, the station are constantly having pedestrian traffic within its crammed station corridors and stairwells.

A study of a failed station due to time, the Penn Station is currently under discussion for a renovation. With a possibility change in program, the vision of a new Penn Station is vital to the regionâ&#x20AC;&#x2122;s prosperity. A vision of a transit hub, with a new modern Madison Square Garden, and contextual plans to reviving the surrounding neighborhood into a world-class district. (Penn2023, 2017) Studying the failure of this project and looking at proposed programming, this thesis examines these criterias and impose its urban context and programming.

Figure 3.09: Penn Station (Curb NY, 2017), edited by Author

Figure 3.10: Penn Station Transit Bottleneck Congestion (Curb NY, 2017), edited by Author

Los Angeles Union Station

Architect:

John Parkinson

Project Location:

Downtown Los Angeles Los Angeles, CA

Size:

161,000 square feet

Completion:

May 1939

The Los Angeles Union Station is a vital transportation center that serves as a hub for Metro and Amtrak throughout Los Angeles. The station is influenced by Los Angelesâ&#x20AC;&#x2122;s historical architecture and heritage of Mission Revival (LATimes, 2015). The interior of the building includes Spanish Colonial waiting room adjoined by enclosed garden patios and courtyards that enhances the waiting experience. The Los Angeles Union Station is surrounded by a variety of different architectural typologies and uses. Built before mass transit and automobiles was common, the Los Angeles Union Station is incapable to handle the change of transit and the overpopulation of transit users. The station is deemed historical, so limited changes can be made, even when demand for better transit infrastructure is necessary. Currently the tracks are also separated by the freeway, creating a dead end condition, making it less appealing to get to by foot. Looking at the properties that failed in this station, provides a defined base set of examples to implement or avoid as it shares similar characteristics of the thesis project.

Figure 3.11: Los Angeles Union Station Historical Value (Architect Records, 2010), edited by Author

Figure 3.12: Los Angeles Union Station (Archdaily, 2013), edited by Author

Tongva Park and Ken Genser Square Designer:

James Corner Field Operation

Project Location:

Santa Monica Pier Santa Monica, CA

Size:

322,344 square feet

Completion:

2018

Santa Monica is a city that uses its parks and open spaces intensely, where their character is strongly asssociated with the openess of the ocean and rugged landscape of the mountains to the north (ASLA, 2018). It’s essential feature of the community and for this reason, the city took an active approach to expanding their parks and open space. The construct of this project was to create a “garden walk” that reflects the identity of the city. Combining design and sustainabiltiy, the new square produce a new type of urban landscape to create an active andinnovative social vibrancy park.

The inspirational aspect of this urban project is its masterplan to its surrounding context of the Santa Monica Third Street Promenade, the famous Santa Monica Pier, and the city’s identiy of “playful” social life. The park is created with four thematic areas connected by a fluid pathway system. Each space is calibrated into different primary use and experience (SMCity, 2019). Due to its successful planning, the American Society of Landscape Architects recognizes this project for its great landscape architecture in general design, analysis planning, communications, research, and residential design categories.

Figure 3.13: Tongva Park and Ken Genser Pavillion (Tongva Park, 2018), edited by Aurthor

Ken Genser Square

Garden Hill

59 Discovery Hill

Gathering Hill

Observation Hill

Figure 3.14: Tongva Park and Ken Genser Masterplan (Tongva Park, 2018), edited by Author

Diagonal Mar

Designer:

Thomas Roth

Project Location:

Barcelona, Spain

Size:

80 Acres

Completion:

2001

In 1990s, Hines and Jean-Louis Solal acquired the 80 acres piece of land to be master plan into a multiuse project of high rise office buildings, hotels, and convention centers (Roth Advisory, 2005). Along with this masterplan is to include a 35-acre public park, the third largest in Barcelona to become the centerpiece of a public-private collaboration. The intention is to provide a grand setting of elevated terrace for restaurants and cafes, to enjoy the view and sea air. Due to its programmed needs, the team involved in the design of Diagonal Mar were consists of governmental autorhoiries, developmental partnerships and local companies, public relations and financing entities. The noticeable issues that is evident in this public space, is the lack of pedestrian design and space planning, believed to be the lack of design professionals in the overall design. Since completion, few people are seen on the streets and public space, even from neighbors. The developments are geared towards upper echelon visitors instead of the adjacent population (Project for Public Space, 2014). This lead to a sense of social isolation, making it highly believed that the public place was merely an afterthought on top of the developments.

Figure 3.15: Diagonal Mar Aerial (Roth Advisory, 2006), edited by Author

Figure 3.16: Diagonal Mar Abandon Plaza (PPS, 2003), edited by Author

PRECEDENT STUDIES

Matrix

Arnhem Transit Hub Urban Solution Transit Wayfinding Pedestran Friendly Multi-modal Future Planning Trans. Network Congestion

Urban Plaza Centralized to Downtown Open Plan Little Ground Pedestrian Traffic 3 Mode of Transit No Future Plan Integration Serves Netherlands Major Transits Adequate Space for Passengers

Urban Solution Transit Wayfinding Pedestran Friendly Multi-modal Future Planning Trans. Network Congestion

Rooftop Garden Downtown Connection Linear Circulation Little Ground Pedestrian Traffic 5 Modes of Transit Future Infrastructure. Included Serves Transbay Transit Multi-Level Corridor to Ease Transit

Urban Solution Transit Wayfinding Pedestran Friendly Multi-modal Future Planning Trans. Network Congestion

Connection to Lodo District Contral Connection Clear Linear Plan Designed for Local Use 2 Mode of Transit Limited Space for Growth Serves Regional Transit of Denver Multi-level Corridor to Ease Transit

Urban Solution Transit Wayfinding Pedestran Friendly Multi-modal Future Planning Trans. Network Congestion

Urban Plaza Historical Center No Clear Wayfinding City of Pedestrian Culture 3 Mode of Transit No Plan for Future Growth Interconnection Unclear Wayfinding Creates Congestion

S.F. Transit Center

Denver Union Station

Rotterdam Station

Penn Station Urban Solution Transit Wayfinding Pedestran Friendly Multi-modal Future Planning Trans. Network Congestion

Bad Streetscape, no Urban Planning Adaquate Transit Infrastructure Poor Exit Path, Bottleneck Spaces Overpopulated 3 Modes of Transit Not Suitable for Expansion Serves Northeast Corridor Infrastructure not Suitable for Population

Urban Solution Transit Wayfinding Pedestran Friendly Multi-modal Future Planning Trans. Network Congestion

No Urban Planning Prone to Delay in Transit Unclear Corridors Automobiles Dominates 4 Mode of Transit No Growth Possibility Serves Limited Greater Los Angeles Congestion Inside and Outside of Station

Los Angeles Union Station

Tongva Park & Ken Genser Square Urban Solution Urban Accessibilily Wayfinding Pedestran Friendly Multi-Purpose Future Planning City Planning Usability

Clear Urban Context Adjacent to High Density Areas Strong Primary Path Safe and Well Lit Pathways Multiple Designated Spaces Response to Future Development In Conjucture to City Identity Used by Tourist and Local Residence

Urban Solution Urban Accessibilily Wayfinding Pedestran Friendly Multi-Purpose Future Planning City Planning Usability

Clear Masterplan of Park and Developments Large Undesignated Space Park Path & Retail Path Large Pedestrian Paths, Undefined Park and Development Unconnected Prone to Abandoned Use Isolated from City Identity No Pedestrian Traffic

Diagonal Mar

Figure 3.17: Precedent Studies Matrix, by Author

URBAN THEORY

THIRD PLACE The transportation infrastructure is a crucial piece to connect the city together. Urban planners seek to identity the different neighborhoods of the city on focusing the critical role of the “third place”. The idea of the Third Place refers to the places people spend between their home (“first” place) and work (“second” place) (Brookings, 2016). The purpose of these location is to exchage ideas, enjoy our leisure time, or even build relationship in different scale.

In the last decade, with the dominance of technology, the third place has moved into the virtual world - from social platforms suchs as Facebook or Instagram to Chatrooms in group chats. But as Ray Oldenburg believes, the most effective third place that can build the real communities of are those of physical places (Oldenburg, 2014). Third places have a number of important attributes to community building, and bring balance to social classes and backgrounds. While physical third place is declining, it is an important concept to take in the redesign of transportation, and once again bring people to start using the public transit infrastructure. Exploring new architecture and use of space is essential. Design changes can encourage interaction between small and large groups that might otherwise be cut off from each other. How can we start implementing the principles of third place to the way people travel? How can we introduce concepts of third place into the modes of transportation?

pub

doc

kle ss

pede

r sha

r i de

tra it

st r

ian

lic

Figure 3.18: The Third Place, by Author

VIT AL

SP EC IAL

ACTIV E

DIVERSE

IVE

R BO E

FRI

ARDSH STEW

AT PER

CO O

IGH NE PR ID

FUN

FUL USE

EN D

INTER

USES & ACTIVITIES

SOCIABILITY

ACTIV E

WELCOMING

S ENOU

INDIG

CELEBRATORY SAFE

CONTINUIT Y

SUSTAINABLE

IEN

SIBLE ACCE S

WA LK

CON

UAL

CTIVE AT TRA

HISTORIC

Figure 3.19: Placemaking, by Author

RT SPI

LE AB AD

E BL TA SIT

WA LK

AB LE

CON

CLEAN

COMFORT & IMAGE

ACCESS & LINKAGE

D C TE

VEN

PROX

IMIT Y

“GR EEN ”

AB LE

Site Selection Los Angeles is a prime study location to redefine and redesign the infrastructures of transportation. Due to the high volume of commuters every day, combined with the tourism that Los Angeles brings, it is the worst city in terms of traffic impact. Studying the patterns of commute and time alloted for commuting, sets the base foundation of design in terms of how people get from point A to point B. By understanding each siteâ&#x20AC;&#x2122;s statistics, the design of the third place can take form in its programmatic needs at different scales of the design.

515

freeway/expressway in L.A

miles

221.8

cars driven annually

million

104 hours

$90.8

cost of congestion

billion

1st Rank

69.7% drives alone

private automobiles

8.7% carpool

78.4% vs.

public transportation

Figure 3.20: Los Angeles Traffic (Google, 2019), edited by Author

9.2%

Figure 3.21: Los Angeles Traffic Statistics, by Author

<10 min

60+ min

12%

45-59 min

10-14 min

8% 10%

9% 8%

35-44 min

14%

19% 30-34 min

15-19 min

14% 6%

20-24 min

25-29 min

average commute time

29.8 min

Figure 3.22: Los Angeles Time Statistics, by Author

5mi. 7.5mi.

15mi.

Figure 3.23: Distance in 30 Minutes, by Author

Site Selection

ventura

36,6

66,8

Los Angeles also serves a bigger part outside its city boundaries. Being one of the biggest metropolis in the world, Greater Los Angeles serves over 300,000 people in the counties adjacent to it. The amount of time people spend traveling in between these regions reaches upward of an hour without accounting for traffic. How can a redesign of transportation help alleviate the road infrastructure of these commute? Are there other solutions to how they get from one region to another, instead of the reliance of automobiles. Through studying terrestrial transportation, and looking at the future of what transportation is providing, we should start to implement faster and more convienent modes of transportation between regions, without the use of automobiles. The construde of time is irrelevant without the burden of responsibility one holds to be the driver on the road. This period of time can be programmed to be part of their work lifestyle, or even a time of decompress from and to work, allowing the flow of commuting to be part of the daily routine. Outside of these regions, we can start foreseeing even bigger connections to other metropolis in the state such as San Francisco and San Diego, and even connection we can make to adjacent states, without the use of airplanes. This prediction allows bigger economic growth and intercity connection that allows the city and state to grow in a healthier way.

los ang

san bernardino 90

57,3

0 ,60 126

angeles

98,00 0

59,90

181 , 70

riverside

178 , 70

O.C. Figure 3.24: Inter-Counties Commute, by Author

Site Selection

RESIDENTIAL

COLLEGE

RESIDENTIAL

RESIDENTIAL AIRPORT COMMERCIAL

RESIDENTIAL

PRODUCTION

RESIDENTIAL ENTERTAINMENT

CO RESIDENTIAL

RESIDENTIAL RESIDENTIAL

BEACH

COLLEGE

BEACH

RESIDENTIAL BEACH AIRPORT RESIDENTIAL

Existing Metro Map RESIDENTIAL BEACH

RESIDENTIAL BEACH COLLEGE RESIDENTIAL PRODUCTION

Figure 3.25: Los Angeles Commute, by Author

RESIDENTIAL COMMERCIAL RESIDENTIAL PRODUCTION

RESIDENTIAL COLLEGE

RESIDENTIAL AIRPORT

INDUSTRIAL

RESIDENTIAL

INDUSTRIAL

COMMERCIAL

INDUSTRIAL

RESIDENTIAL

IDENTIAL

RESIDENTIAL

RESIDENTIAL ENTERTAINMENT

RESIDENTIAL BEACH COLLEGE

RESIDENTIAL COLLEGE PRODUCTION

Existing Transit Route Proposed Transit Route

Site Selection

Downtown Los Angeles is a prime space to look into transit infranstructure beyond the fact that it is the center of Greater Los Angeles. It is also the house of over 500,000 workers everyday, and housing over 400,000 people living in the city (LATimes, 2017). It is the center of finance, art, and economic logistical needs. The necessity of service that downtown offers and supports is crucial for industries and population growth outside its boundaries. Followings are all site and context analysis that is crucial to the fundamental design of the project. It is through these data that we can make an informed decision on what programs and function each station needs, and in this design, the programmatic function required to design a central station that connects to the rest of the infrastructures.

34002’34.47” N, 118013’50.95” W

Figure 3.26: Los Angeles City, by Author

Site Inventory Property Name: Property Addess: Property Size:

320 S. Santa Fe Ave. Los Angeles, CA 90012 1,812,844 square feet

Existing Use:

Maintenance and Storage Yard

Current Zoning:

M3-1 - Heavy Industrial District ADP-550/4.2 - Transit Subarea

Zoning Code Req: Zoning Information: 74

Metro Rail Facility

Current Site Occ: Proposed Site Occ:

ZI-2427 Freeway Adjacent ZI-2358 Los Angeles River Revitalization ZI-1117 MTA Project ZI-2130 Art District Enterprise Zone B, G, S-2 A-2: Assembly (Food) A-5: Assembly (Viewing) B: Business M: Mercantile S-2: Storage A: 75’ Travel Distance B: 100’ Travel Distance M: 75’ Travel Distance S: 100’ Travel Distance

Min. Exit:

OL>1,000 = 4 Exit per Story

Door Width:

32” Min. - 48” Max.

Occupancy: **Full Site Analysis: See Appendix A

HWY

Minimum Lot Size: N/A Minimum Lot Width: N/A Minimum Open Space: 1.9 Acres Maximum Height: 80 ft. F.A.R.: 4.2

Egress:

Corridor Width:

DOWNTOWN STATISTICS 4.73 square miles 58,000 residential 500,000 occupation

44” Min Assembly (Standing): 5 sf net Assembly (Seating): 15 sf net Assembly (Fixed): Varies Business: 100 sf. gross Mercantile: 30 sf. gross Storage: 300 sf. gross

0 I-11

Staples Center LA Convention Center

dodger stadium

HWY 101

financial district little tokyo

santa fe ave.

la r i

ver

(e) union station

1st st bridge

art district

4th s

t brid

fashion district

site context Figure 3.27 Los Angeles Downtown, by Author

Contextual Analysis

Solid vs. Void

Taylor Yard Junction

Building Heights

101

Grand Park Vegetation

Public Transit Lines

Existing Union Station

Solar Study

Circulation NNW

NNE 10 20 30 40 50 60

WNW

ENE

70 80 E

WSW

ESE

SW SSW

SSE

LA River

101

10 101

101

Figure 3.28 Contextural Analysis, by Author

Programming

Program

Adjacent Context Study

Chinatown

Finance District 78

Aliso Village

R Art District

Pico Garden Row DTLA District

Figure 3.29 Los Angeles Regions, by Author

Adjacent Context Study Row DTLA District Finance District

Districts

Chinatown Art District

Programming

Program: Necessary Program

Program: Necessary Program Entrance/Exit Lobby Ticketing/Check-in Baggage Claim Lockers Platform

Public

Control Room Office Administration Security MDF Room Break Room

Private

Miscellaneous

Restrooms Elevators Mechanical Room Parking Fire Risers Stairways

Public

Entrance/Exit Lobby Ticketing/Check-in Baggage Claim Lockers Platform

Private

Control Room Office Administration Security MDF Room Break Room

Miscellaneous

Program: Multi-Modal Rail/Track Modes

Light Rail High Speed (HSR) Airport Shuttle

Public Transit

Bus Shuttle Row DTLA District Transit Pods Finance District Chinatown

Miscellaneous

Car Pickup/Dropoff Ride Share Art District Dockless Transit Aliso Village Pico Garden

Program: Third Place Culture Nature Entertainment Innovation

Light Rail High Speed (HSR) Airport Shuttle

Public Transit

Bus Shuttle Transit Pods

Miscellaneous

Car Pickup/Dropoff Ride Share Dockless Transit

Program: Multi-Modal Rail/Track Modes

Restrooms Elevators Mechanical Room Parking Fire Risers Stairways

Program: Third Place Culture Nature Entertainment Innovation Technology CulinaryMatrix, by Author Figure 3.30 Programming

â&#x20AC;&#x153;Nothing in this world is more simple and more cheap than making cities that provide better for people.â&#x20AC;? Jan Gehl

DESIGN PROCESS

The design methodology focuses on the human scale. As the built environment is experienced through the perspective of human beings, the priority of design should also focus in such matters. It is through the pedestiran level of design that we continuously use in the different scales of interventions, local to urban, that creates a solution that allows people to not just use, but enjoy these spaces throughout. This project also investigates and implement a design that focuses on the independence of automobile to solve the issues of traffic congestions that is currently evident in Los Angeles. Through prioritizing design in a pedestrian level, reintroducing the positive impact physically and mentally, we are able to minimize the damage done by automobiles.

pedestrian

cyclist

publi

c tran spo

rtatio n

ride

shar e

aut o

Figure 4.01: Hierarchy of Design, by Author

Process

Current Condition

Statistical factors are crucial to the success of transportation infrastructure redesign. Factors such as population, demographics, adjacent conditional context, urban implementation, and environmental factors are the foundation of a successful integration to any design. Using similar strategies alongside identifying the contextual analysis in each area of intervention, we can extrapolate their current and future needs for transportation infrastructure to its redesign. We can determine the necessary program and modes of transportation that would be efficient, starting with pedestrian traffic to automobile usage.

Proposed Condition Figure 4.02: Changing Priorities of Transportation, by Author

DESIGN CONCEPT

The design concept is through a process of rethinking transportation in three categories. This begins with a full transportation masterplan redesign to accomodate more transit lines that include an integration of pedestrian modes of transit, to bus, and light rails that serves the Greater Los Angeles. The second category is implementation of urban symbiosis throughout every scale of design. Bringing nature back in its coexistence with transit softens the urbanscape to make it pedestrian friendly. Last is the introduction of third place into transportation infrastructure. The purpose of utilizing third place as a principle to this design is bringing the physical interaction of people and place. The concept of the third place into transportation will act as a pertinent component to support social lifestyle, city-wide mobility, and include componenets for a sustainable ecology. The design concept is explored within a multiscale intervention. Designing in different scale simultaneously solves a problem that exist in present day transit, where disconnects within transfer point of transit happens. Designing in multple scale also looks at the needs and issues that occurs in itself, and provide a program design template to be utilize in different parts of the city to be utilize. The points of intervention looks at the Neighborhood scale, to Local areas, and even Regional dense urban context.

Centralized

Distributed

Masterplan

Urbanscape

Sidewalk

Bike Path

Buffer

Street

Buffer

kle

Bike Path

ian st r

pede

r i de

sha

Sidewalk

Parking

Bike Path

Street

Median

Street

Bike Path

Parking

Sidewalk

lic

doc

3 pub

Urban Symbiosis

2 PM e ns

Sidewalk

1 1

AM tra

Figure 4.03: Design Concept, by Author

Third Place

NEIGHBORHOOD SCALE Starting with the neighborhood scale, we being with pedestrian medians and walkable buffers within our homes and work. These are space of decompression, the mental relaxation transition. Implementation of natural surroundings, safety of travel, and physical interaction with other people are crucial in the first and last mile of travel. Physical interaction is necessary even as simple as the presence of another human being.

How can our neighborhood change so that...

...people can meet/interact in the streets

...people can walk and ride in the streets

...people can play on the streets safely

...people and the environment are healthier

Figure 4.04: Neighborhood Conditions (PPS, 2017), edited by Author

Areas of Intervention

Utilize Parking Space

Utilize Street Space

Utilize Residual Space

Figure 4.05: Areas of Intervention - Neighborhood, by Author

Social Intervention

Neighborhood Interaction

Connecting Human and Nature

Active Transportation and Safe Streets

Multi-Use Streets

Figure 4.06: Social Intervention - Neighborhood, by Author

Strategies

Curb Bulb Integration (Pocket Park)

Curb Bulb Integration (Dockless Transit) 90 90

Shared Streets

Social / Eco Median Figure 4.07: Strategies - Neighborhood, by Author Figure 4.08: Street Median Park, by Author

91 91

Local Scale As people funnel from different neighborhoods to more dense local areas, the increase of public transit changes, leading to road infrastructure modificaitons. Designated lanes help public transit to stay on schedule, with controllable factors that runs in a routine manner, separateing from automobiles. We understand that the need for automobiles is still there, but the design is set to alleviate the congestion. If we continue to mix the modes of transportation, the congestion will continue to exist, and the result will be muted due to that.

How can our community...

...promote biophilic design

...balance traffic sytem

...provide universal design

...encourage open space and urban identity

Figure 4.09: Local Conditions (PPS, 2017), edited by Author

Strategies Universal Design Design for transit and supporting infrastructure is to provide equal opportunity for people of all needs physically and mentally

Public Space Design for transit and supporting infrastructure is to provide equal opportunity for people of all needs physically and mentally

Unique District

Introduce and identify the identity of different interconnecting nodes and create each location with the context of surrounding neighborhood

Complete Streets Street design that ensures priority to transit, pedestrian, and cyclist to support the undisrupted of traffic. All modes of transit is to be design with the capability of mutual support from one another

Systemwide Approaches Street network is the transit network. From wayfinding to coordination, all selected transit node management is to be operated with transit in mind. The objective is to buid transit into the urban fabric Figure 4.10: Strategies - Local, by Author

Transit Street and Universal Design The design of transit oriented streets starts with the prioritize of public transit at every scale. By improving the reliability and capacity of public transit, it improves the likelihood of bringing people to the streets. Designing transit as linear public spaces enchances both the use of transit and enchance the attractiveness to create and support a healthy urbanism.

As we bring more public transit, it is also important to keep these active street safe for pedestrian. Repurposing space for transit to provide buffers for pedestrian paths, and designated bikeway infrastructures are crucial post public transit. Accomodating for a wide variety of users are necessary, as public transit is not focused on any particular age group, but a system mean for everyone. Replacing bus system that requires steps increases boarding and exiting of bus for the majority. Those with physical limitation also benefits from waiting for bus steps to extend to flatten out.

Universal design is not a secondary or afterthought, but an inclusive approach to design. By taking the extra step from the start, eliminates issues and discrimination to any groups of people.

Figure 4.11: Transit Universal Design, by Author

Transit Re-Design Transportation is the interconnecting aspect to the different scales of intervention. The design of transportation has maintain stagnant for many decades, with a sole purpose of transporting people from point A to point B. When we are not confined to the driver seat, and able to move around freely during transit path, can we utilize this time differently? As part of redesigning transportation infrastructure, the mode of transit is revisioned to do more than transporting from point A to point B. To start rethinking of transit, we have to stop thinking of light rails, bus, or trains in their traditional form. We start seeing these infrastructure as a new and unique travel experience. Transitâ&#x20AC;&#x2122;s future is more on quality and service than it is transport. Picture sipping a beer or eating a meal while watching a movie with new acquaintances or old friends. The time in transit is a time to hang out. 96

Figure 4.12: Transit Diagram Plan, by Author

Social Space While in automobile we are in a space of isolation, in transit, we can replace traditional seating where everyone faces one direction, to allow scenarios of human interaction.

Figure 4.13: Transit - Social, by Author

Work Space With technology allowing people to work remotely, a cart can be redesigned to allow space to work, eat, drink; like a coffee shop on the go.

Figure 4.14: Transit - Work, by Author

Active Space An active lifestyle, can replace the stagnant trait that many share while in traffic, or sitting within transit. Providing a space that allows users to squeeze the time spent in transit to exercise or continue an active lifestyle. Figure 4.15: Transit - Active, by Author

Transit Re-Design (contâ&#x20AC;&#x2122;d) Today, when we believe we want to get to our destination, we want to save as much time as possible. The perception of utilizing our own automobile to reach our destination directly to save time is misconstrued when we account for the time we spent in traffic. Instead of reaching our destination directly in the shortest distance possible, we end up adding additional time isolated in our vehicles, without the possibility to perform any addition task.

The use of public transit may not allow users to reach their destination in the shortest possible route possible, and the intention was not to. The use of public transit allows more users to use the road with less vehicular presence. The purpose or redefining public transit programs is the notion of how we utilize our time efficiently. We can utilize the time in transit to perform our daily active routine, or create new or savor existing social relationships during transit. In a digital age such as today, when we are able to work remotely, we can even start performing our work off site, minimizing the amount needed to spend in the office.

Figure 4.16: Transit - Cabin, by Author

Regional

Cross Park Transit Station

As we start entering into urban context, and larger modes of transportation, we start thinking of other programmatic needs such as the need for the third place. Every day functions such as errands and life necessities would be part of this commute, to reduce the extra time we have to spend outside of normal commute to do them.

Taking the principles and methodologies on creating a regional station, Cross Station is a model that incorporates different elements to create a regional transit station that accomodates different programmatic needs while providing a public space that utilizes multiple strategies presented in other scales along with programs necessary in the Regional scale.

Adjacent Site Context

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One Santa Fe - Ground Level Plaza

Rail Yard (Proposed Site)

Aliso Village

4th Street Historic Bridge Figure 4.17: Los Angeles Art District, by Author

D C E

Figure 4.18: Existing Site Plan, by Author

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Cross Station - Design Process Like in each scale of design, it is crucial to understand the proposed site and its site context. Cross Station is on the existing Rail Yard of Los Angeles located near the Art District region. Between the First Street vehicular bridge and Fourth Street Historical Bridge, Los Angeles River and the One Santa Fe Residential, the Rail Yard has been underutilized for many years, due to the lack of public transit utilization. The strengths of this site lies on the existing rails that occupies the site. Without having to add and realign new railways, we can utilize the existing rails to accomodate for current needs. The issues with the site is the disconnect it is between itself to the Art District and the Aliso Village acroos the LA River. Due to the separation caused by the concrete river bed, Aliso Village is considered a low-income region of the city, and lacks any social life within its boundaries.

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A great reason this site was chosen to be the model for a regional station, is because the opportunities it possesses. With current LA River Revitalization Plan and multiple development proposal in part with the Los Angeles City-Wide Masterplan, downtown is on the path for drastic change. This proposal is to incorporate principle ideas of a city masterplan, LA River Revitalization, and in pursue to connect the underwhelmed Aliso Village, and create a better public space with the inegration of a Regional Transportation Center

Proposed Masterplan (Key Legend) 1. Cross Station Entrance 2. Transit Station Plaza 3. High Speed Train Entrance 4. Light Rail Entrances and Retail Plaza 5. One Santa Fe Open Ground Plaza Entrance 6. Proposed Future Hotel/Residential Development 7. Proposed Retail Program Responding to Future Development (See 6) 8. Pocket Park, typ. 9. Leisure Natural Esplanade Path Adjacent to LA River 10. LA Revitalization Proposal of New Landscape Project Along River Bank 11. Connecting Pedestrian and Bike Dual Bridge to Aliso Village 12. Green Street to Aliso Village 13. Proposed Future Development of Aliso Village 14. Proposed New School to Service Aliso Village Figure 4.19: Cross Park Transit Station, by Author

Proposed Masterplan

6 7

10 4

11 13

2 3 1

8 DN DN DN DN DN DN

Figure 4.20: Cross Park Transit Station Masterplan, by Author

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Cross Station - Design Process

A 2 B 1

Platform 1

C D

F G H

Platform 3

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Platform 2

The masterplan design of Cross Station took into account of current active points of the site, such as the majority of foot traffic from the One Santa Fe Residential Building and students at the Southern California Institute of Architecture along with visitors of Art Districts west of the site. Mutiple entry points address to access to Cross Station where pedestrian were most likely to access and exit the station. Instead of large uninhabited and unprogrammed open spaces, a variety of pocket parks were created connected by strong axial routes. The pathway diagonnally cutting and connecting to Aliso Village is due to looking forward on future developmental plan, and how the connection to the site, along with pedestrian connection to Art District is possible.

C D

E 3 F G 2 H

Light Rail Station - Underground Plan Figure 4.21: Cross Park Transit Station Underground Plan, by Author

Crossroad Transit Plaza North

Bike / Scooter Daily Rental

Retail/ Service

Crossroad Transit Plaza South

Local Market

Light Rail Station - Ground Floor Plan Figure 4.22: Cross Park Transit Station Ground Floor Plan, by Author

While transit is the primary purpose of this site, the design of the transit station is minimal. The infrastructure required for transportation is massive accounting for tracks, maintenance, and service area. Cross Station is not intended to be the model of how a station should be, but how one can program a station to allow multiple use to the station. Where traditionally we think of ticket stations, we are able to perform that function through our electronic devides or on board. Rows of seatings focused on the board on when the next train will arrive, we can redirect those seatings to allow natural surroundings encompass them. Where we may have retail stores focus on the internal use of the station, we can provide these spaces to the public. Cross Station is a programmatic model of how we should redesign transit station and our public space. The design of Cross Station is not through the lens of pure architecture or transportation, but through the program usage of pedestrians. Instead of creating an iconic object of a building, we should create comfortable spaces for people, whether it is the place for work, home, school, or even transit. The opportunity of us is to design places where people want to be, and allow to to make that space their own.

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Sections

CROSS STATION

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Section Cross Park Transit Station - High Speed Rail Figure 4.23: Section Cross Park Transit Station, High Speed Rail, by Author

Section Cross Station - Light Rail Longitudinal Section

Section Cross Park Transit Station - Light Rail Lateral Section Figure 4.24: Section Cross Park Transit Station, Light Rail Lateral Section, by Author

Figure 4.25: Section Cross Park Transit Station, Light Rail Longitudinal Section, by Author

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Cross Park Transit Station Plaza Cross Park Transit Station is a model to rethink how we can redesign transit oriented infrastructure to be pedestiran friendly. Traditionally, we create large buildings as transit station, which is currently underused. The need for a ticket station is irrelevant when the process of getting a ticket can be done electronically, through a kiosk or even through our phone. Old waiting area feels like empty boxes with row seating, facing a screen that announces the estimated arrival time of the next transit. The lack of secondary program within these stations makes them unenjoyable.

Cross Park Transit Station looks at current technologies, and the model of an open plaza to allow people enjoy the station more than just a transit infrastructure. An open place for performance, gathering, socializing, or enjoy the natural landscape around, there is more than just building and architectural design. It is human centered design for daily commuters, tourist, or just visitors.

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Figure 4.26: Cross Park Transit Station - Plaza, by Author

The buildings are meant to be multi-verse with with low profile usable roofs, to undisturb the Los Angeles city skyline while simultaneously able to see it on top. The open plaza consists of landscape and water feature design to soften plaza to encourage human gatherings. Open underground atriums allow people to see the movement of transits underneath while safely use the area as they please.

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Pedestrian Bridge/LA River Revitalization Designing more than the current demographic of the city, it is crucial to see future developments and consider changes and growth in the nearby context. Aliso Village, just west of the LA River is ongoing massive overhaul within its region boundaries. With proposals of new residential developments, Makers spaces, and live/ work lofts, more population can benefit from changes to Cross Park Transit Station. The current issue is the river that separates the two part of the city, with no actual connection instead of the two bridge half miles apart, designed primarily to automobiles.

Using techniques similar in Neighborhood Scale and Local Scale, the goal of Cross Park Transit Station is to provide infrastructures focused on Pedestrian activities. A dual bridge is design to connect the station and Aliso Village, forming a cross axial connection. The bridge is split for pedestrian travel and bike/dockless electric transit use, to maintain safety for the different speed of travel and able to create observation areas for passerbys to enjoy the revitalization of LA River.

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Figure 4.27: Cross Park Transit Station - Bridge, by Author

With Cross Park Transit Station adjacent to a portion of the 48 miles LA River, this project is taking on part of the Revitalization Plan, to recreate the bio-ecology of LA River. Instead of a concrete waterway, the incorporation of natural landscape brings softness to the harsh cityscape of buildings and roads, and assist in clearing air pollution in the area.

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Leisure Natural Esplanade With the change of LA River, this make the path running parallel to the river enjoyable. The Esplanade design is giving a relaxing space for pedestrian to use the space, whether they enjoy a casual stroll, or a night run. The curvilinear path immitates what a natural form of a river is compared to the man-made LA River.

The ground texture changes from the rest of the site of concrete to wood, softening up the path, with abundant treescape, landscape, and hardscape that borders the path. Seatings are placed throughout the path for those who want to pause and enjoy the moment away from the fast pace life of Los Angeles.

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Figure 4.28: Cross Park Transit Station - Esplanade, by Author

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Pocket Parks Pocket parks are urban open space at a smaller scale. Normally, these miniparks are found scattered throughout neighborhoods in the urban fabric. These areas are more than just park, but allows functions for play area, relaxing space, meeting friends, or even taking a lunch break. The act of balancing the purpose of a park and function of what a park can be is crucial for a peaceful co-existence.

Compared to having mass open areas, designed pocked parks encourages space for people to be at. There is a range of distance between people that creates comfortable space. Pocket parks are design throughout the site not to create diversity in landscape, but also allows space for human designated activities. Taking design outcomes and principles from case studies mentioned in previous chapter, open space require boundaries to allow people purpose on using the area.

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Figure 4.29: Cross Park Transit Station - Pocket Park, by Author

These pocket parks are not just landscape design, or bringing natural environment into a site, but an opportunity to escape the city. The idea of a third place is meant to be a space to relief ourselves from the city, a place we can have physical socialization, or even just a place to relax. The establiment of pocket parks throughout the urban environment is potential not just for pedestiran, but for the overall ecology of the city and community.

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Transit Station / Retail Plaza Transit station are not limited to the infrastructures for transportation purpose, but can become more of a sense of place. Through large range of retail programs, from restaurants to retail stores, a quick cafe or a newstand, transformation of transit station can become a 24/7 destination with a distinct area to be.

While transit is a monetary strapped infrastructure, creating retail hubs along within these stations allows the station to subsidize the space. Without the physical infrastructures such as ticket stations and waiting area, these spaces can be replace with a coffee shop people can visit on the way to and from work, a grocery store that people can pick up fresh food for dinner, large series of parcel lockers to have secured packages you can pick up, or even a restaurant to avoid cooking for the night. But these space are not limited to commuters, but even visitors or tourists.

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Figure 4.30: Cross Park Transit Station - Promenade (Day), by Author

As a regional station, Cross Park Transit Station is designed to be a 24/7 designated space. With people coming and going at all time, serving a higher density population, the space needs a variety of purpose. During the day, coffee space or dockless transit may be utilized more frequently...

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Transit Station / Retail Plaza (contâ&#x20AC;&#x2122;d) ...at night, it serves as a place for a night out with friends and family with restaurants, event places, wine bar. With constant foot traffic, brightly lit areas, and open spaces, Cross Park Transit Station is a safe place for single or group users. Cross Park Transit Station is more than just a transportation hub, but a space serving as a part of the public realm of Los Angeles.

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Figure 4.30: Cross Park Transit Station - Promenade (Night), by Author

“Take the first step in faith. You don’t have to see the whole staircase, just take the first step” Martin Luther King Jr.

CONCLUSION

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Summary The development of our world in the past decades has become an auto-centric society. Many cities like Los Angeles became a city built around automobiles, with roads leading from city centers to the suburbs in the outskirts. Without proper public transportation infrastructures, people rely on cars to get to their destinations every day, resulting in exponential increase of cars on the road, leading to constant traffic congestions. The purpose of this study was to analyze how rethinking the notion of public transportation to bring optimal commute and transportation lifestyle, while simultaneously reducing the environmental impact due to the excessive cars on the road. Through analyzing transportation methods and implementations being used throughout the world, and reviewing what elements attribute to its success or failure, it created the framework of studies required for this research. Looking at three major components that to be crucial for its effect to transportation in a city, this research focused on transportation methods, environmental impacts, and social effects. Looking at transportation beyond any particular station or location, this project looked at the different scales of

intervention that can affect a personsâ&#x20AC;&#x2122; transportation experience. This project also is set within the parameters of looking at transportation methods that are currently available and those being proposed to be implemented in the next ten years. Observe From a macro scale of a full systematic transportation infrastructure implementation, to the design of a particular station or node that is within that system, the aesthetic design of each scale is less significant compared to the programmatic implementations. While design can vary from node to node based on their contextual influence, the foundation of design remains similar in its process through evidence based design. From designing at the neighborhood scale, to the scope in a dense urban area, the focus on each design is to prioritize the use of pedestrian means, to public transit, before relying on private automobiles. Green space and urban density becomes the supplementary principles that associates in each part of the design to create a â&#x20AC;&#x153;Third Placeâ&#x20AC;? location within the whole transportation infrastructure.

Figure 4.31: Cross Park Transit Station - LA River, by Author

The redesign of transportation infrastructure as a â&#x20AC;&#x153;Third Placeâ&#x20AC;? in the different scale of scope of the design allows users free themselves from the confinement of their automobiles. More importantly, being a third place, it provides a solution on the lack of people using public transit currently. The limitation of this thesis, is looking at a change of urban lifestyle through the lens of transportation. The need for change in our communities is a combination of urban design strategies: residential, commercial, public space, transportation, and economy to name a few. Even through transportation, the scale of this thesis is so vast due to the fact that transportation is the interconnecting element that serves more than the boundary of a property or street, but can extend to the boundaries of the country. Although this thesis has provided a sound and plausible solution to creating better communities through transportation, it does not account for current economic and political limitations.

Suggestion With the limitation of time and manpower to conduct this thesis research, there are many unanswered questions that can be explored. What are economical strategies to balance the cost of public transit to infrastructure to make it feasible for operation? When considering transportation that travel domestically or internationally, what affect does it have to the programmatic design of infrastructures? How does the design of Cross Park Transit Station affect the gentrification of changing of demographic of people, and how does it affect the large homeless population that currently resides nearby at Skid Row? When this thesis research is performed in 2019, would this proposal work 30 years later, or would we be seeing issues arise similar to the rise of automobiles 30 years ago? The intention of this thesis was to avoid a particular design or building, but focus on creating a template, principles, and methods to approach transportation. While the solutions can be flexible, will it withstand to the changing world around us.

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BACK MATTER

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Glossary of Terms Auto-centric

Centred in or based on the function and use of automobiles in the social everyday life.

Commute

Travel distance between oneâ&#x20AC;&#x2122;s home and place of work on a regular basis

Congestion

Condition on road networks that occurs as use increases, and characterized by slower speed, longer trip time, and increased of vehicular queueing.

Emission High Speed Train

Type of rail transport that operates significantly faster than traditional rail traffic; a specialized system for longer distance travel.

Hotspots

A place of significant activity or danger in comparison to the regional average.

Hubs

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The production and discharge of gas or radiation

An effective central area of activity, region, or network.

Infrastructure

The basic physical and organizational structures and facilities needed for the operation of a society or enterprise.

Light Rail

A form of urban railway transportation using trolley carts, in a designated path.

Multi-Modal

Defined by the characteristics of different modes of transportation method.

Neighborhood

Geographically localised in suburb or rural area communities.

Network

A group or complex system of interconnected things, people, roads, railroads, or other transportation routes.

Paradigm

A typical new example or pattern of something; a model with underlying theories and methodology in a particular subject.

Pedestrian

Person travelling on foot (walking or running), and in some communities consider skateboards, scooters, as well as wheelchairs.

Public Transportation

Modes of transportation such as buses, trains, subways that are available to the public for a set fare or route.

Scale

A graduated series of rank and order based on measurable differences.

Social

An informal gathering or interaction of the individual or group.

Sprawl

The expansion of an urban area into adjoining countryside unrestrictedly with little concern of urban planning

Station

A periodic stopping place on a public transportation route, especially one on a railroad line with platform

Suburban

An area outside of the district of a city usualy of mixed-use or residential area community

Sustainability

Process of maintaining change in a balanced environment in which the direction of development is in harmony and enhance both current and future potention to meet human needs.

Symbiosis

Interaction between two different organisms living in close physical association.

Terrestrial

Land transportation that covers a large distace, such as counties, states, or even country

Third Place

Social surroundings separate from our home and workplace, where people spend time to exchange ideas, have a good time, and build relationships.

Transportation

The act or state of being oved from place to place.

Transportation Development

Infrastructures, policies, and discretionary by-laws or projects as part of the impact of transportational means.

Typology

A classification according to general architectural type based on function, aesthetics, or historical significance.

Urban

In relationship or characteristic of city and towns, commonly city centers with higher density of population

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Figures

132

Figure 1.01: Traffic Jam on Randolf Street in 1909 (History, 2014) Retrieved from https://www.history.com/topics/industrial-revolution/industrial-revolution Figure 1.02: SD Traffic Congestion (2018) edited by Author Retrieved from https://www.sandiegouniontribune.com/news/transportation/ sd-me-traffic-congestion-20171121-story.html Figure 1.03: The City Roads, by Author Figure 1.04: The Death of Public Transport (1956) Retrieved from https://www.citylab.com/transportation/2013/06/ be-careful-how-you-refer-so-called-great-american-streetcar-scandal/5771/ Figure 1.05: The Birth of the Downfall (1948) Retrieved from http://gmauthority.com/blog/gm/gm-facilities/gm-australia-facilities/ gm-holden-elizabeth-australia-plant/ Figure 1.06: Global Statistics, by Author Figure 1.07: The City of Cars (2016) edited by Author Retrieved from https://www.govtech.com/fs/beverly-hills-city-leaders-develop-driverless mass-transit-fleet.html Figure 1.08: The Undesirable Metro Rail (2018) edited by Author Retrieved from https://la.streetsblog.org/2014/02/19/metro-diary-every-day-hes-hustlin/ Figure 1.09: Paradigm Network (2017) edited by Author Retrieved from https://www.deviantart.com/ellysiumn/art/Let-me-dream-7997563904 Figure 2.01: Theoretical Framework, by Author Figure 2.02: Internal Struggle (2017) edited by Author Retrieved from http://inrix.com/products/ai-traffic/ Figure 2.03: Empty Attention (2019), edited by Author Retrieved from http://www.instagram.com Figure 2.04: Connecting Multi-Modal, by Author Figure 2.05: Traffic Pollution (2016), edited by Author Retrieved from https://gethealthyutah.org/blog/travelwise/ Figure 2.06: Pedestrian Travel Biking Downtown (2014), edited by Author Retrieved from https://www.atmtxphoto.com/Portfolio/Netherlands/i-Hr8qkBT Figure 2.07: Life of Cars (2016), edited by Author Retrieved from https://www.bbc.com/news/magazine-19660765 Figure 2.08: Social Life on the Road (2016), edited by Author Retrieved from https://www.uber.com/ Figure 3.01: Arnhem Transit Hub (2017), edited by Author Retrieved from https://www.archdaily.com/777495/arnhem-central-transfer-terminal-unstudio Figure 3.02: Arnhem Transit Connection (2017), edited by Author Retrieved from https://www.archdaily.com/777495/arnhem-central-transfer-terminal-unstudio Figure 3.03: Salesforce Transit Center (2018), edited by Author Retrieved from https://www.archdaily.com/900117/salesforce-transit-center-pelli-clarke-pelli-architects Figure 3.04: Salesforce Transit Center Axonometric (2018), edited by Author Retrieved from https://www.archdaily.com/900117/salesforce-transit-center-pelli-clarke-pelli-architects Figure 3.05: Denver Union Station (2018), edited by Author Retrieved from https://www.archdaily.com/506815/denver-union-station-som Figure 3.06: Denver Union Station Multi-Level Connection (2018), edited by Author Retrieved from https://www.archdaily.com/506815/denver-union-station-som Figure 3.07: Rotterdam Centraal Station (2016), edited by Author Retrieved from https://www.archdaily.com/447649/rotterdam-centraal-team-cs Figure 3.08: Rotterdam Centraal Station Plaza Master Plan (2016) Retrieved from https://www.archdaily.com/447649/rotterdam-centraal-team-cs Figure 3.09: Penn Station (2017), edited by Author Retrieved from https://ny.curbed.com/2017/8/8/16092376/penn-station-nyc-guide-map-hours-food Figure 3.10: Penn Station Transit Bottleneck Congestion (2017), edited by Author Retrieved from https://ny.curbed.com/2017/8/8/16092376/penn-station-nyc-guide-map-hours-food Figure 3.11: Los Angeles Union Station Historical Value (2010), edited by Author Retrieved from https://www.unionstationla.com/history Figure 3.12: Los Angeles Union Station (2010), edited by Author Retrieved from https://www.unionstationla.com/history Figure 3.13: Tongva Park and Ken Genser Pavillion (2018), edited by Author Retrieved from http://tongvapark.smgov.net/explore Figure 3.14: Tongva Park and Ken Genser Masterplan (2018), edited by Author Retrieved from http://tongvapark.smgov.net/explore Figure 3.15: Diagonal Mar Aerial (012), edited by Author Retrieved from http://www.rothadvisory.net/selected-experience-diagonal-mar/ Figure 3.16: Diagonal Mar Abandon Plaza (2003), edited by Author Retrieved from https://www.pps.org/places/diagonal-mar Figure 3.17: Precedent Studies Matrix, by Author Figure 3.18: The Third Place, by Author Figure 3.19: Placemaking, by Author Figure 3.20: Los Angeles Traffic (2019), edited by Author Retrieved from http://maps.google.com Figure 3.21: Los Angeles Traffic Statistics, by Author Figure 3.22: Los Angeles Time Statistics, by Author

Pg. 4 Pg. 7 Pg. 8 Pg. 11 Pg. 12 Pg. 15 Pg. 16 Pg. 19 Pg. 20 Pg. 26 Pg. 28 Pg. 29 Pg. 31 Pg. 32 Pg. 35 Pg. 37 Pg. 39 Pg. 47 Pg. 47 Pg. 48 Pg. 49 Pg. 51 Pg. 51 Pg. 53 Pg. 53 Pg. 55 Pg. 55 Pg. 56 Pg. 57 Pg. 58 Pg. 59 Pg. 61 Pg. 61 Pg. 63 Pg. 65 Pg. 65 Pg. 66 Pg. 66 Pg. 67

Figure 3.23: Distance in 30 Minutes, by Author Figure 3.24: Inter-Counties Commute, by Author Figure 3.25: Los Angeles Commute, by Author Figure 3.26: Los Angeles City, by Author Figure 3.27 Los Angeles Downtown, by Author Figure 3.28 Contextual Analysis, by Author Figure 3.29 Los Angeles Regions, by Author Figure 3.30 Programming Matrix, by Author Figure 4.01: Hierarchy of Design, by Author Figure 4.02: Changing Priorities of Transportation, by Author Figure 4.03: Design Concept, by Author Figure 4.04: Neighborhood Conditions (2017), edited by Author Retrieved from https://www.pps.org/article/grplacefeat Figure 4.05: Areas of Intervention - Neighborhood, by Author Figure 4.06: Social Intervention - Neighborhood, by Author Figure 4.07: Strategies - Neighborhood, by Author Figure 4.08: Street Median Park, by Author Figure 4.09: Local Conditions (PPS, 2017), edited by Author Retrieved from https://www.pps.org/article/grplacefeat Figure 4.10: Strategies - Local, by Author Figure 4.11: Transit Universal Design, by Author Figure 4.12: Transit Diagram Plan, by Author Figure 4.13: Transit - Social, by Author Figure 4.14: Transit - Work, by Author Figure 4.15: Transit - Active, by Author Figure 4.16: Transit - Cabin, by Author Figure 4.17: Los Angeles Art District, by Author Figure 4.18: Existing Site Plan, by Author Figure 4.19: Cross Park Transit Station, by Author Figure 4.20: Cross Park Transit Station Masterplan, by Author Figure 4.21: Cross Park Transit Station Underground Plan, by Author Figure 4.22: Cross Park Transit Station Ground Floor Plan, by Author Figure 4.23: Section Cross Park Transit Station, High Speed Rail, by Author Figure 4.24: Section Cross Park Transit Station, Light Rail Lateral Section, by Author Figure 4.25: Section Cross Park Transit Station, Light Rail Longitudinal Section, by Author Figure 4.26: Cross Park Transit Station - Plaza, by Author Figure 4.27: Cross Park Transit Station - Bridge, by Author Figure 4.28: Cross Park Transit Station - Esplanade, by Author Figure 4.29: Cross Park Transit Station - Pocket Park, by Author Figure 4.30: Cross Park Transit Station - Promenade (Day), by Author Figure 4.30: Cross Park Transit Station - Promenade (Night), by Author Figure 4.31: Cross Park Transit Station - LA River, by Author

Pg. 67 Pg. 69 Pg. 70 Pg. 73 Pg. 75 Pg. 77 Pg. 78 Pg. 79 Pg. 84 Pg. 85 Pg. 87 Pg. 88 Pg. 89 Pg. 89 Pg. 90 Pg. 90 Pg. 92 Pg. 93 Pg. 94 Pg. 96 Pg. 97 Pg. 97 Pg. 97 Pg. 98 Pg. 100 Pg. 101 Pg. 102 Pg. 103 Pg. 104 Pg. 105 Pg. 106 Pg. 107 Pg. 107 Pg. 108 Pg. 110 Pg. 112 Pg. 114 Pg. 116 Pg. 118 Pg. 124

133

134

135

Appendices 136 140 142

Appendix A : Annotated Bibliography Appendix B : Building Codes Appendix C : Record of Thesis Presentations

Appendix A Annotated Bibliography

136

Penn, I. (2018). California Will Require Solar Power for New Homes. Sacramento, California: The New York Times.

Gilbert, R (2010). The Post Carbon Reader: Transportation in the Post Carbon World. Healdsburg, California. Post Carbon Institute.

The push for a sustainable environment has been in the works for decades, and with California being the first state to make it a mandate to have renewable energy for new construction is a big step forward. This bill did come with backlash for upfront cost and values of housing, but the offset cost in the longterm makes it more feasible. This provision is a great step for people to understand that change is needed, and that includes transportation methods.

This portion of the book investigate the different pillars or context that is needed to aim for a sustainable method through transportation. One is mode of transportation. Second is time, and distance. Third is experience. As mention towards this thesis framework, time and mode of transportation will be the controlling factors of the research, where the experience will be looked into through the urban context.

Cappiello, A. (2002). Modeling Traffic Flow Emissions. Massachusetts: Department of Civil and Environmental Engineering - MIT.

Tsay, S. (2013). Rethinking Urban Mobility: Sustainable Policies for the Century of the City. Washington, DC: Carnegie Endowment for International Peace

This research looks at road transportation as an essential economic and social role to a city, yet also a major contributor to energy consumption and air pollution. This research proposes different models of interactions between transportation demand and supply and its concentration of pollutants in the air. Their model of traffic control helps delineate where design of routes should be, and how to avoid hot-spots that may increase concentration of emission.

Through their book, Shin-Pei explores mobilities of people in cities from rural areas and urban cities. The commute of these people every day is placing huge demands on existing infrastructure, and existing transport system. This book looks into urban policy and provisions government can develop to create a more sustainable transport solution. This book will be utilized as guideline and examples to follow towards my thesis process.

Kenworthy, J. (2016). Sustainable Urban Transport and land Use Patterns for More Sustainable Cities. Murdoch, Perth: Institute for Sustainability and Technology Policy

Thoth-Szabo, Z. (2011). Measuring Sustainability of Transport in the City: Development of an Indicator-Set. Lund, Sweden: Lund University - Traffic & Roads

Urban transport and the issue of motorization and automobile dependency have become critical shaping factors in the future sustainability and livability of cities. This submission is providing implications and policy ramifications and looking at transportation through the perspective of proposing government policy. This is one avenue this thesis will be introducing, where the design will not consider current political factors, but imposing new transportation policy to use as a template.

This research looks into the frameworks transportation aim to be sustainable: Efficiency, Accessibility, Safety, Livability, Emissions, Resource Use, and Institutional Indicators. The argument is that sustainability would also need to be attractive for people to use, to be considered sustainable. Many of their framework will be examined and determined if it applies to my thesis and its context.

Tosa, C. (2013). A Methodology for Modeling Traffic Related Emissions in Suburban Areas. Tallinn, Estonia: Department of Infrastructures - Technical University.

Dickerson, A. (2014). The Relationship Between Well-Being and Commuting Revisited: Does the Choice of Methodology Matter?. Sheffield, UK: Regional Science and Urban Economics.

A research methodology and study to integrating computer softwares and data calculation to record traffic pollutant emissions in suburban areas. These calculation are then use to be support design for future transport planning to optimize network output to minimize carbon monoxide emission. Using patterns and data output, a parametric equation can be used to obtain better approximation of traffic related emission on a large scale for traffic modeling. Their data on spatial planning in a large scale will be studied to figure out network routes to be utilize in a transit master plan.

A research exploring the role of the built environment compared to travel attitudes, conducted study in Xiâ&#x20AC;&#x2122;an China. The aim to this study is to explore the relative effects of the built environment, travel attitudes, and travel characteristics on commute satisfaction. Through the study, they saw characteristics of mode choice, congestion, and level of services of transit directly influence commute satisfaction. Their research data will be utilize in understanding a better way to design for commuters not just through their mode of transit, but even the built environment to fulfill a better design concept.

Ye, R. (2017). Satisfaction with the Commute: The Role of Travel Mode Choice, Built Environment and Attitudes. London, UK: Transportation Research: Part D. A research exploring the role of the built environment compared to travel attitudes, conducted study in Xiâ&#x20AC;&#x2122;an China. The aim to this study is to explore the relative effects of the built environment, travel attitudes, and travel characteristics on commute satisfaction. Through the study, they saw characteristics of mode choice, congestion, and level of services of transit directly influence commute satisfaction. Their research data will be utilize in understanding a better way to design for commuters not just through their mode of transit, but even the built environment to fulfill a better design concept.

Vanderbilt, T. (2008). Traffic: Why We Drive the Way We Do and What it Says About Us. Film: Video Tom Vanderbilt through his book and this video, looks into the psychological effect of human behind the wheel. How does different scenarios such as congestion, to noise, or weather affects the way we act the way we do in a car. New research into driving behavior unveils much of what we do are counterintuitive. Analyzing these results can alter the way we build car, roads, and communities.

Arrington, G.B. (2017). Light Rail and the American City. Baltimore, MD: Light Rail Transit and Transit-Oriented Development This research is studying the intent of proposing alternative transit proposition that offers benefits such as community character, promote pedestrian activities, provide better access to jobs, and minimize physical environmental impact. Their study left question on whether transit should be design as a single approach or figure ways of interlinking different modes. This thesis will use their data and methods, and look further into how multi-modal transit can be utilize to maximize commute and further improve the urban character.

Toderian, B. (2014). Mobility in Cities is About Space - Proven Powerfully in Pictures. Vancouver, B.C.: Toderian UrbanWORKS. A comparison of space utilization per person by the use of different mode of transportation. Comparing how much road space is being used by driving in automobiles, to bicycles, to bus, the calculations are represented through imagery which helps visualize the difference. These data will help present the reasoning on switching over to public modes of transportation as my argument for this thesis.

137

BM-GMA (2015). Stress, Pollution, Fatigue: How Traffic Jams Affect Your Health. Web: GMA News Online

Harvey-Jenner, C. (2017). The Psychology of a Like: How Social Media is Really Affecting Your Brain. Cosmopolitan. Website

This article looks into stress and health issues caused by traffic and the its association to chronic illness. The argument comes from the sense of impatience can turn into resentment and anger. Commuters are also exposed to air pollution and the time spent in traffic cuts into their sleep cycle. These are part of the argument that this thesis explores to reverse the problems that we are going through currently and proposes a solution into a healthier lifestyle.

In a time where human spend ample amount of time on technology, especially their phones, our psychological need for attention and are linked to our craving for virtual ‘likes’. The dopamine level is affected when seeing attention for your moments shared on social media. This article correlates to urban social issues and the problem we have with physical connection to others. A part of this thesis is to investigate transit infrastructure as a social urban experiment.

Romero, D (2014). L.A. Is Still Car Crazy, and We Shouldn’t Apologize for That. Los Angeles, California: LA Weekly

138

This article look into the dominance of automobiles in Los Angeles, and even with new proposals for new public transit networks. This articles supports that cars are relevant, and it’s way to respond to environmental issues are through the use of electric vehicles (EV) and hybrids. This article does not look at congestion issues that will continue to exist with the switch to alternatives. This thesis will take into consideration the dominance of cars, but looking at ways to switch a partial car commuters to public transit as a solution.

Hoehner, C. (2012). Commuting Distance, Cardiorespiratory Fitness, and Metabolic Risk. St. Louis, Missouri. American Journal of Preventive Medicine.

Studying over 4000 adults, the research was a cross-sectional study to figure physical activity and CRF effect from commuting distance. Results show commuting distance was negatively associated with physical activity and CRF and increase level of obesity along with other health issues. These data will be used in consideration of transit methods and calculation of commuting time, instead of distance since this thesis is not proposing relocation of people, but may be an effect from the implementation of the new multi-modal infrastructure.

Legrain, A. (2015). Am Stressed, Must Travel: The Relationship Between Mode Choice and Commuting Stress. Montreal, Quebec: Transportation Research: Part F. A research study comparing stress level to commuters traveling different modes of transportation. Through logistic regression, the study showed the driving is the most stressful mode, showing stress factors that were not present to other modes of transportation. This study help create basis on the design framework on switching from dependency of automobiles to public transit. From knowing what stress factors affect commuters, strategies can be implemented to counter or response to these stress issues.

139

Appendix B Building Codes and Zoning Existing Property Name: Metro Rail Facility Property Address: 320 S. Sana Fe Ave. Los Angeles, CA 90012 Property Size: 1,812,844 square feet (41 Acres)

140

Use or Occupancy A-2: Assembly (Food) – Occupancy Load: 5 sf. net A-3: Assembly (Waiting Area) – Occupancy Load: 5 sf. net A-5: Assembly (Viewing Hall/Events) – Occupancy Load: 15 sf. net A-5: Assembly (Fixed Seating) – Occupancy Load: Varies – (See CBC 1004.4) Occupant Load: Accessibility – Based on one occupant for each wheelchair space and one occupant for associated companion. Occupant Load: Fixed without dividing arm – Occupant load shall not be less than number of seats based on one person for each 18 inches of seating length. Occupant Load: Seating Booths – Based on one person for each 24 inches of seat length measured at the backrest of the seating booth. B: Business – Occupancy Load: 100 sf. gross M: Mercantile – Occupancy Load: 30 sf. gross S-2: Storage – Occupancy Load: 300 sf. gross Construction Type Type I Rated Construction – Noncombustible material Note: Type 1/A: Fired Resistive Non-combustible 3hr. Exterior Wall 3hr. Structural Frame 2hr. Floor/Ceiling Assembly 1 ½ hr. Roof Protection Type I/B: Fire Resistive Non-Combustible 2hr. Exterior Wall 2hr. Structural Frame 2hr. Ceiling/Floor Separation 1hr. Ceiling/Roof Assembly Allowable Floor Area: Unlimited Allowable Building Height: A: Assembly (Sprinklered): Type I/A: Unlimited Type I/B: 180’ (Without area increase) B: Business (Sprinklered): Type I/A: Unlimited Type I/B: 180’ M: Mercantile (Sprinklered): Type I/A: Unlimited Type I/B: 160’ S: Storage (Sprinklered): Type I/A: Unlimited Type I/B: 180’

General Building Limitation Zone: M3-1 – Heavy Industrial District ADP-550/4.2 – Transit Subarea Overlay: ZI-2427 Freeway Adjacent ZI-2358 Los Angeles River Revitalization ZI-1117 MTA Project ZI-2130 Art District Enterprise Zone Exit and Exit Access Doorway Requirements Number of Exits per Story Occupant Load - Minimum Number of Exits 1-500 2 501-1,000 3 > 1,000 4 Illumination Requirement Illumination under Normal Power > 1 Footcandle (11 lux) Emergency Power For Illumination Automatically Illuminate Aisles/Corridors/Exits ADA Requirements Ramps:

Require Slopes: Turnabout (Top and Bottom)

1:12 or 4.8 degree slope 5’ x 5’ Unobstructed

Bathrooms Turning Radius 5’ (Door can Encroach) Hand Bars Comply with CBC Chapter 11 Parking Total Number of Parking Spaces Accessible Parking Req. 1-25 1 26-50 2 51-75 3 76-100 4 101-150 5 151-200 6 Electric Vehicle Charging Parking Total Number of Parking Spaces EV Space 76-100 5 101-150 7 151-200 10 201+ 6% of Spaces Limitations:

Actual Floor Area: 41 Acres Allowable Floor Area (FAR): 4.2 = 172 Acres Minimum Open Space; 1.9 Acres Maximum Height: Unlimited Maximum Stories: Unlimited

141

Appendix C Presentations

Fall 2018 - Midterm

142

143

Fall 2018 - Final

144

Program Diagram Architect:

UNStudio

Project Location:

Stationsplein Arnhem, The Netherlands

Size:

234,115 square foot

Completion:

2015

Architect:

Pelli Clarke Pelli Architects

Project Location:

Beale St. / Mission St. Arnhem, The Netherlands

Size:

1.2 million square foot

Completion:

Phase 1: 2018

Greenspace Greenspace Ride Share Dropoff Greenspace

Third Level Architect:

Skidmore, Owings, and Merrill

Project Location:

LoDo District Denver, CO

Size:

1,623,000 square feet

Completion:

2014

Architect:

Benthem Crouwel Architects

Project Location:

Rotterdam Centraal Rotterdam, Netherland

Size:

430,556 square feet

Completion:

March 2014

Architect:

John Parkinson

Project Location:

Downtown Los Angeles Los Angeles, CA

Size:

Office

Second Level Dockless Transit Bus Terminal Recreation Grand Hall Retail Service Bus Terminal Dockless Transit Plaza Ground Level

161,000 square feet

Completion:

May 1939

Architect:

McKim, Mead, and White

Project Location:

Pennsylvania Station New York City, NY

Size:

348,480 square feet

Completion:

1964

Light Rail Platform Underground 1

High Speed Rail Parking Underground 2

145

Winter 2019 - Midterm Alinéa A Paradigm Transportation Connection Network

ivan hu . newschool of architecture and design . winter 2019 . dr. vuslat demircay, ph.d

Thesis Statement

Design Principles

Precedent Studies

different modes of transportation currently and immediate future while proposing a redesign of transit and its infrastructure to alleviate traffic congestions to our commute while simultaneously reduce negative impact to our environment. This thesis research will subsequently focus on transit centers being a destination spot to the public realm to become a staple for the communities it serves and changing the perception of people to public transportation. Through implementation of a new paradigm model of multi-modal public transportation infrastructure, it will decrease the congestion of traffic while continuously create a heathier commute lifestyle.

69.7%

56.6%

21.8%

884,363

34.3%

33.7%

$7.1bn

486,290

11%

67.4%

CHI.

$1,994

$5.5bn

2,716,000

28.2%

SOCIAL Human Centered

TIM

LTH HEA

49.4%

TRANSPORTATION

S.D.

$1,221

$4.2bn

1,410,000

ECOLOGY

74.6%

Concept

Masterplan

Local Urban

Arnhem Transit Hub

No future plan integration Serves Netherlands major transits Adequate space for passengers Rooftop garden

Third Place

ility

i an

lib

st r

Sidewalk

Connection to Lodo District

Transit

Central Connection

Wayﬁnding

Clear linear plan

Pedestrian Friendly

Designed for local use

Multi-modal

2 mode of transit

Future Planning

Limited space for growth

Trans. Network

Serves regional transit of Denver

Congestion

Multi-level corridor to ease transit Urban Plaza

Transit

Historical center

Wayﬁnding

No clear wayﬁnding

Pedestrian Friendly

City of pedestrian culture

Multi-modal

3 mode of transit

Future Planning

No plan for future growth

Trans. Network

Interconnection Unclear wayﬁnding creates congestion Bad streetscape, no urban planning

Transit

Adaquate transit infrastructure

Wayﬁnding

Poor exit path, bottlenect spaces

Pedestrian Friendly

Overpopulated

Multi-modal

3 mode of transit

Future Planning

Not suitable for expansion

Trans. Network

Serves northeast corridor

Congestion

Infrastructure not suitable for population

Urban Solution

Urbanscape

Buﬀer

Bike Path

Street

Buﬀer

Bike Path

Serves transbay transit Multi-level corridor to ease transit

Urban Solution

rt fo

So cia

kle

doc

m Co

Sidewalk

Future infrastructure. included.

Trans. Network

No urban planning

Transit

LA Union Station

r sha

ride

Sidewalk

Street

Parking

Bike Path

Street

Median

Parking

Sidewalk

Bike Path

e ka g Lin

s ie

5 mode of transit

Multi-modal Future Planning

Urban Solution

pe de

ivit

es s

Little ground pedestrian traﬃc

Pedestrian Friendly

t ra it

it Ac

Ac c

Linear circulation

Wayﬁnding

Congestion

lic

Place

Distributed

Downtown connection

Transit

Urban Solution

pub

Centralized

3 mode of transit

Congestion

Rotterdam Station

Open Plan Little ground pedestrian traﬃc

Trans. Network

Congestion

Wholesome Transit Integration

Centralized to Downtown

Future Planning

S.F. Transit Center

Drive Alone

9.2%

8,337,000

$10.6bn

Urban Plaza

Transit Wayﬁnding

Multi-modal

Denver Union Station

Public Transit

3,858,000

$33.7bn

$2,212

Population

$19.2bn

$2,982 $2,250

Urban Solution

Pedestrian Friendly

Penn. Station, NY

$2,828

91 79 70

102

Natural Tension Relieve

Urban Solution

SUSTAIN.

L.A. N.Y. S.F. ATL.

Cost/City

01 03 05 10

Cost/Drivers

Universal Ranking

01 02 03 04

Peak Hours

Country Ranking

This research will be investigating the

Prone to delays in transit

Wayﬁnding

Unclear corridors

Pedestrian Friendly

Automobile dominate

Multi-modal

4 mode of transit

Future Planning

No growth possibility

Trans. Network

Serves limited Greater Los Angeles

Congestion

Congestion inside and outside of station

Restructuring Transit Connection RETHINKING L.A. FREEWAY ECOSYSTEM

LONDON

TOKYO

Current Decongestion Strategy: Carpool Lanes

NEW YORK

PARIS

Current Decongestion Strategy: Carpool Lanes/Multi Transit

RESIDENTIAL

COLLEGE

RESIDENTIAL

RESIDENTIAL AIRPORT COMMERCIAL

RESIDENTIAL

PRODUCTION

57,3

PRODUCTION

RESIDENTIAL

ENTERTAINMENT

COMMERCIAL

,60 126

RESIDENTIAL PRODUCTION

RESIDENTIAL

36,6 00

COLLEGE RESIDENTIAL RESIDENTIAL

RESIDENTIAL RESIDENTIAL

BEACH

66,800

AIRPORT

COLLEGE

BEACH

INDUSTRIAL

RESIDENTIAL

98,00 0

RESIDENTIAL

INDUSTRIAL

COMMERCIAL

INDUSTRIAL

59,900

RESIDENTIAL BEACH

181,7

AIRPORT

000

RESIDENTIAL RESIDENTIAL

RESIDENTIAL RESIDENTIAL BEACH

178 ,770 0

RESIDENTIAL ENTERTAINMENT

RESIDENTIAL BEACH COLLEGE RESIDENTIAL PRODUCTION

RESIDENTIAL COLLEGE PRODUCTION

Local Urban - Intervention

transit hub

- terrestrial - regional - local - neighborhood

Strong Art/Entertainment Inﬂuence

transit platform

public plaza

oﬃce

Los Angeles River Revitalization

- green space - entrance plaza

transit platfo rm

administrative conference rooms rentable oﬃce long-term oﬃce

event places - performance - exhibition

transit platform

transit platfor m

146

parking -long term -short term -dockless system

Noir Historical Context

retail -

market restaurant/bars shops gym

Site Design/Concept Adjacent Context Study

Programming Program: Necessary Program Public

Entrance/Exit Lobby Ticketing/Check-in Baggage Claim Lockers Platform

Private

Control Room Oﬃce Administration Security MDF Room Break Room

Chinatown

Miscellaneous Finance District

Aliso Village

Spatial Mass

Understanding programmatic diﬀerences in their function to overall building

Shifting and moving program in junction to its sites position

Relocating program to their use to public/private/third space/transit area

Surround necessary program to third place to integrate spaces cohesively

Restrooms Elevators Mechanical Room Parking Fire Risers Stairways

Program: Multi-Modal Rail/Track Modes

Art District

Light Rail High Speed (HSR) Airport Shuttle

Public Transit

Bus Shuttle Transit Pods

Miscellaneous

Car Pickup/Dropoﬀ Ride Share Dockless Transit

Understanding heirarchy of programs and their relationship to each other

Integrate multiple use and program needs of the ‘third place’

Circulation design is crucial to wayﬁnding and connection to adjacent spaces

Create an urban context ‘third space’ for users of the transit station and for surrounding community

Pico Garden Row DTLA District

Adjacent Context Study

Program: Third Place Culture

Finance District

Nature

Districts

Row DTLA District

Chinatown

Entertainment

Art District

Innovation

Aliso Village

Technology

Pico Garden

Culinary

Site Analysis Solid vs. Void

Taylor Yard Junction

Building Heights

101

Grand Park Vegetation

Public Transit Lines

0 10 101 1 01

147

Existing Union Station

0 10

Solar Study

Circulation NNW

NNE 10 20 30 40 50 60

WNW

ENE

70 80 W

ESE

WSW

SW SSW

SSE

LA River

Winter 2019 - Final

/a-lineā/ 1. the beginning of a new train of thought 2. off the line

Thesis Statement

M.Arch Thesis 2019 :: Vuslat Demircay, Ph.D

Problem

73% Decrease in Carbon Emission through

Penn. Station, NY

Paradigm Transportation Connection Network Ivan Hu :: NewSchool of Architecture and Design

Arnhem Transit Hub

Through implementation of a new paradigm infrastructure of transportation, as part of the staple to the public realm in its community, will create a healthier commute lifestyle and subsequently decrease the congestion of traﬃc through the use of multi-modal interconnecting transportation. These infrastructures will act as a continuous third place, a pertinent component to support social lifestyle, city-wide mobility, and sustainable ecology.

Site Analysis

Switching from Automobile to Public Transportaiton

pedestrian

RESIDENTIAL

50 70

PRODUCTION

Congestion in the U.S. Compared to Non-Peak Hours

4.16 Billion Gallon of Gas Conserved through Public Transportation vs. Automobile

$308 Billion Annual Cost Spent Due to

cyclist

Current Condition

Annual Expenditures

Spending on Public Transportation

Solar Analysis

SS W

W SW

$98 Billion Annual Government Fiscal

public

RESID

transpo

rtation

ride

BEAC

Peak Hours

S.F.

N.Y.

L.A. 9% : 70% 3.8 million 102 hours

56% : 22% 8.3 million 91 hours

auto

Population

34% : 34% 885k 79 hours

Public Transit

Proposed Condition

Heirarchy of Design

Drive Alone

Street Arteries Landscape buﬀer

ATL.

148

CHI.

11% : 67% 486k 70 hours

S.D.

28% : 49% 2.7 million 57 hours

4% : 75% 1.4 million 48 hours

Pedestrian Boulevard Region Statistics

Principle Transit Lines Continuation: Moving from point A to point B is a linear process through time. The design implementation will explore the diﬀerent realms that is involved in between the travel and redeﬁne how our time is spent.

SOCIAL

TIM

Transit only lane, to relieve congestion Dockless transit for “last mile” travel Landscape to soften pedestrian accessibility

TH AL

SUSTAIN.

TRANSPORTATION

Neighborhood

Balance: The relationship between psychosocial, physical, and environement is explored to create homeostasis environments that engages and responds to the beneﬁt of the user and urban environment.

Vegetation Local

Local errand necessity adjacent to transit Vegetation buﬀer

ECOLOGY

Interchangable transit connection Design for pedestrian

Building Volume Capacity: Sustainable development need of present and future through economic eﬃciency and environmental responsibility through ﬂexible form of transportation and urban mobility needs.

60+ min

Regional

Design Strategies

Framework

Methodology

<10 min

Figure Ground

10-14 min 8%

12%

45-59 min

10%

35-44 min

14%

15-19 mi min m in 5mi. 7.5mi.

19%

30-34 min

15mi.

14% 6%

Public and Private Urban Park

Open Plaza at Entrance of Station, part of the Public Urban Realm

20-24 min

25-29 min

Elevated Promenade

Station Entrance Plaza

100

Time & Distance

18. Level 18 204.00 17. Level 17 192.00

1 train (8 Carriages) : 500 ft.

16. Level 16 180.00

11001 1

15. Level 15 168.00 14. Level 14 156.00 13. Level 13 144.00

11001101 1

12. Level 12 132.00

15 buses : 650 ft.

11. Level 11 120.00 10. Level 10 108.00 09. Level 9 96.00 08. Level 8 84.00 07. Level 7 72.00 06. Level 6 60.00 05. Level 5 48.00 04. Level 4 36.00 03. Level 3 24.00 02. Level 2 12.00 01. Level 1 0.00

Downtown Los Angeles 1000 People

250 - 1000 cars 3,750 ft. - 15,000 ft.

Moving 1000 People

Level 1 0.00

Pedestrian Friendly Multi-modal

Downtown connection Linear circulation Little ground pedestrian traﬃc 5 mode of transit

Future Planning

Future infrastructure. included.

Trans. Network

Serves transbay transit

Congestion

Multi-level corridor to ease transit

Rotterdam Station

Congestion inside and outside of station Rooftop garden

re sha

Historical center

Wayﬁnding

No clear wayﬁnding

Pedestrian Friendly

City of pedestrian culture

Multi-modal

3 mode of transit

Future Planning

No plan for future growth

Trans. Network

Interconnection

Congestion

Unclear wayﬁnding creates congestion

Urban Solution

Denver Union Station

Serves northeast corridor Infrastructure not suitable for population

Wayﬁnding

r i de

re sha r i de

Sidewalk

Urbanscape

Bike Path

Street

Buﬀer

Sidewalk

Bike Path

Sidewalk

Street

Parking

Bike Path

Street

Median

Parking

Bike Path

Sidewalk

LA Union Station S.F. Transit Center

Arnhem Transit Hub Penn. Station, NY

Not suitable for expansion

Congestion

i an

Congestion

Transit

3 mode of transit

Trans. Network

RESIDENTIAL

Serves limited Greater Los Angeles

Urban Solution

Overpopulated

Multi-modal Future Planning

st r

Pedestrian Friendly

pe de

Adequate space for passengers

Trans. Network

Adaquate transit infrastructure Poor exit path, bottlenect spaces

4 mode of transit No growth possibility

Bad streetscape, no urban planning

Transit Wayﬁnding

Automobile dominate

i an

Congestion

Urban Solution

Unclear corridors

st r

Serves Netherlands major transits

Multi-modal Future Planning

pe de

Trans. Network

Wayﬁnding Pedestrian Friendly

No future plan integration

k le

3 mode of transit

doc

Little ground pedestrian traﬃc

Third Place

PRECEDENT STUDIES DESIGN STRATEGIES

Urban Plaza

Transit

t ra it

Open Plan

Multi-modal Future Planning

Urban Solution

Prone to delays in transit

lic

Statement

Wayﬁnding Pedestrian Friendly

No urban planning

hese place, a yle,

Transit

Centralized to Downtown

k le

e staple ate a decrease

Urban Symbiosis Urban Solution

Urban Plaza

Transit

doc

Masterplan Urban Solution

pub

t ra it

Distributed

Centralized

lic

pub

Connection to Lodo District

Transit

Central Connection

Wayﬁnding

Creation of an Urban Plaza Connection to Local Region Greenscape/Landscape Account for High Density Transit Simple Wayﬁnding Humanscale Multiple Use Natural Light

Clear linear plan

Pedestrian Friendly

Designed for local use

Multi-modal

2 mode of transit

Future Planning

Limited space for growth

Trans. Network

Serves regional transit of Denver

Congestion

Precedent Studies

Multi-level corridor to ease transit

RESIDENTIAL

COLLEGE

RESIDENTIAL

RESIDENTIAL AIRPORT COMMERCIAL

RESIDENTIAL S EN AL

PRODUCTION

R SID NT RESIDENTIAL

RESIDENTIAL SI EN AL

ENTERTAINMENT NM

COM COMMERCIAL RESIDENTIAL PRODUCTION

RESIDENTIAL COLLEGE

RESIDENTIAL RESIDENTIAL

RESIDENTIAL BEACH

RESIDENTIAL

AIRPORT

COLLEGE LLE E

BEACH

INDUSTRIAL

RESIDENTIAL

INDUSTRIAL

COMMERCIAL

INDUSTRIAL RESIDENTIAL BEACH A AIRPORT

RESIDENTIAL RESIDENTIAL

RESIDENTIAL RESIDENTIAL DE BEACH CH

on RESIDENTIAL ENTERTAINMENT

buﬀer

RESIDENTIAL ID BEACH ACH COLLEGE

149

RESIDENTIAL PRODUCTION

RESIDENTIAL COLLEGE PRODUCTION

Boulevard

Transit Masterplan Re-Route

Site Plan Key Legend

eighborhood

lane, to restion

Promenade Plaza Above

bo ve

ansit for “last

tfo

de tforms

8 9

(3)

pedestrian

b sA

tform

Pla

2 1

(3)

able transit

Train Pla

e Entranc

Entrance Roof Above

buﬀer

Brid

eed High Sp

d necessity transit

idg

(3)

Promena LA River

ove

e (3)

s Platform Lightrail

Local

(3)

er LA RIv

Pla

to soften accessibility

1. Terminal 2. Service 3. Retail/Business 4. Work/Hub 5. Courtyard 6. Residential Leasing Oﬃce 7. Plaza 8. Operations 9. Restrooms/Family Room 10. Hotel Lobby 11. Local Market

11 Regional

Conceptual Massing Perspective (Terrestrial)

trategies Short Term Stay with Direct Access to Downtown and Direct Connection to Airport and other Terminals

Ground Floor Plan

Central Station’s Towers become visual gateway to Downtown L.A. Turnabout

Simple Way to Platform for Clear Wayﬁnding

Bridge

LA River Promenade Connecting to Central Station

Automatic Underground Parking

Open Plaza at Entrance of Station, part of the Public Urban Realm

26. Level 26 300.00 25. Level 25 288.00

Station Entrance Plaza

Hotel

Park and Ride Ride Sharing Transit Stop

Dual Tower Residential (Gateway)

Terminal Platfrom Bridge

Connection to LA River

24. Level 24 276.00 23. Level 23 264.00 22. Level 22 252.00 21. Level 21 240.00 20. Level 20 228.00 19. Level 19 216.00 18. Level 18 204.00 17. Level 17 192.00 16. Level 16 180.00 15. Level 15 168.00 14. Level 14 156.00 13. Level 13 144.00 12. Level 12 132.00 11. Level 11 120.00 10. Level 10 108.00 09. Level 9 96.00 08. Level 8 84.00 07. Level 7 72.00 06. Level 6 60.00 05. Level 5 48.00 04. Level 4 36.00 03. Level 3 24.00 02. Level 2 12.00

Level 1 0.00

01. Level 1 0.00

Site Section Section Site

Spring 2019 - Midterm

150

151

Spring 2019 - Thesis Final Presentation

ALIN A

A Paradigm Connection Network

PREFACE

Ivan Hu NewSchool of Architecture & Design Class of 2019 Thesis Advisor: Vuslat Demircay, Ph.D Committee Member: Dan Manlongat

73% Decrease in Carbon Emission through Switching from Automobile to Public Transportaiton

4.16 Billion Gallon of Gas Conserved through Public Transportation vs. Automobile

$308 Billion Annual Cost Spent Due to Congestion in the U.S. Compared to Non-Peak Hours

$98 Billion Annual Government Fiscal

Annual Expenditures

Spending on Public Transportation

Peak Hours

56% : 22% 8.3 million 91 hours

Urbanscape

Sidewalk

Bike Path

Distributed

Masterplan

Third Place

Urban Symbiosis

152

Nature

Art

Historic

Physical

City pedestrian

Regional

Light Rail Automobiles

Infrastructure Nodes

Through implementation of a new paradigm infrastructure of transportation, as a part of the staple to the public realm in its community, will create a healthier lifestyle and subsequently decrease the congestion of traﬃc through the use of multi-modal interconnecting transportation. These infrastructures will act as a continuous third place, a pertinent component to support social lifestyle, city-wide mobility, and sustainable ecology.

transp

ortatio n

ride

shar e

auto

Scale of Intervention

public

This study investigates the diﬀerent methods of transportation currently used and modes of transit being proposed in the immediate future in its objective to propose a redesign in transit usage and connection to alleviate traﬃc congestions while simultaneously reduce the negtive impact to our environment. This thesis research subsequently focus on transit centers being a connection to the public realm it serves, reversing the cynicism Los Angeles has on public transportation.

Guideline

Thesis Statement

cyclist

Traverse Terrestrial

Express Train High Speed Rail

Uninterrupted Traﬃc Flow

Formal Designed Gathering Place

Safe “Pausing” Space

Cultural Events to Engage People

Pedestrian Movement Defensible Urban Space

Ride Share Buses

Landscape Manipulation

Local

Environmental

Connection

Plant Diversity

Community

Proposed Condition

Redeiﬁned Sidewalk

Moving 1000 People

Cooperative Transportation T Connectivity

250 - 1000 cars 3,750 ft. - 15,000 ft.

Spatial Design Strategy

15 buses : 650 ft.

Objectives

Methodology

Time & Distance

1 train (8 Carriages) : 500 ft.

Breaking Infrastructure Barrier

20-24 min

25-29 min

Sidewalks to Encourage Pedestrian

Current Condition

Pedestrian Path Bicycle Dockless Transit

Adapatable Parking Spaces

Neighborhood

Open Space

15mi.

Dynamic Public Space

15-19 min

14%

Connection Between Each Block

14%

5mi. 7.5mi.

People

Social

10%

19%

1000 People

Culinary

Entertainment

“Last Mile”

10-14 min 8%

12% 9%

30-34 min

Culture

<10 min

60+ min

45-59 min

35-44 min

PLACEMAKING

sha r i de

Street

Parking

Sidewalk

Street

Bike Path

Parking

Median Buﬀer

Street

Buﬀer

Sidewalk

Bike Path

kle

Framework

t ra

doc

SUSTA SUSTAIN. T IN.

ECOLOGY

lic

Centralized

TH TH ALL

Capacity: Sustainable development need of present and future through economic eﬃciency and environmental responsibility through ﬂexible form of transportation and urban mobility needs.

pub

Deﬁning a Third Place

1 AM Sidewalk

Region Statistics

TRANSPORTA TATION TRANSPORTATION

Drive Alone

Balance: The relationship between psychosocial, physical, and environement is explored to create homeostasis environments that engages and responds to the beneﬁt of the user and urban environment.

SOCIAL

TTIM E

Framework

4% : 75% 1.4 million 48 hours

Bike Path

28% : 49% 2.7 million 57 hours

Continuation: Moving from point A to point B is a linear process through time. The design implementation will explore the diﬀerent realms that is involved in between the travel and redeﬁne how our time is spent.

Public Transit

Concept

11% : 67% 486k 70 hours

Population

S.D.

PROCESS

CHI.

ian

ATL.

34% : 34% 885k 79 hours

st r

9% : 70% 3.8 million 102 hours

pede

Problem

S.F.

N.Y.

L.A.

NEIGHBORHOOD STRATEGIES How can our neighborhood change so that...

TRANSIT STRATEGIES

LOCAL STRATEGIES

Transit Masterplan

How can our community...

RESIDENTIAL

COLLEGE

RESIDENTIAL

RESIDENTIAL AIRPORT COMMERCIAL

RESIDENTIAL

PRODUCTION

RESIDENTIAL AL

RESIDENTIAL NT

ENTERTAINMENTT

COMMERCIAL MME M RESIDENTIAL PRODUCTION

RESIDENTIAL COLLEGE

RESIDENTIAL RESIDENTIAL

RESIDENTIAL

...people can meet/interact in the streets

...people can walk and ride in the streets

...promote biophilic design

BEACH

...balance traﬃc system

RESIDENTIAL

AIRPORT

COLLEGE E

BEACH

INDUSTRIAL

RESIDENTIAL

INDUSTRIAL

COMMERCIAL

INDUSTRIAL RESIDENTIAL BEACH AIRPORT AIR IRR

RESIDENTIAL RESIDENTIAL

RESIDENTIAL RESIDENTIAL BEACH

RESIDENTIAL ENTERTAINMENT

RESIDENTIAL NTI BEACH COLLEGE RESIDENTIAL PRODUCTION

RESIDENTIAL COLLEGE PRODUCTION

...people can play in the streets safely

...people and the environment are healthier

Vision

...provide universal design

...encourage open space and urban identity

Design Concept

Strategies

Street Space

Parking Space

Residual Space

Universal Design Design for transit and supporting infrastructure is to provide equal opportunity for people of all needs physically and mentally

Encourage Neighborhood Interaction

Active Transportation and Safe Streets

Multi-Use Streets

Public Space

Connecting Human and Nature

Introduce public space the invites people to visit, stay, and interact. Open plaza are to be design with seating, green space, and open activities to allow users to adapt to their needs

3.1.3 Strategies

Social Space While in automobile we are in a space of isolation, in transit, we can replace traditional seating where everyone faces one direction, to allow scenarios of human interaction.

Shared Streets Space Primarily for Pedestrian ‘Carpet’ Surface Between Sidewalks Unique District

Bikes and Cars Allowed as ‘Guests’

Introduce and identify the identity of diﬀerent interconnecting nodes and create each location with the context of surrounding neighborhood

Social/Eco Median

Work Space Traﬃc Calming

Complete Streets

Allows Green Stromwater Infrastruture

Street design that ensures priority to transit, pedestrian, and cyclist to support the undisrupted of traﬃc. All modes of transit is to be design with the capability of mutual support from one another

Linear Park Space

Curb Bulb Integration

With technology allowing people to work remotely, a cart can be redesigned to allow space to work, eat, drink; like a coﬀee shop on the go.

Shorten Pedestrian Crossing Systemwide Approaches

Catch Basin

Impacts on Bicycle Traﬃc

Street network is the transit network. From wayﬁnding to coordination, all selected transit node management is to be operated with transit in mind. The objective is to buid transit into the urban fabric Active Space

Visually Narrowing

Public Amenities

An active lifestyle, can replace the stagnant trait that many share while in traﬃc, or sitting within transit. Providing a space that allows users to squeeze the time spent in transit to exercise or continue an active lifestyle.

153

REGIONAL STRATEGIES

Optimum Tilt of Solar: 32 Degree (Winter) - 80 Degree (Summer)

E 20

ESE 70

80 SE

SSE W

S WSW

Solar Analysis

SSW

One S Santa Fe Apartment

1st Street Bridge

Secondary Street Circulation Primary Street Circulation

4th Street Historical Bridge

Street Arteries

[[ Future Aliso Village Development ]]

River

NN N W

NN NW

[[ Future Residential Development ]]

Masterplan

Train and Light Rail Line

Transit Lines

Current Tree/Vegetation Location (Typ.)

Vegetation

geles Los An

Union PaciďŹ c Railroad

Southern California Institution of Architecture re

Light Rail

Existing Train Yard (Proposed Site)

Building Volume

154

Figure Ground

Downtown Los Angeles

CROSS STATION

Section CC

Section DD

Existing Site Plan

View Vignettes

A Pocket Park

.F .A

.B .D .C

Pedestrian/Bike Bridge

LA River Esplanade

DN DN DN DN DN DN

Proposed Masterplan

Plans

3 Crossroad Transit Plaza North

Bike / Scooter Daily Rental

2 B 1

C D

D Transit Plaza

Retail/ Service

F G

Retail/ Service

Platform 3

Platform 1

Platform 2

Retail/ Service

LA River Vista View

Multi-Use Transit Center

3 F G

Crossroad Transit Plaza South

2 H Local Market

Floor Plan - Underground

Floor Plan - 1st Floor (Plaza Level)

155

156

About Me

157

BIOGRAPHY

158

Name: Ivan Hu Nationality: Chinese (Cantonese) Born: San Francisco, California

Ivan Hu is a California native with an Undergraduate Bachelor of Arts in Architecture, Summa Cum Laude and Master in Architecture 4+2 IPAL from NewSchool of Architecture + Design in San Diego. A car enthusiast, avid traveller, and an active athletes in multiple team sports, architecture was not a childhood dream. Graduated early from High School, he pursue a degree in Bio-Chemistry with a focus to attend Medical School. When the day came and realize this was not the career he wishes to be, he went searching for his passion. Through obstacles and chance, architecture was presented to him, and instantly found the spark he was missing all these years. Throughout his time in architecture, he had many opportunities to compete in multiple architectural competitions and show case his work at exhibitions: ASEA Toothpick Competition (2nd Place), ASEA Sand Castle Competition (1st Place), Design Village 2015 (Most Habitable Award), DSDP 2015 San Diego Pop-Up Shop Design (Runner Up), AIA - Portland Ford District Masterplan (Exhibition), NewSchool Student Lounge Design (1st Place), AIA California + PG&E Architecture at Zero 2018 (1st Place - Honor Award), AIA San Diego 2018 (Student Award), AIA Los Angeles 2x8 (Exhibition), and will be presenting his thesis research project to Los Angeles River Revitalization Design Committee in 2019. His accomplishment and recognition was never thought to be possible from a kid who grew up wanting to be a doctor. Outside of school, he finds his time and place to see the world. He has traveled to many states in the United States, along with trips to Canada and Mexico frequently. Internationally, he has visited and toured many parts of China, Taiwan, Japan, South Korea, France, Spain, and England along with a three month study abroad in Milan, Italy. His vision of the built world and culture was broadly introduce to him, and allow him to have much more passion and respect of the beauty the world has to offer. After graduation, between work and life, it is no doubt, he will continue to search for the next place for him to explore.

159

160

Hu, I

ALINÃ&#x2030;A

A Paradigm Transportation Connection Network

2019