I’m a Landscape Architect pursuing dual masters degrees in planning and engineering at Georgia Tech. As a planner and designer I strive to create spaces that are accessible, beautiful, and meaningful. As an individual, I enjoy music, photography, people, and everything outdoors. My portfolio portrays my graphic, writing, and critical thinking skills; my interests; and my values. The projects and content included in this portfolio are my own professional and academic work unless noted otherwise.
Cleveland Complete and Green Streets Plan 2013 – Cleveland, OH – Professional Project Bikes Belong Green Lane Project – ADA Design 2013 – National Guidelines – Professional Project Switch Gears Transportation Plan 2011 – Clemson, SC – Undergraduate Thesis Project Poe Mill Neighborhood Redevelopment 2010 – Greenville, SC – Undergraduate Studio Hand Graphics and Sketching
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Photography
Cleveland Complete and Green Streets Plan 2013 – Cleveland, OH – Professional Project
The map to the right shows an overview of the typologies developed for the plan applied to the existing transportation network. Candidate green infrastructure areas are focus zones for addressing Combined Sewer Overflow non-attainment adapted from a separate study.
The Alta Planning + Design Chicago office worked with the City of Cleveland, OH to create a set of Cleveland-specific complete and green street typologies and apply them to the City’s street network. The typologies couple traditional roadway functional classification criteria with contextual cues such as land-use, stormwater focus areas, and existing or planned transit and bicycle routes to create a guide to assist the City in creating a safer street network that is inviting to users of all transportation modes. After working closely with stakeholders to determine prototypical existing street typologies, the team developed a toolkit of
potential improvements applicable to each of these. These improvements were portrayed in a series of graphs and 3D models to help communicate the context in which certain improvement types are appropriate and how the applied improvements could potentially affect the city fabric. For this project, I had a leading role working with City stakeholders in developing the typology methodology, creating 3D models of the typologies and mapping Cleveland’s streets based on the new typologies. For more information, the full document can be downloaded here: http://bit.ly/1ImtZbu
COMPLETE AND GREEN STREETS TYPOLOGIES OVERVIEW
To gain local insight and ensure the recommendations were reflective of local conditions, the project team engaged a key stakeholder group in the development of typologies. The team researched what components and considerations were most common among complete street plans in peer cities (right). We then presented this information to the stakeholder group and conducted an exercise to get a local perspective on what typologies are considered important and what features these should or shouldn’t include (below).
The final typologies overview classifies streets based on a two tier system. Tier One classifies streets by their curb to curb width (with the exception of the Transit Overlay, Bikeway Overlay and Alleyways/Access streets). The overlay categories are intended to be applied to different classifications as an overlay. Tier Two classifies roadways based on land-use context, function and connectivity. The final list of typologies can be seen in the graphic on the opposite page. Each typology shows the current proposed primary and secondary users of the roadway and how proposed improvement types (shown in the tables below and in the example cutsheet on the following page) would affect current user priority.
LARGE TRANSIT/PRIORITY BIKEWAY OVERLAY NOTE: This is an excerpt from a typology cutsheet, please view the full document for additional detail on each of the typology types.
Bikes Belong Green Lane Project – ADA Design 2013 – National Guidelines – Professional Project
The image to the right depicts the developed guidelines applied to an end-block transit stop. Segregating transportation modes as much as possible and providing cues that call attention to potential conflict zones are two main objectives of the recommended treatments.
The recent and rapid surge in the development of urban bikeway facilities has resulted in a need for standardized design guidance. Guides such as the National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide have been important tools for designers working to implement safer and more comfortable bikeway facilities such as cycle tracks. However, many cities have been requesting more detailed guidance on how to ensure ADA accessibility along innovative bikeway designs.
Alta is currently working with the Bikes Belong Green Lanes Project and the Federal Highway Administration (FHWA) to develop a set of guidelines that address ADA issues surrounding transit stops and handicapped parking at cycle tracks. I have been involved in the development of this guidance and have produced three-dimensional graphic cutsheets to communicate these concepts. The graphics on the following pages are excerpts from these draft guidelines.
END OF BLOCK TRANSIT STOP WITH CYCLE TRACK
The cutsheet below provides guidance on pedestrian accessibility and cycle track design at transit stops. The guidance on the opposite page explains how to apply The United States Access Board Proposed Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG) minimum accessible parking requirements to streets with cycle tracks in an urban context.
End-block Bus Stop Adjacent to Cycletrack
01
Add railings to ensure crossing occurs at designated locations
02
6’ minimum width high visibility raised crossing (8’ recommeded)
Optional transit shelter,
03 must have wheelchair accessible space
04
ADA compliant ramp at rear of transit platform
05
5’x8’ minimum width bus boarding area
8’ min
1:12 slope
06 5’ min
5’ minimum width of transit platform. 4’ minimum clearance in front of transit shelter (excludes top of curb and preferably tactile warning)
Pedestrian refuge with mountable nose optional
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Design Discussion
Bus Stop Details
This page presents a design for an farside intersection transit stop adjacent to a cycletrack. The raised platform design option shown above provides the following advantages: it prevents bicyclists and bus loading conflicts and it slows bicyclists where crossing conflict areas exist. The ramp in the cycletrack is preferred since it allows for better access and flow for the transit stop. An at-grade crossing is an option, but it requires curb ramps on both the sidewalk and platform, which may impose challenges. Additionally, the raised crossing conveys clearly that pedestrians have the right-of-way in the cycle track. Where feasible, the transit stop should be designed wide enough to accommodate a transit shelter and pedestrian circulation. Available space and vehicle turning needs within the existing right-ofway may present localized design challenges; regardless, the concepts presented here should be included if possible. Designs shown here comply with PROWAG and ADA guidance.
01 Include railings behind the platform to prevent pedestrian crossing in undesired areas. 02 6’ minimum width raised pedestrian crossing (8’ recommended) with high-visibility crosswalk markings. Supplemental signage may be used. 03 Include transit shelters and other transit appurtenances as feasible. 04 Include a wheelchair ramp with detectable warning at the end of the platform that unloads into the crosswalk or pedestrian refuge. 05 The bus boarding and alighting area should be 5’x8’ minimum. 06 Transit stop should maintain a 5’ minimum clear travel path and 4’ minimum in front of the transit shelter (measured to the back of curb). 07 Include 24” detectable warning for high-level (above 6”) platforms.
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End-block Transit Stop bird’s eye view
Include 24” detectable warning for high-level, or BRT height, platforms
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Discussion on Accessible Parking Space Placement
Parallel Parking Spaces
City Block
Crosswalk
Street with Cycletrack
Two-way Street
(size based on the Chicago “Loop�)
16 Spaces
16 Spaces
2
1
Handicapped Space Placement Priority
2
1
1
18 Spaces
2 2
2
Above: It is also important to consider the placement of accessible spaces in relation to those on other blocks. These spaces should be located following guidance presented herein and in a manner that provides an even distribution of accessible spaces throughout the street network.
The block above has a total of 68 parking spaces which would require three accessible spaces around the perimeter of the block. The preference is to place accessible spaces at the beginning of the block so that vehicles with rear wheelchair loading devices can easily unload.
1 A priority for accessibility is that the spaces be located where the street is most level and closest to obvious destinations, like the accessible entrance to a building. If feasible and logical from an accessibility standpoint, accessible spaces should be located on the sides of the street block without advanced bikeways. If this is not possible, locate accessible spaces on the streets with the advanced bikeways and follow the applicable parking space design guidance presented in this document.
37 Spaces
1
2
1
The block above has a total of 106 parking spaces which would require five accessible spaces around the perimeter of the block. The initial preference would be to place the accessible spaces at the beginning of the block so that vehicles with rear wheelchair loading devices can easily unload. If this is not feasible or logical (such as in the case of a transit stop at the end or if a mid-block crossing is present), accessible spaces can be located mid-block.
PROWAG Requires that accessible parking be provided at the following levels where marked and/or metered parking is provided: 1 to 25 spaces 26 to 50 spaces 51 to 75 spaces 76 to 100 spaces 101 to 150 spaces 151 to 200 spaces 201+ spaces
1 accessible space 2 accessible spaces 3 accessible spaces 4 accessible spaces 5 accessible spaces 6 accessible spaces 4% of total number
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Once adopted into policy, PROWAG will require the provision of accessible parking where designated on-street parking is present. The cutsheets below provide guidance on the design of accessible parking along cycle tracks in a mid-block scenario.
Mid-block Accessible Parking Space Adjacent to Cycletrack
02
“corduroy” detectable warning strip
04
Minimum 4’ wide parallel curb ramp with railing
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01
Accessible parking signs at all spaces (both ends of space) - MUTCD R7-8
Minimum 5’ loading
03 lane width. No flex-post
05
Continental high-visibility crosswalk and bicyclist yield indicators
06
20’ minimum recommended length of accessible parking space
bollards in access aisle
Design Discussion
Design Details
This spread presents two design options for mid-block accessible parking adjacent to cycletracks. However, the design option shown on the opposite page has the following advantages: it maintains the full width of the cycletrack and the jog in the cycletrack forces cyclists to slow down at the crossing. Both options comply with PROWAG and ADA guidance.
01 Sign all accessible parking spaces with accessible parking signs MUTCD R7-8.
The first preference is to place the accessible spaces at the beginning of the block so that vehicles with rear wheelchair loading devices can easily unload and access the crossing. If this is not feasible or logical (such as in the case of a transit stop at the beginning of the block or if a mid-block crossing is present), accessible spaces can be located mid-block.
02 Dot pattern detectable warnings are typically used to indicate a roadway crossing to visually impaired pedestrians. The “corduroy” pattern should be used since this is typically used to simulate a curb or obstacle. 03 The vehicle loading lane should be a minimum 5’ wide and kept clear of bollards or other obstructions. 04 Minimum 4’ wide parallel curb ramp with railing. 05 Install high-visibility crosswalks at the crossing. Supplemental signage may be used at the crossing to reinforce bicyclist yielding. 06 Providing a 20’ long parking space ensures accessibility for vehicles with rear-loading wheelchair devices. 07 MUTCD R9-6 signage should be installed at pedestrian crossing.
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Mid-block parking bird’s eye view
“Corduroy” Detectable Warning Strip Detail
MUTCD R9-6 signage should be installed at pedestrian crossing.
Mid-block Accessible Parking Space Adjacent to Cycletrack
02
“corduroy” detectable warning strip
04
Minimum 4’ wide parallel curb ramp with railing
01
2% Slope
07 Accessible parking signs at all spaces (both ends of space) - MUTCD R7-8
03
05
Minimum 5’ loading lane width. No flex-post bollards in access aisle
06
MUTCD R9-6 signage should be installed ahead of pedestrian crossing
Continental high-visibility crosswalk and bicyclist yield indicators
20’ minimum recommended length of accessible parking space
Cycletrack Chicane Design Details 01 Sign all accessible parking spaces with accessible parking signs MUTCD R7-8. 02 Dot pattern detectable warnings should not be used in this situation because this pattern is typically used to indicate a safe roadway crossing location to visually impaired pedestrians. The “corduroy” pattern is appropriate since this is typically used to simulate a curb.
06 Providing a 20’ long parking space ensures accessibility for vehicles with rear-loading wheelchair devices. 07 MUTCD R9-6 signage should be installed at pedestrian crossing.
Cycletrack with Chicane bird’s eye view
03 The vehicle loading lane should be a minimum 5’ wide. No flexpost bollards or other potential obstructions shall be installed in the loading lane. 04 Minimum 4’ wide parallel curb ramp with railing.
“Corduroy” Detectable Warning Strip Detail
05 Install high-visibility crosswalks at the crossing. Supplemental signage may be used at the crossing to increase visibility and reinforce bicyclist yielding.
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Switch Gears Transportation Plan 2011 – Clemson, SC – Undergraduate Thesis Project
Park and ride centers, using underutilized spaces around the periphery of Clemson, will be integrated in the transportation network so that drivers can leave their cars in parking lots and walk, bike, or bus into the bike and pedestrian core.
My thesis project as an undergraduate Landscape Architecture student at Clemson University shows how a small, rural university town like Clemson, SC can switch gears from a car-driven local transportation system to one that promotes and supports walking, biking, and bus transportation. This would be done through two strategies: simplifying and multiplying transportation options. This strategy permeates through several scales of the plan. At the largest scale, the plan proposes creating a transportation gradient, one that begins with a bike and pedestrian core and fades outward into bus and then car emphasis zones. While each zone would accommodate pedestrians, bicyclists, busses, and cars to some degree, facilities
within each zone would be designed to optimize travel for its designated mode. This proposed transportation plan has both direct and indirect benefits for Clemson. It provides safe, efficient, and equitable transportation for Clemson students and full-time residents. It will provide savings by reducing the amount of spending on car infrastructure. It will stimulate the local economy by saving individuals money on transportation and attracting new residents, students, and visitors. It will free up open space for new infill development on campus by reducing the need for expansive and expensive parking lots. Lastly, it provides healthier lifestyle choices for the students and residents of Clemson.
HIGHWAY 123 PARK AND RIDE
There are
13,158 parking spaces on campus
Clemson Parking Services defines Ò Reasonably ConvenientÓ parking as within
20 to 25 minutes
of oneÕ s destination
This project required an extensive amount of research to support the argument for alternative transportation in Clemson. I conducted road surveys, video and photo documentation, research on the advantages of alternative transportation, GIS mapping of current conditions, precedent studies, and a survey of students and faculty to help build a case for my project and drive my design.
WHERE DO YOU WANT TO
The map on the right shows an sample of information gathered from a survey of transportation habits and preferences in Clemson. Over 300 students and faculty members responded to the survey, and its findings were a critical part of the planning and design process.
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TRANSPORTATION PLAN
The diagram below depicts the overriding concept for the Clemson alternative transportation plan. At the heart of Clemson, the central campus and downtown, biking and walking will be the most preferred and supported means of transportation. A well-connected bus system and park and ride centers outside of the core would serve as the bridge to the bike and pedestrian zone for residents located on the outskirts of Clemson, as well as out of town commuters and visitors.
TRANSPORTATION CONCEPT
DIFFERENT USERS / DIFFERENT ROUTES
i 0 2.
m
i m 5 1.
i m 1
0.
5
m
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GREENWAY / EASY ROUTE ELEVATION PROFILES Easy Route / Greenway Elevation Profiles
97 ft. change / av. slope 2%
96 ft. change / av. slope 1.6%
125 ft. change / av. slope 2.7%
Easiest, Slowest
188 ft. change / av. slope 4.7%
104 ft. change / av. slope 3.5%
157 ft. change / av. slope 2.5%
3% Average
Mixed, Quicker 18% Max
Hardest, Quickest
As part of the bike and pedestrian friendly core, a connected system of on-road and greenway routes will be implemented providing safe, convenient, and comfortable transportation options for pedestrians and bikers of multiple skill levels and abilities. These diagrams show how virtually anywhere in Clemson can be reached by easy routes—off-road greenways and multi-use trails; or difficult, quick routes—primarily onroad and mixed in with vehicular traffic.
BICYCLE AND PEDESTRIAN ROUTE DIFFICULTY
CLEMSON CAMPUS BICYCLE PLAN
ON–STREET IMPROVEMENTS COLLEGE AVE. IMPROVED
6.0'
5.0' 2.0' 8.0'
7.0'
2.0' 11.5'
12.0'
11.5'
5.0' 8.0'
7.0'
6.0'
COLLEGE AVE. EXISTING
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5.0'
14.5'
12.5'
13.0'
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14.5'
5.0'
Many roads around Clemson are currently designed to accommodate vehicular traffic with little consideration for bike and pedestrian users. These sections represent some of the potential on-road improvements required to provide more adequate facilities for bicyclists and pedestrians. All the road improvements proposed here can be implemented within the existing right of way, limiting conflict with adjacent property owners if implementation were to occur. 5.0' 2.0' 7.0'
Speed Limit
35
PERIMETER RD. 2.0' 11.5'
12.0'
11.5'
5.0' 7.0'
7.0'
9.0'
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Speed Limit
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P
45
HIGHWAY 93 5.0'
Varies 6'-10'
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11.5'
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P
12.5'
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9.0'
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2.0'
P
N
N
9.0'
10.0'
2.0'
Varies 6'-10'
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DOWNTOWN P
N 10.0'
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Varies 6'-10'
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Varies 6'-10'
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Varies 6'-10'
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PERIMETER RD. P
P 2.0' 12.0'
11.5'
5.0' 7.0'
14.0'
N 7.0'
9.0'
9.0'
Varies 6'-10'
HIGHWAY 76 4.0' 6.0'
5.0'
10.0'
5.0'
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11.5'
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4.0' 6.0'
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N 9.0'
9.0'
HIGHWAY 93 4.0'
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N
Around the bike and pedestrian core, bus becomes the preferred mode of transportation. Park and ride stations will be located at high traffic junctions in the pedestrian, bike, bus, and car network providing convenient transfer between different modes of transportation. In addition, these locations were selected in order to breathe new life into underutilized spaces around Clemson. Bike share stations will be coordinated with park and ride centers, bus stations, and popular destinations in and around the core.
PARK AND RIDE CONNECTIONS MODE OF ARRIVAL
MODE OF DEPARTURE
HIGHWAY 123 PARK AND RIDE STATION AERIAL
The center of the traffic circle could be designed to retain and filter stormwater runoff from the surrounding parking lot.
30 bicycle lockers would provide secure, covered short and long-term storage for users arriving by car, foot, or bus.
Automated bicycle share stations located around Clemson would essentially serve as a bicycle public transit system. Clemson students could gain access to bicycle share bikes using their student ID’s
The station would be a covered, well lighted, and comfortable area to wait for the bus. It would also provide bus, bicycle, and pedestrian route information for residents and visitors.
Retrofitting the existing parking lot with this design for a park and ride center would provide parking for 60 cars. This would serve student and work commuters, as well as out of town visitors to Clemson.
HIGHWAY 123 PARK AND RIDE STATION DETAIL
Poe Mill Neighborhood Redevelopment 2010 – Greenville, SC – Undregraduate Studio
The illustration to the right shows a concept for a ruins garden which reflects an important part in the Poe Mill’s history–its current, ruined state. This would serve as a reflective retreat for neighborhood residents and visitors.
Poe Mill Village is a former mill community on the outskirts of Greenville, SC with a rich heritage and a diverse population. Like many former mill communities across the southern United States, Poe Mill Village is a neighborhood in decline. The loss of the primary industry and community center, the Poe Mill, has led to problems such as increased crime, decreasing property values, and a lower overall quality of life for residents. Recently, a group of concerned, dedicated residents has begun the process of trying to “take back” Poe Mill Village. They plan to use local improvements as their tool to reshape and revitalize the community. One improvement that Poe MillVillage desperately
needs is a strong, central catalyst to bind the community together. The proposed plan for Poe Mill park is to create a space that fulfills the needs of residents and builds up the community.The goal is to do this in a manner which pays tribute to the rich past of Poe Mill as well as plans for an environmentally responsible future. Poe Mill park will be a destination that enchants, educates, and provides. Above all, Poe Mill park addresses its residents’ diverse interests, serving to draw the people of Poe Mill Village together.
RUINS GARDEN CONCEPT
The images to the left show the existing conditions on the Poe Mill site and the Poe Mill neighborhood. The yellow, dotted line delineates the site boundaries of the historic Poe Mill neighborhood
Transportation and connection are essential elements to consider for the revitalization of the Poe Mill neighborhood to be fully realized. This map shows the Poe Mill neighborhood in relation to major transportation corridors, downtown Greenville, and the city limits (blue).
Many needs of the neighborhood were identified from community surveys collected during the site analysis phase of the project. The proposed site functions are based upon the results of these surveys. Many of these spaces and activities will require programing which will create jobs and draw people to the park.
Natural Walking Areas
Bike/Running Paths
Gardening/Orchard
Performance Space
Open Recreation Space
Market Space
Ball Courts
Water Play
Skate Park
Community Safety
Walkable Neighborhood
Trees
COMMUNITY DESIRES ADDRESSED
Buncombe St. serves as an important artery for the Poe Mill Community but is currently under utilized. Redesigning this corridor to be more accommodating of foot traffic, easily accessible by many means of transportation, and reflective of the historic character of the neighborhood will transform Buncombe St. into a proud gateway for the Poe Mill Neighborhood.
BUNCOMBE ST. IMPROVEMENTS
EXISTING CONDITIONS
POE MILL GATEWAY CONCEPT
The intersection of Buncombe St. and Old Buncombe Rd. could serve as a gateway to the community by identifying one’s arrival through the use of unique signs, paving, and landscaping.
SKATE PARK CONCEPT
The skate park is an important element of the Poe Mill park concept. One of the primary reasons this project was initiated was due to a make-shift skate park local kids built on the site of the old Poe Mill. The park was shut down due to safety and trespassing concerns, but local residents thought the skate park was a positive use of the space. The Poe Mill park design includes a ASTM approved, redesigned skate park on the site of the former one.
The diagram to the left shows how the concepts of the plan overlap and function together systematically. The top diagram shows the movement of people through the site. The second diagram down shows water flow throughout the site. The third diagram down shows the relationship between the natural environment and man-made environment. The fourth diagram down shows the extension of the street network of the neighborhood into the park.
The map below illustrates the location of some of the different design elements proposed for the park. The plan for the park includes a mix of programmed, active spaces and passive, natural spaces creating a wide range of experiences for a diverse group of users.
POE MILL PARK REFERENCE MAP
CONSTRUCTED WETLANDS CONCEPT
Hand Graphics and Sketching
The image to the right is a concept drawing I produced during an internship with the Pennsylvania Downtown Center in Sunbury, PA. The goal of the internship was to design an implement demonstration front-yard improvement projects that showcased sustainable practices such as utilizing non-invasive plants that require little water and maintenance.
Hand graphics and sketching are two important communication tools in the design field. Being able to visually portray ideas quickly and effectively to clients or stakeholders has been an valuable tool in both my work as a designer and as a planner. Hand renderings often have a way of invoking an emotional connection in people that computer graphics or photo simulations do not always achieve. Furthermore, since speed
and effectiveness over detail are the goals of communicating through sketching, I feel that this has helped me hone my sense of which elements deserve the greatest amount of emphasis in graphic communication. The following pages present some of the hand graphics I produced for design projects as a Landscape Architecture student and intern.
SUSTAINABLE FRONT YARD DEMONSTRATION PROJECT
The drawings on this page are also from the Sunbury, PA internship described previously.We used these sketches to communicate design ideas to the owners of the houses where the demonstration front-yard landscapes would be installed.The photos show the yards following design implementation.
The following images are from a student project in site design studio. My assignment was to design a memorial honoring the victims of the Sichuan, China earthquakes of 2008. My design represents the cyclical continuity of life, even in the face of death. The memorial honors victims of the earthquake, rescuers who heeded the call, and the Chinese spirit.
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SICHUAN, CHINA MEMORIAL CONCEPT ELEVATION DRAWINGS 1.
2.
3.
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Photography
35mm and digital photography have been a hobbies of mine for several years. Photography for me is a creative outlet that also supports and helps hone my planning and design skills. I always have a camera by my side when I travel. It not only helps me to document and remember the things I see, but it has also helped me develop a keen eye for detail. Necessary traits of good photographers include a sense of perspective and patience. Perspective frames the shot and communicates the emotion or feeling you
had when taking the picture. Patience is important because without it, you may miss the perfect angle or moment. Utilization of these concepts allows one to capture the essence and spirit of a place through photography. An attention to detail, a sense of perspective, and patience are all key elements of thoughtful planning and design as well.
PENDLETON, SC
PUERTO PLATA, DOMINICAN REPUBLIC
WILLTOWN BLUFF, SC
GIRVAN, SCOTLAND
GRANADA, SPAIN
VALDEZ, AK