JefferyLu Portfolio

JEFFERY LU

PORTFOLIO 09.2016 - 11.2018 selected

City Planning & Space Marking

01 02 03 04 05

A Walk in Beverly Hills Taiapi’s Vulnerability to Windstorms Chinatown Commons Third Street Promenade Finn McCool’s Parklet

Public Transit & Active Transportation

06 07 08 09 10

Washington Blvd Complete Street 27 Bryant Tansit Reliability Project Citywide Microtransit Service Bike Share Station Location Analysis Bus Stop Sign Design and Installation

01

City Planning & Space Marking

A Walk in Beverly Hills School Work / Beverly Hills / 2017 Spring

N. SANTA MONICA BLVD.

S. SANTA MONICA BLVD.

N. CRESCENT DR.

N. CANON DR.

Nowadays there are more and more people are in favor of cultural tourism, with more than half of American Baby Boomers preferring leisure travel that is educational, and “73 percent of American Millenilals want to engage a destination’s arts and cultural asset.” The goal of this report is to propose a tourism model that is different from the traditional tourism mode, which is mostly about shopping and dining in Beverly Hills. In this way, we can not only respond to various tourists types today, but also carry forward the hidden gems of Beverly Hills.

BRIGHTON WAY N. CANON DR.

To, many, Beverly Hills is a place for the fortunate to live in comfort, dine and shop at leisure. But Beverly Hills is much more than that. Beverly Hills is rich in heritage and botanic landscape as evidenced by many historic landmarks and public spaces found in corners of Beverly Hills Shopping District. Even though the city has these abundant cultural resources, the resources just scattered around and are not organized enough to provide tourist diverse walking experience.

DAYTON WAY W ILS HI RE

BL VD .

e

Land Use Map

Kevin Lynch Analysis Map

User Group Analysis

Beverly Canon Gardens is a public park located on the South side of the neighborhood, surrounded

by The Montage Hotel and Bouchon Restaurant, while two sides of the garden are adjacent to North Canon Drive and North Crescent Drive, forming a rather long rectangle. The whole garden

is about two feet lower than the surroundings, and people need to take steps down to the garden from the buildings and North Beverly Drive. There are two different observations have been conducted in this park and produced into two graphics. For the first is the user preference,

Beverly Canon Gardens

User GroupShadow, Analysis Sun,

the second is about the interaction between sunlight, shadow and garden users. The analysis applies frameworks from Whyte’s short film “The Social Life of Small Urban Spaces” in order to investigate the attribute of public space that may be related to user/ space interface. The framework

includes Sittable Space, Sidewalk/ Street Relationship, Sun, Food, Water, Trees and Plants, and Triangulation.

and People Park User

12:00AM 6:49 AM

5:24 PM

02:30pM 6:49 AM

5:24 PM

05:00pM 6:49 AM

5:24 PM

The observation time frame is every 10 minutes in each section on Febuary 1, 2017 (Wed.).

Graphic 4 Jeffery Lu

Built Material Analysis

Built Color Analysis

Sign Visitors

Families

Exercisers

Bus Commuters

Sitting and Relaxing Peopl

Relative User Density (The thicker the more people)

User Timeline Analysis

H I S T O R I C LANDMARK RECOGNITION

PEDESTRIAN AMENITIES ENHANCEMENT

BRANDING A N D M E ES S A G I N G

02

City Planning & Space Marking

Taipei’s Vulnerability to Storms School Work / Taipei / 2017 Spring

1

0.75 Windstorms and typhoons impact Taipei’s economy and properties greatly in the history. This study tries to assess the Vulnerability of Taipei City and locate the hot spots.

The composition of Vulnerability is based on IPCC 5th report with three elements- Exposure, Sensitivity, and Adaptive Capacity. This study defines the approaches to these elements, rasterizes and analyzes every maps within an index. Finally, I produces the vulnerability map by adding up all maps.

Vulnerability Index 4.01-4.50 3.51-4.00 3.01-3.50 2.51-3.00 2.01-2.50 1.51-2.00 1.01-1.50 0.51-1.00 < 0.50

-0.

75

Exposure

River Distance

Flooding History

Debris Flow Creeks

Sensitivity

Elders & Kids Density

Handicapped Density

Population Density

Adaptive Capacity

Water Pump Service

Fire Dept. Service

Low Income Caring

03

City Planning & Space Marking

Chinatown Commons School Work / Los Angeles / 2017 Summer

The Chinatown Commons project is a community-based endeavor that is intended to simultaneously preserve Chinatownâ&#x20AC;&#x2122;s historic character while paving a way for future development. The project is centered around a brand new social space The social space will hopefully be the first of many new social spaces to be connected by a physical network throughout the neighborhood.

Moving forward, new development in Chinatown will grow in accordance with a new set of design guidelines that our project proposes.

Through the Chinatown Commons project, we hope to foster community growth, continuity within the neighborhood, and a sense of community resilience.

LA

Riv

er

110

25

Chinatown Core

Family Residential

Chinatown

Innovative Industrial

Civic Center

Institiutional Facilities

Transit Commercial

Natural Leisure

i

5m

0.2

0.1

mi

network of plazas

LEGEND NETWORKS primary secondary PLAZAS primary secondary CONSIDERATIONS new common space vacant/parking lots

N 0

50

100

200 FT

$

social & economic incubators

Chinatown Commons Site Plan 0

50

100

BE

RN

200 FT

AR

DS

T

LEGEND

NODES: sites of economic S M L incubators

popup-to-permanent

SPACES: sites of social incubators community-determined 1 2 3

N 200 FT

NEW NETWORKS primary secondary NEW SOCIAL SITES NEW NODES

NEW DEV. CASE STUDIES

N 0

50

100

200 FT

GE

ST

ST

LEGEND

ING

LLE

SPR

CO

T

new dev guidelines

HIL LS

100

ST

50

YA LE

0

CHINATOWN to EL PUEBLO: SOCIO-SPATIAL CHARACTERISTICS OF FOOD BUSINESSES LOCAL SCALE 0

LEGEND FOOD

ETHNIC ORIGIN

BUSINESS TYPE

1 business 2 to 3 businesses More than 4 businesses

0.2

0.4 miles

BUSINESS VISIBILITY

Restaurant, Bakery, Coffee shop, Bar

Chinese

Mexican

Southeast Asian

American + Fusion

Franchise

Unknown

Supermarket, Grocery, Wholesaler, Related Industry

1

Non-Franchise

2

3

4

NEW DEV. CASE STUDY: BLOSS previously BROADWAY ST Chinatown Common Section

section 2 |

community social incubators, new dev. vision, POPOs

2

GRAND RE-OPENâ&#x20AC;&#x2122;G

SOM PLAZA

0

connecting to existing network

25

75 feet

Existing Community Garden Site

Conceptual Community Garden

04

City Planning & Space Marking

Third Street Promenade School Work / Santa Monica / 2016 Fall

Santa Monicaâ&#x20AC;&#x2122;s Third Street Promenade consists of three open-air, car-free blocks that are anchored by upscale Santa Monica Place. As a living room for Santa Monica residents, and tourists around the world, there are three goals to achieve through this urban intervention. First is to promote Inclusivity; second is to make the street more fun and interactive; and third to create a continuous natural habitat with limited spaces.

05

City Planning & Space Marking

Finn McCoolâ&#x20AC;&#x2122;s Parklet

School Work / Los Angeles / 2017 Summer

Hill St

Main St

Main Street is located just two blocks east of the coastline in a Neighborhood Commercial zone in Santa Monica.

Buildings on this strip of Main Street are one to two stories, with a mixture of age and architectural styles. The commercial street is home to a variety of local serving businesses, including restaurants, coffee spots, boutique retail, and bicycle stores.

As a commercial strip, adjacent to the popular Santa Monica beach and nearby residences, the street sees high pedestrian traffic but moderate car traffic. The area serves a diverse range of visitors including families, young and working adults, and senior residents; thus a new parklet would serve each group by creating a comfortable, creative, and open space in which all users could enjoy passive recreation and community connection.

Location

Structural Safety Elements

Finn McCool’s is situated at the southwest corner of the Hill and Main Street intersection. Placing a parklet near an intersection increases its visibility to those crossing the intersection compared to a midblock parklet. The parklet’s adjacency to a local social hub such as Finn McCool’s ensures pedestrian traffic and promotes community interaction.

Many parklets are located on the street as extensions of the sidewalk.

To protect parklet visitors from traffic and create a comfortable space, buffers and bollards are integrated as structural elements. In addition to spatial enclosure, these features contribute to parklet safety.

Bollard

4’

Buffer

Drought Resistant Greenery

Urban Public Amenities

The combination of Santa Monica’s coastal climate and Southern California’s dry, warmth requires urban greenery that is compatible with the surrounding environment yet low maintenance. Species of succulents and dry grass provide color and complexity without heavy upkeep.

A key feature of engaging public space is the opportunity for visitors to stay and enjoy themselves. Seating and urban furniture, like patio tables, are vital comfort amenities for parklet users.

Helictotrichon sempervirens

Sempervivum

Libertia peregrinans

06

Public Transit & Active Transportation

Washington Blvd Complete Street Graduate Project / Culver City / 2017-2018

AVG Weekday

10.7

10.8

10.4

9.9

7.9

5.8

AM Peak

10.9

10.5

10.6

10.4

8.1

5.2

PM Peak

9.3

10

8.4

8.5

7.4

4.3

BL

BL IEN E GA

FAIR FAX AVE

La C

X A VE

AVE

AVE

FAIR FA

HUGHES

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E BL

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OVERLA

MOTOR

SAWTELL

A BL SEPULVED

HLIN McLAUG

OOD BL INGLEW

LA AVE

CENTINE

E AVE WALGROV

N SO

RT

BE

RO

VENICE BLVD

VENICE BLVD

VENICE BLVD

UER HIG

IRV

T AS

NA TIO NA LB L

L ER B

E AVE

BL

V CUL

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La C

CK

DDO

BRA

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BL OLN

GLENCO

ST ING

WASHINGTON PL

LINC

Washington Boulevard is one of the main arterials in Culver City, running through the heart of the community, but the bus service is facing the challenges of decreasing riderships and service reliability issues. The City of Culver City has drafted a TOD Visioning Study to advance the use of first/last mile connections, and link all the various transportation modes together into a coherent concept on Washington Boulevard. To achieve this goal and address the transit service issues, the study closes with a set of recommendations for the implementation of Complete Street Plan.

Average Transit Speed (Westbound)

FAIR FA

BL

FAIR FAX AVE

X A VE

La C 9,758

45

CK

DDO

BRA

22,915

IEN EG

A

BL

8,259

DR

24,959

La C

E AVE

L ER B

70

31,025

NA TIO NA LB L

V CUL

114

34,001

11,686

T AS

9,8

12,114

UER HIG

ST ING

46

39

VENICE BLVD 12,793

11,520

IRV

15,0

WASHINGTON PL

12,3

11,4

ADT

12,408

95

18,686

BL IEN E GA

AVE

AVE

19,386

HUGHES

E ND AV

E BL

AVE

OVERLA

MOTOR

SAWTELL

A BL SEPULVED

HLIN McLAUG

LA AVE

OOD BL INGLEW

CENTINE

13,110 14,616

N SO

RT

BE

RO

VENICE BLVD

VENICE BLVD

BL OLN

d Blv ton g in sh Wa

Design Corridor

GLENCO

Study Area

LINC

Culver City

E AVE WALGROV

Study Area

25,518

24,314

23,800

18,017

20,000 15,000 10,000 5,000 0

Eastbound/Westbound Total ADT

XXX

Westbound ADT

XXX

Eastbound ADT

Average Daily Traffic Analysis

2015

2016

Rider Income Groups

2017

Resident Income Groups

Low

High

Decreasing Reliability

Declining Ridership

Environmental Concerns

Income Disparity

Street Safety

Current traffic conditions adversely affect bus services by delaying bus trips, increasing headways and adding extra operational costs.

Culver CityBus is facing declining ridership over years. Bus lane and enhanced transit service quality potentially could attract new riders.

Transportation is the main source of greenhouse gas emissions and air pollution. Switching from cars to transit could help build a cleaner environment and healthier community.

50% of riders live in households with annual incomes less than $25,000.

By implementing bus lanes, bus riders would receive a more equal share of road space relative to car drivers.

Washington is currently a high injury corridor in Culver City. The study would incorporate safety design intervention in order to reduce and prevent traffic collisions and deaths.

A Westbound Curb Bus Lane

A Westbound Curb Bus Lane w/ Elevated Bike Lanes

Tow-way Curb Bus Lanes w/ Elevated Bike Lanes

Tow-way Curb Bus Lanes w/ Elevated Bike Lanes & A Reversible Traffic Lane

3 Spaces

11 Spaces

11 Spaces

60 Mins

60 Mins

105 Mins

11 Spaces 105 Mins

300 Riders

300 Riders

500 Riders

500 Riders

$47,000

$47,000

$83,000

$83,000

S BU LY ON

S BU LY ON

S BU LY ON

S BU LY ON

General Traffic Lane Capacity Impact Level

Construction Cost Level

Mid-term

Long-term

S BU LY ON

Near-term

S BU LY ON

Long-term

Two-Way Bus Lanes with Elevated Bike Lanes To fully re-vision street life in Downtown Culver City, the City should prioritize transit riders, cyclists, and pedestrians. A greener, safer, and friendlier Washington Boulevard would move and engage people, but not cars. The long-term goal of the project, therefore, is to implement two-way bus lanes and elevated bike lanes.

Should the city implement this concept, general traffic lanes in the narrowest segments (60 feet) of the corridor would be affected. The concept would require a road diet with 30 feet left for general traffic lanes after the installation of both the

bus lanes and the elevated bike lanes.

There would be two general traffic lanes with the middle lane reserved for left-turn vehicles. This concept would greatly decrease the vehicle throughput on Washington Boulevard, especially during peak hours.

This design concept also requires the removal of parking on segments A and B of the design corridor, contributing to the loss of 11 parking spaces in total. In terms of signal operation, the study proposes to maintain a protected phase for leftturn movements at intersections .

Buses would share the same signal phase with through traffic.

Shared Transit/Right-Turn Lane

Plan View WASHINGTON BLVD

ROBERTSON BLVD

Consolidate 2 nearby stops into 1 stop

Remove three parking spaces at Segment A

WASHINGTON & ROBERTSON

ONLY BUS

60’

ONLY BUS

ONLY BUS

60’

ONLY BUS

ONLY BUS

64’

ONLY BUS

60’

HIGUERA ST

INCE BLVD

A

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

WASHINGTON & HIGUERA

Existing Street Section 10 feet Sidewalk

18 feet General Traffic Lane

10.5 feet General Traffic Lane

9.5 feet Center Turn Lane

10 feet General Traffic Lane

12 feet General Traffic Lane

10 feet Sidewalk

Proposed Street Section 10 feet Sidewalk

4 feet Bike Lane

11 feet Westbound Bus Lane

10 feet General Traffic Lane

10 feet Center Turn Lane

10 feet General Traffic Lane

11 feet Eastbound Bus Lane

4 feet Bike Lane

10 feet Sidewalk

Ince Blvd to Higuera St 80 feet Public Right-of-Way

0

Bus Stop

NATIONAL BLVD Elevated Bike Lanes

EXPO CULVER CITY STATION

Two-Way Bus Lanes

76’

72’

P

P

P

P

P

P

P

WASHINGTON & LANDMARK

Remove eight parking spaces at Segment B

LANDMARK ST

B

C

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

P

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

P

ONLY BUS

70’

ONLY BUS

ONLY BUS

69’ ONLY BUS

60’

20

40’

Proposed Signal Operation at Intersection

Phase 1 & 5: Left Turns Only

ONLY BUS

ONLY BUS

7

ONLY BUS

6

ONLY BUS

5 (lag)

4

ONLY BUS

3

ONLY BUS

2

ONLY BUS

1 (lead)

ROBERTSON BLVD

8 ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

HIGUERA ST

Phase 2 & 6: Bus + Through Traffic + Permissive Left Turns ROBERTSON BLVD

ONLY BUS

ONLY BUS

7

ONLY BUS

6

ONLY BUS

5 (lag)

4

ONLY BUS

3

ONLY BUS

2

ONLY BUS

1 (lead)

8

Protected Phase (Bus) Protected Phase (General Traffic) Permissive Phase (General Traffic) Pedestrian Phase

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

ONLY BUS

HIGUERA ST

Design Tools

Elevated Bike Lane Establish the Washington corridor as the primary east-west bike spine. The bike lanes are raised as same height as the sidewalk to reduce traffic conflict and improve street safety.

Lane Width Modification Dynamic Lane Use Control Having the median lane as a reversible traffic lane could help ease the direction peak hour traffic and serve as median turn lanes during non-peak hours.

Reducing the general traffic lane to 10â&#x20AC;&#x2122; wide will lower the crash rates and, at the same time, effectively move high volumes of traffic compared with wider lane width.

Pavement Color & Markings Red carpet bus lanes with â&#x20AC;&#x153;Bus Onlyâ&#x20AC;? markings visually enforce dedicated transit space, reducing the vehicle incursion and supporting transit liability.

Religious Institution Public or Private School Major Employment Center Hospital or Community Clinic

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Sacrame

Pine

Austin

Bush

Van Ness

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Californi

Union Square

Fern

Sutter

19

Cedar

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Geary

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Golden Ga

Taylor

Jones

27 Bryan Commun

Pedestrian Collisions along the 27 Bryant

Tenderloin an July 2018

2013-2017

orth

Leavenw

Hyde

No. of Pedestrian Collisions LEGEND

1-2

Jackson ton Washing

3-4

27 Bryant Bu

5-6

Study Area

7-17

Clay S

Austin

Bush

Community a

Public or Priv

6

Major Emplo

Hospital or C

Union Square

Fern

Sutter

19

Cedar

Geary

38 38

Ellis

6 Willow

12

31

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Golden G

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Pedestrian Collisions

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Hemloc

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The 27 Bryant Project focuses on improving the line north of Market Street where most of the delays occur. 75% of the route north of Market is on the High Injury Network.

Larkin

Scope

Pacific

s Van Nes

The 27 Bryant Transit Reliability Project aims to improve the reliability of the 27 Bryant and to enhance traffic safety for people walking along its route.

Polk

Project Goals

ay

miles

By downloading this map, you are agreeing to the following disclaimer: “The City and County of San Fra the following data as a public record and no rights of any kind are granted to any person by the City’s pr City and County of San Francisco (“City”) makes no representation regarding and does not guarantee or accuracy or completeness of this data. Anyone who uses this data for any purpose whatsoever does so The City shall not be liable or otherwise responsible for any loss, harm, claim or action of any kind from the use of this data. By accessing this data, the person accessing it acknowledges that she or he has re condition that she or he agrees to the contents and terms of this disclaimer."

St

Larch

Turk

h

Eddy

Ste ve ss nso n ie

31

Willow

5t

31

Jefferson Square

0.1

Scale: 1:7,166 Date Saved: 7/5/2018

Ellis

Collision Pattern Map

Broadw

Geary O’Farrell

Hemlock

Post

The 27 Bryant serves 6,700 riders each weekday and connects the Tenderloin, Nob Hill, SoMa and the Mission neighborhoods.

This serves diverse populations, including seniors, people with disabilities, and multicultural communities that depend on it to commute to work and connect to other transit lines. It is also a neighborhood lifeline that many use to reach grocery stores, hospitals, schools, senior centers and more.

Proposed Rout

Community and Social Service Center

ton

Project Overview

Kearny

Grant

Affordable Housing (Including SROs)

Clay

Community Amenities Map

July 2018

Current Route

Washing

Professional Work / San Francisco / 2018 Summer

27 Bryant and Adjace Community Amenitie Tenderloin and Downtown Area

LEGEND

Jackson

27 Bryant Transit Reliability Project

Stockton

Powell

Taylor

Mason

rth Leavenwo

Pacific

Jones

Larkin

Public Transit & Active Transportation

Hyde

y

Broadwa

Polk

07

Community Amenities

Scale: 1:7,166 Date Saved: 7/5/2018

By downloading this map, you are agree the following data as a public record an City and County of San Francisco (“City” accuracy or completeness of this data. A The City shall not be liable or otherwise the use of this data. By accessing this d condition that she or he agrees to the co

OUTREACH & ENGAGEMENT 27 Bryant Project comes from the Muni Service Equity Strategy, which commits to make transit accessible and affordable for Equity Neighborhoods, seniors, disabilities, and people of color. The project exhausts various outreach approaches, such as pop-up open houses and rider surveys. We engage with the community, and let the people who use the services tell us what to do and where to improve.

HOSTING OPEN HOUSES

POSTING PROJECT FLYERS

MAILING POSTCARDS

HOSTING “POP-UP” OPEN HOUSE

DISTRIBUTING FLYERS

COLLECTING RIDER FEEDBACK

Would You Consider Walk a Longer Distance to Bus Stop

Survey Result Board

27 Bryant Results of On Board Survey

We asked about 200 people, who were randomly intercepted as they were riding on 27 Bryant, about their travel habits and public transit experiences. The survey was conducted in January and April 2018.

Language

Rate the 27 Bryant service

8%

10%

82%

Chinese

Spanish

English

Age

38%

Race

18 or Under

5%

Asian/ Pacific Islander

28%

19 - 40

38%

White

25%

41 - 64

33%

Hispanic/Latino

14%

65+

22%

African-American

9%

Decline to Answer/Other

24%

Excellence

49% Under $50,000

30%

21%

Over $50,000

Decline to Answer/Other

24%

36% 31% 16%

52%

of riders take Muni every single day

Multiple times a day

Once a week

Once a day

Less than once a week

Multiple times a week

15%

School

4% 4%

Others

34%

21%

20%

6%

The bus doesn’t come enough

The bus gets too crowded

The bus gets delayed

I don’t feel safe riding 27 Bryant

What is the second challenge?

53%

32%

15%

What Riders Say...

It get delayed going through downtown near Powell and arrival times can be inaccurate because of this slowdown.

Que fuera mas seguro y mas frecuentos (Wish it is safer and more frequent.)

6%

Shopping

Others

Poor

9%

Work Business Visit Friends/Family

Okay

50%

Medical

Recreation/Food

Good

No

Sometimes the bus I get on is too slow, so I get off and walk.

Purpose of Riding Muni Commute to work

10%

Yes

What challenge do you most often experience with the 27?

Most riders take Muni to work daily Frequency of Riding Muni

indicate that they would consider a longer walking distance to Muni stop if the overall travel time reduce.

38%

12%

Income Group

24%

53%

27 Bryant Experience

Who did we ask

28%

23%

20%

6%

The bus gets delayed

The bus doesn’t come enough

The bus gets too crowded

I don’t feel safe riding 27 Bryant

Trash tends to be in every bus.

Maybe add a trash bag?

3% 7%

It smells, make it safe, and people need to pay.

Drivers are the best!

Street Improvement Proposals

Install Bus Zone Remove Bus Stop

JACKSON

Add Pedestrian Head Start

Relocate Bus Stop

(Relocate from nearside)

Remove Bus Stop

JACKSON

-4

6 7 8 9

STOP

-1

Install Corner Red Zone

BUS

Extend Bus Zone

Install Curb Ramp

-1

-2

-1

Install Ped Bulbs

HYDE

LARKIN

POLK

VAN NESS

Polk Streetscape Project

Van Ness Improvement Project

WASHINGTON

Spring Valley Science School

WASHINGTON

6 7 8 9

BUS

STOP

-4

6 7 8 9

Remove Bus Stop

Remove Bus Stop

Relocate Bus Stop (Relocate to farside)

Install Bus Zone

Remove Bus Stop

Remove Bus Stop

08

Public Transit & Active Transportation

Citywide Microtransit Service Professional Work / Culver City / 2017 Winter

With the operation of the Exposition Light Rail and the booming of downtown Culver City and Hayden Tract Business District, Culver City seeks to provide convenient mobility options for those who live, work, and visit Culver City. The On-Demand Micro-Transit will service between Expo Culver City Station, Hayden Tract Business District, and Downtown Culver City, making it convenient for those who choose to take Expo and need a quick connecting service to/from the Expo Culver City Station as well as those who want to go to downtown Culver City for lunch/dinner. With partnership to businesses/employers, this service, in combination with the Expo Light Rail service, may reduce the need to drive and park at the Downtown Culver City and Hayden Tract Business District and alleviate congestion in the project area.

On-Demand Microtransit Pilot

WE HAVE THE MOBILITY SOLUTION YOU ARE SEARCHING FOR.

Presentation for Apple and Community Stakeholders FAST, CONVENIENT, & GREEN

Service Days: Monday â&#x20AC;&#x201C; Friday Service Hours: 7-11 am, 5-8pm Service starts 2018 Service evaluation after 6 months

On-Demand Microtransit Pilot THE MOBILITY SOLUTION YOU ARE SEARCHING FOR

Mercedes-Benz Sprinter Seats: 12

- 2017 - 10 â&#x20AC;&#x201C; 17 -

TESLA Model X Seats: 7 Image Source: RideCo. Image altered by Culver City

Up to

6 10 1260

Planned vehicles at 10 pick up/drop off stops

Fewer cars on the road per full microtransit vehicle

Fewer car trips per day, and less parking demand

ON-DEMAND

MICROTRANSIT P

R

O

WHAT IS THIS

E

C

T

KEY DESTINATIONS

Service hours: 7-11am, 5-8pm Service days: Monday-Friday Service starts early 2018

SERVICE DETAILS

po

Ex

It is an on-demand ride-shared transit service provided within a pre-defined geo-fenced area to complement existing fixed route public transportation services with a more flexible and customized choice.

J

dre

T

C u lv

t e r Ci

With the operation of the Exposition Light Rail and the booming of Hayden Tract Business District, Culver City seeks to provide convenient mobility options for those who work in Culver City.

by

O

n

L

a ti o

I

St

P

y

Bea

ts

GEO-FENCED AREA

With partnership to businesses, this service, in combination with the Expo Light Rail service, will reduce the need to drive and park at the Hayden Tract Business District and alleviate congestion in the project area.

SERVICE FEATURES

ARRIVE IN 1 MIN

Book rides with smart phones

Allow mobile payments

Track your ride real time

FAST, CONVENIENT, & GREEN

6

planned cars at 10 pick up / drop off stops

10

fewer cars on the road per full microtransit vehicle

Up to

12 6 0 fewer car trips per day1

(less parking demand!)

1. Assuming directional commute pattern, 20 minutes round trip time, and 15 passenger vehicle.

Pick up / drop off stops

Focus area

Culver City Boundary

09

Public Transit & Active Transportation

Bike Share Station Location Analysis Professional Work / Culver City / 2017 Summer

Culver City and Metro are launching the Metro bike share in Culver City, Palms, and Mar Vista areas in May 2018. In order to determine the locations bike share stations, we conducted a spatial analysis of criterias regarding with social, economical, recreational, and environmental perspectives. The location suggestion include catagories of high ridership stops, landmarks, and businesses.

Business and Employment

Open Space and Landmark

Transit Network and Ridership

Demographics and Equity

PROPOSED BIKE SHARE TA S TIONS BY TYPE 5 minutes walking radius (0.25 miles)

0.25ml

High Ridership Bus Stop

Metro Rail Station

Points of Interest

WEEKDAY RIDERSHIPDATA (Boarding + Alighting) Culver City Bus Stop

Metro Bus Stop

0-42

0-46

43-100

47-100

101-307

101-214

308-544

215-327

545-1493

328-566

Service Area

Bikeways

Business & Commerical

Bus Stop Sign Design

Culver City Rapid Bus Stop Sign Deisgn

Professional Work / Culver City / 2017 Fall

15’’

15’’

New Culver City Rapid Bus Stop Signage

10’ - 0’’

8’ - 0’’

7’ - 0’’

6’ - 0’’

5’ - 0’’

CULVER CITY

9’ - 0’’

C U L V E R

R

4’ - 0’’

2’ - 0’’

1’ - 0’’

0’ - 0’’

R

CULVER CITY

3’ - 0’’

R R R CU LVER CITY

10

Public Transit & Active Transportation

Trans

Sign Pole Installation Plan

Bus Stop Sign Pole 22’’

Materials A. 2” x 2”

2’’ x 2’’ Squared Post

B. 2 ½” x 2 C. 2 ¼” x

2’’ x 2’’ Squared Post

D. 2 blind

22’’

E. Concre

Red C urb

6’’

Notes

A. Sleeve the anc

Secure by 2 Rivets

~3’’

Sidewalk Surface

8’’ Road Surface

ad Ro

ce rfa Su

B. The anc protrud surface

1’ diameter wide ~15’’ deep concrete

C. The po 8”.

D. The blin anchor

~3’’ 2.5’’ x 2.5’’ x 18’’ Sleeve

~4’’ 18’’

F. For the Contra Device subcon sidewa

2.5’’ x 2.5’’ x 18’’ Sleeve 1’ diameter wide ~15’’ deep concrete

12’’

12’’ 2.25’’ x 2.25’’ x 30’’ Anchor 2.25’’ x 2.25’’ x 30’’ Anchor

E. The use a very r pole is s tend to ing the easily in reducin

JEFFERY LU +886-0917-699270 jeffery.lu.work@gmail.com bit.ly/Jefferylinkedin Taipei, Taiwn