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
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AVE
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FAIR FA
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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
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L ER B
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WASHINGTON PL
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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
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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
a
Californi
Union Square
Fern
Sutter
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Cedar
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Geary
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O’Farrell
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Je
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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
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Cedar
Geary
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Ellis
6 Willow
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Pedestrian Collisions
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O’Farrell
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Geary O’Farrell
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Hemloc
Post
n Jefferso Square
Affordable H
Religious Ins
ia Californ Pine
miles
Nob Hill
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0.1
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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
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CULVER CITY
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C U L V E R
R
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CULVER CITY
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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